Almost all recent turbo diesels have a variable geometry turbine. The one you notice, attached to the turbine, might at first glance look like a Waste Gate, but in fact it is nothing more than the pneumatic actuator, on which the operation of the variable geometry depends. In most cases it is enough to reprogram the eprom and the turbine pressure goes up on its own. It would make sense to change it if the intercooler was also replaced, because when you install the Waste Gate it raises the turbine pressure. When the latter is raised, the air temperature increases, and when the air temperature is increased, the amount of oxygen in the air decreases. Combustion, avvienne in the presence of fuel and oxidizer. As fuel we have diesel fuel and as comburent not air, but oxygen. The Waste Gate is replaced to have much more pressure. To have little more without running into the one just explained, the original Waste Gate is sufficient.

The Additional Suction Trumpet, is needed in cases where there is engine or ECU preparation. We can compare the engine to a pump that sucks in air, if this pump sucks in 10 m³ of air per minute and runs at x revolutions per minute, we can neither expect nor hope that by putting a trumpet in front of it it will suck in more. But if we do not make the pump make x revolutions but y revolutions what happens is that the air inlet for which it was designed becomes obstructive (small). In this case, we go and apply our additional Trumpet, and that’s it. In other cases we have considered, we have noticed that the filter boxes are of insufficient capacity to good engine breathing. This is not because the manufacturers err on the side of information in this regard, but because, they must be placed in the space that is left over, after putting: the engine, radiators, intercoolers, abs, the various water tanks, engine oil, windshield washer fluid, etc., the remaining space is for the filter box.

We can compare RPB to a good analgesic. Have you ever experienced having a terrible headache? Well, in this case you have definitely taken an analgesic and before long the headache disappeared. Well, now haven’t you ever tried using the same analgesic without having any discomfort? Definitely not! But if you had, you would not notice any improvement, in fact perhaps heartburn, if taken without proper precautions. Now let’s apply the analgesic hypothesis to the RPB. Your engine is running “lean,” that is, low on gasoline, either for no precise reason or because it was born that way by the house ( so comparable to your headache ). In this case, if we apply the RPB and raise the gasoline pressure even a little, we will immediately have power increases noticeable even to the less experienced. But if our engine runs ok on carburetion and we go to install the RPB, we will have no improvement, or if the engine runs slightly fat and we install the RPB, we will have lost both power and torque.

Let us state at the outset that in turbodiesels,such a valve has no reason to be installed.For this purpose,car manufacturers do not envisage its installation under any circumstances.The same can in no way give power,let alone indirectly increase engine efficiency. the only,albeit minimal advantage,is given by the fact that during release,throttle the air present in the pipes (although very little,as it is sucked by the engine,given the lack of the throttle butterfly) comes to be discharged outside,thus avoiding a slowdown of the impeller of the compressor turbine. it also produces that much sought-after “puff of air. “Such a situation in our system is greatly advantaged,being driven by the ECU.In many systems currently on the market,the valve-opening command is taken via microswitch,directly on the accelerator pedal.This switch is intended to detect the pedal utto be released and from there,give consent to the solenoid valve to command the ‘opening of the power-pop. the system would also be valid,if it were not for the fact that the air in the piping travels at very high speeds.so now that the pedal has reached the “zero” position,now that the consent passes to the solenoid valve,now that the same opens and passes the command to the power-pop,there is very little air left in the piping to “puff”. in contrast to all this,our ECU does not require accelerator pedal to be in the zero position,as working on voltage variation\tempo,it detects itself when the driver releases the pedal by a single millimeter and also evaluates the speed,deciding on the operating strategy.In summary,our system does not lose that half-second in waiting to get to the full release of the pedal.Considering the air velocities almost close to those of sound,we find ourselves discharging about three times,of air than with a control via a switch.