If you don't want to use those parameters (and just let the table control it) then set the min to 0 and the max to 500 (inlet manifold). If it is inlet manifold pressure, set it so the output will come on when you want it to. See attached picture.Īlso make sure you set the activate parameters appropriately. You would set the table axis up (as you had shown) and then simply put 100 in the table where you want that output to be on, and 0 where you want it off. But either way we should have plenty to work with in the package.ĪEM did it very simple based on rpm mostly (and load/throttle) and we can easily do that using the Auxilliary Outputs (I believe you have them highlighted in one of the screen shots). My memory is a bit rusty on the sequentials but I seem to remember only needed two of the three solenoids. Graph look like parallel operation though, the Duty cycle tables to me run the Turbos in Parallel Was told this is incorrect the Duty cycle tables control the valves, OEM the transition from 1 to 2 Turbos happens at 3500 rpm My map has IACV and EGCV set to two Aux outputs, my understanding is the transition is regulated by the Manifold pressure 350kPa, constantly turbo one is working, when Manifold Absolute pressure hits 350kPa, turbo two comes online, I presume the manifold absolute pressure would read xxxkPa at a certain rpm throttle, so when she reads 350kPa you know she is running 70% throttle / 3800rpm so has enough gas to flow turbo 2, open VSV to allow exhaust gas through? Would gearing come into it, how did you know to choose 350kPa? This bypasses exhaust gas from the first turbo, lowering the overall amount of exhaust gas going through *both* turbos and controlling the maximum boost pressure generated by both turbos in parallel. Two, it controls the amount of exhaust gas going through the first turbo in much the same way as a wastegate - therefore controlling the maximum boost pressure generated by #1 turbo. It serves two purposes - one, it prespools the second turbo by allowing some exhaust gas flow through it. This allows some exhaust gas to bypass the EGCV and join the output of the first turbo. When it's shut, there is no gas flow through the impeller of #2 turbo and therefore it doesn't spin. This allows exhaust gas to flow through #2 turbo, causing it to spin up. When it isn't switched, there is a small flap in the IACV assembly that allows any boost generated by #2 turbo as it prespools to join the intake stream, preventing turbo stall.

When this switches, boost generated by #2 turbo is allowed to join the intake stream The actuators open/shut valve butterfly flaps. VSVs switch manifold pressure (boost) to and away from actuators. Intake Air Control Valve (IACV) -on/offĮxhaust Gas Control Valve (EGCV)- on/offĮxhaust Gas Bypass Valve (EGBV)- on/off There are four VSV/actuator assemblies that control the sequential turbo operation:

So the other 3 are either open or closed. They are not pulse width modulated except for the wastegate one. Question: Can somebody explain to me how Sequential Turbo Setup works on an M1, curious how it is Sequential as opposed to running in parallel?įirmware: !Ao-FTTt3GMhrg4RGM1jTZZ0Ifn6c2g

2jz sequential turbo