for all modell after year 2002 start hp 180.
Power Pop gruppo vag - Opel, Saab, Mitsubishi
Many of you will have tried to install an external breather valve in a car of the Audi-Seat-VW group, with 225 HP engines, and, in some cases, also in the 210 models, and will have noticed a lack of turbine pressure because the control unit entered the recovery phase.
It was then sufficient to switch the panel off and on again in order to exit the recovery function, and then return to it immediately after a short use time.
This problem led many of you to ask us for a product suitable for that type of car.
Our decision to take action to that end was sparked not only by the cars of the Vag group, but also by others. In fact, in the Opel and Saab range, we have the pop-off valve built into the turbine.
In addition to its function of by-passing the turbine air when the accelerator pedal is released, this valve also has the task of controlling the anti-skid system.
To put it briefly, when the wheels lose adherence due to powerful acceleration, the control unit sends a signal to the pop-off command solenoid-valve and makes it open, immediately lowering turbine pressure and, consequently, the power transmitted to the wheels, preventing them from skidding.
Now installing a power-pop (a freely breathing valve) in this type of car meant three things:
N.1 eliminating the anti-skid function, whereby at every skid, as the control unit could not correct the trouble, it went into malfunction state, lighting up the dedicated indicator light.
N.2 installing the valve tandem-wise with its own valve. However when breathing took place, part of the air came out of the original valve, and another part from the external breather valve.
But as the flow rate and pressure of this air was halved, it did not produce the classic powerful puffing effect.
N.3 creating a separate circuit, installed under the switch, so that, if the customer wanted to, s/he could decide which valve to use, but, as ever, with the problem of the malfunction indicator light.
The solution is the one we suggest: installing a second valve tandem-wise with the existing valve, and have it piloted by a control unit and a dedicated switch.
These elements work in perfect symbiosis, activating the most suitable operating strategy time by time. However, they do so without for any reason interfering with the anti-skid system, and, at the same time, they maintain an air discharge function which, in addition to producing the classic, powerful puff, allows the turbine to avoid losing even one rev due to the counter-pressure created during release.
This cannot be done with all the systems now on the market.
Some problems due to other malfunctions (too long to explain here) have appeared on the Evo 6-7-8 Mitsubishis. Our solution is the most suitable for maintaining long-term reliability and sound for these cars too.
Naturally, there's going to be someone more intelligent than us.
He would surely state that this solution could be obtained also with a switch like ours, with a valve like ours, but with an ordinary switch on the accelerator pedal instead of an electronic control unit.
We can only say that this is true.
But regarding the consequences of a switch that functions only at the travel limit of the accelerator pedal, I think you have all read about them on my site. However, may I remind you of them by a copy and paste operation from our site:
This situation has a big advantage in our system, as it is piloted by the control unit.
In many systems now on the market, the valve opening command is obtained by means of a microswitch directly on the accelerator pedal.
This switch detects the fully released pedal and, from there, it gives clearance to the solenoid-valve to command the opening of the power pop.
The system would be a good one, if it were not for the fact that the air in the pipes 'travels' at very high speeds, so that when the pedal reaches 'zero' position, when clearance is passed on to the solenoid-valve, when the valve opens and passes the command to the power pop, precious little air remains in the pipes to create any 'puffing'.
Contrary to all the above, our control unit does not require the accelerator pedal in zero position, because, by working on the pressure/time variation, it itself detects when the driver releases the pedal by even one millimetre and also evaluates its speed, deciding the operating strategy.
To sum up: our system does not lose that half a second's wait to allow the pedal to be fully released. If we remember that the air speeds are near to the speed of sound, we actually discharge three times the amount of air compared to a switch-operated command.
Many thanks to you all for the time you have given to reading our text.
Code to order VAGOS
Price: 270.00 Euro ( + VAT AND SHIPPING COST)