Quote:
Originally Posted by RB25GUY
its funny because do you have any proof of actual damage without bovs other than i read this here or i saw this article online...ill wait.... there are different stages to compressor surge and the surge that KILLS turbos is the surge that is when you are ON THROTTLE not when you LET OFF THROTTLE.......like this is what type of surge kills turbos
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its the same air flowing backwards through the wheel, whether you lift from the gas, or you are on the gas, surge is surge. The difference in the video between "lifting surge" and "attempt to compress air with too low of a flow rate surge" is that the turbo keeps re-attempting the same damaging scenario over and over again in the span of a couple seconds, as opposed to doing so over months or years of driving. In other words, air is air, and its the same air bending the fins of the compressor wheel and slamming the shaft around during violent surge whether there is a consistent exhaust attempt to spin the wheel, or a fleeting one everytime you lift to shift at similar flow rates (full throttle surge from lifting the gas pedal).
Quote:
Originally Posted by TheRealSy90
PowerFC doesn't have any failsafes. It tells the engine to run in the manner it's programed. It doesn't natively support any sort of failsafe that will cut power to the engine.
So now you're having to invest in additional loggers and controllers to have any sort of failsafe functionality. Now the cost is going up!
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1. If you have an expensive engine, say 30k, you use the AEM or similar ahead of a PFC for its additional features. The PFC is a bare bones for "cheap" engines usually daily drivers on a budget. I've mentioned this 100x and fully support the use of better stand-alone systems if the application calls for it.
IF the application calls for it.
2. The PFC contains what every stand-alone contains: fuel cut rev limiter. Which is more than enough for a daily/street application at any power level, and safe to use.
3. Even the AEM does not contain a fuel cut safety switch. Those must be added to ALL setups if you care enough, and are cheap enough $15. Not really a big deal. The idea behind it is to remove the decision from the ECU (do not depend on a computer 100% to save the expensive engine... use alternative "redundant safety features") and give an alternative safety net, extra protection any setup can use.
4. The minute you say E85, alternative race fuels, etc... you will want to step up into the AEM or similar category of stand-alone. PFC is generally great for gasoline, but those using E-85 and so forth will want the option of flex fuel compatibility and as you say, a wide range of loggers. Those engines should be over 180hp/liter for this kind of fuel/expense. i.e. I can support 600rwhp using plain 93 octane + meth/water in a 3.0L (200hp/liter on gasoline is possible) engine so there is no reason to step into that kind of ECU, as E85 holds no real advantage. Once I pass that range into the 700rwhp+ for 3.0L I will need the E85 and better ECU, especially if I want to keep a reasonable compression for a street car.