Parent Categories
Category: Blow Off Valve
Q |
What are the dimensions of the Synchronic BOV? |
A | The dimensions of the Synchronic BOV can be seen in the attached drawing. Inches are represented in brackets, milimeters are represented below that. Each measurement is accurate to +- 1 of the last digit. Download PDF Datasheet: SB Packaging.pdf (30.01 KB) Please note you will need the free Adobe Reader™ to view this file. |
Q |
What improvements have been made to the Synchronic BOV? |
A |
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Q |
What is a Port C delete and what is the service procedure? |
A | Port C refers to the chamber behind the piston acuator. In previous generations of the Synchronic BOV port C was an independent chamber that needed an uninterupted boost signal to function properly. Pressure flows in from the side port and pushes against the piston, this equalizes the pressure in both the inlet chamber and acuator chamber
In newer generations of the Synchronic BOV we have eliminated the need for an independent port C fitting. If there is no port C on the side of your valve you have the newest version of BOV. Earlier versions with Port C deleted had a hex cap bolt installed on the side of the valve to seal off where port C used to be. Port C delete service requires complete disassembly of the BOV to port the casting so the C chamber can receive it's pressure signal from the BOV inlet chamber.
Here you can see the internal port C.
If the Synchronic BOV you have purchased does not have a port C, then you have purchased the newest revision of the Synchronic BOV. The newest revision of the BOV has port C internally built in, therefore the installer no longer has to spend extensive time sourcing a boost only source for port C.
The functionality of both versions of the BOV is identical.
Q
Can older Synapse BOV (those still have port C) be converted to internal boost feed?
A
Yes, we offer this port C delete service to those whom have the older version of the Synchronic BOV, and wish to update their BOV to the latest revision. The procedure is listed below:
Go to www.synapseengineering.com/support and start a service ticket record.
Fill out the form in this link for the port C delete service, and then print it out.
The user must send in their BOV, the completed service form, and include a self addressed UPS or USPS return shipping label for sending the product back.
The Service fee is $35.00. You may send the payment via PayPal to: info@synapseengineering.com. If you wish to pay for the service via credit card, please contact our tech support department directly at +1 (858) 457-1700.
The service turn around time is 5 to 7 days from the day our service department receives the package. Your online ticket record will be updated accordingly to help you track the progress. |
Q |
What is causing my Anti-Stall Kit leak? |
A | The Synchronic BOV is designed to be open under low load conditions. The Anti-Stall kit is designed to prevent unmeasured air from being sucked in, or metered air being blown out of the engine. If you are running an efficient turbo, the charge pipe pressure may be higher than the spring keeping the anti-stall kit sealed, and is causing the excess air to be blown out of the BOV. While the intake manifold is under boost, the valve is closed and will not open again until the intake manifold pressure drops. We highly recommend re-circulating the BOV discharge back into the intake piping before the turbo, and after the MAF sensor.
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Q |
What is the Anti-Stall Kit and how to properly install it? |
A | The Anti-Stall kit is designed for those who have Mass Air Flow equiped forced induction vehicles and want to use the Synchronic BOV to vent to atmosphere instead of re-circulating the discharged air. The Anti-Stall Kit is a cap that fits over the discharge of the BOV. The cap is attached to the BOV by a long screw and a spring. When the BOV discharges, it will blow the cap open and release the discharge air. When the BOV has finished discharging the air, the spring will pull the cap shut, hence the BOV will not be blowing out metered air and causing the MAF car to stall or idle rough. The kit comes with the following parts and should be installed in this order: Bolt -> Spring -> Washer -> O-ring -> Anti Stall Cap
Do not over tighten the bolt onto the valve as it may cause heavy load on the spring and preventing the cap to properly open during discharge.
***It is recommended to always re-circulate the BOV discharge air for best vehicle performance and drivability.*** |
Q |
What is the BOV upgrade kit, and what does it include? |
A | The BOV upgrade kit consists of a new redesigned back cap with sturdier 1/8th NPT threads, two types of push to connect fittings, one push to connect Y, and 5 ft of black PU hose. This upgrade kit is available through our storefront as Kit: SB001A.KIT022.
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Q |
What is the design philosophy behind the Synchronic Blow-Off valve |
A |
by Peter Medina
But would you believe that the Synchronic geometry itself has plenty to do with a fast acting valve? You see, a piston alone doesn't mean that you have a stable valve actuating mechanism. If you only have 1 plane of support with 1 o-ring tier, you still have rocking of the piston back and forth, and the same goes with adding o-rings of the same diameter. What Synchronic geometry offered were 3 tiers of o-rings on 3 different diameters. That meant a very stable actuating mechanism when you actually wanted it to pull the valve quickly. Even though there was added friction, the design eliminated noise in actuation. On top of that, the 3 tiers generated 4 pressure chambers.
In a normal single tier actuator design, you only have 2 surface areas that pressure works upon. The top and bottom of the actuator surface on either side of the o-ring. In the Synchronic design, you actually have pressure working on cylinder surfaces that self center the actuator when it is pressurized which leads to a more stable actuation. And even though you leave some of those chambers to atmosphere, you have to remember that atmoshperic pressure is still pressure. And as the piston collapses that chamber, the air that was in the chamber is exhausting out the port at a rate that follows the movement of the piston and acts on all surfaces within the chamber. **
Problem #3: Design a BOV that would stay shut under high vacuum Something told me not to worry about this too much until later. When I first started to test the prototypes of the design, I couldn't get the valve to stay shut under heavy vacuum. When it would be shut at idle, the BOV wouldn't open. And when it would be open at idle, it would work perfectly between gears. I kept fighting it and fighting it, until I finally gave up and conceded to the design. Little did I know later that this was one of those discoveries of serendipity. Beta testers began to report better throttle response. What? I started to look at how that worked and, guess what? It makes sense. By bypassing the restriction of the turbo, intercooler piping and all the surface area of the intercooler, you do get better throttle response when coming off of vacuum. And they also started to report better fuel economy.
The simple answer to the question above, is of course it can! **
Many other manufacturers make the mistake of chasing higher flow rates on their BOVs simply because their designs can't actuate fast enough. What good are high flow rates when the turbo is flutterdumping? Let me define flutterdump. Flutterdump is when the compressor surges, then dumps the air seconds later to get rid of the surge. The goal is to eliminate compressor surge, not just delay it. The goal also is not to have a BOV that makes the turbo surge below a certain boost level, only to work at higher boost pressures. This is a design flaw whose goal is for the BOV to stay shut at idle instead of ridding the system of compressor surge. That is why those designs have you selecting springs based on your idle vacuum level, because all they care about is staying shut at those idle levels. The thing you have to remember as a street user is that you are not running max boost all of the time. To the contrary, in every gear you are probably making less than 4 -6 psi of boost. Compressor surge at 95% the life of your turbo is not acceptable. And for the racer, compressor surge at part throttle, or corner throttle modulation should not be acceptable either when there is a simple solution, Synchronic BOV.
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Q |
Why are the brass fittings for the signal ports not able to be screwed down completely? |
A |
The brass fittings provided in the SB and DV series are the correct size for the SB/DV. The brass fitting should be screwed down to about half way or slightly over, but not completely down. Torquing the brass fittings completely down to the bottom may cause damage to the BOV/DV unit. |
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