We highly recommend that you use a turbocharger center section which is both oil and water cooled turbocharger longevity is compromised when only oil is used to cool the turbocharger center housing. The last component of a turbocharger is the wastegate valve and wastegate actuator which controls the wastegate valve’s movement. This section also contains a machined by-pass for the wastegate valve to seat against. The third section is the turbine section which consists of the turbine wheel and turbine housing. Next is the center section which contains the bearings, shaft, and the oil and anti-freeze passageways the compressor and turbine wheels are also attached to the shaft in this section. Generally speaking, the inlet is always in a vacuum, sucking air in and the outlet is pressurized with the intake charge. This section acts as the inlet or intake for the turbo, compressing the intake charge and generating relative pressure (boost). The compressor section consists of the compressor housing and the compressor wheel. Turbo - An exhaust-driven air compressor which consists of four basic sections or components. Once the stock boost control system is fully understood, you will find it easy to tune on an internally or externally wastegated turbos. This bit of safeguard makes the factory boost control system far superior to any aftermarket boost control system, in our opinion. Most critical is the fact that the ECU (on DBW vehicles) forces the boost control system to shut down completely (so the vehicle runs mechanical boost pressure) if detonation events are continuing to occur. Some vehicles allow you to tune boost by the different gears you are operating the motor in. In some vehicles, the boost control system can set higher boost targets up to certain miles per hour (MPH) or bring boost targets down after a set MPH. The stock boost control system is much faster than any human analysis and input we highly suggest you use it to your advantage. By employing this closed-loop boost control system the electronic control unit (ECU) can use its speed to bring down boost pressure in an over boost situation and raise the wastegate duty cycles for under boost situations. The boost control system uses a closed-loop targeting system that does everything it can to make the boost control system consistent. We would like to go into further detail about the safeguards and advanced tuning features that are available through the AccessTUNER software.
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In the AccessTUNER Professional or AccessTUNER Street software, Descriptions and Tuning Tips for most of the tables are provided and can be accessed by pressing the “F1” key while that table is highlighted in the Table List located on the left-hand side of the software. Please read the following thoroughly before you attempt to tune your Subaru with the AccessTUNER software. This document is broken down into four chapters Hardware, Plumbing, Hardware Function, & Mechanical Calibration.
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This document will show how to properly set-up or calibrate your internally or externally wastegated turbocharger so that the boost pressure can be properly controlled by the stock boost control system. This document is intended to assist you with the understanding of how turbo boost pressure is controlled on an internally (or externally) wastegated turbocharger through the factory boost control system. How Subaru's Factory Boost Control System Works
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