Diverter Valve @ Blow off Valve (BOV) upgrade from GFB

GFB valve (DV+) is designed as a direct bolt-on replacement solution for problematic diverter valves or Blow off Valve (BOV). According to the manufacturer DV+ valves not only eliminate failure issues from high temperature and boost pressure, they also offer the TMS advantage of improved throttle response and boost holding.

GFB DV+ (part number T9352) is a direct replacement for the factory valve on Peugeot BOV assembly - i.e can be used with the existing solenoid.

Youtube Video...

Tuning Box - the good, the bad and the ugly sides everyone should know

The 'black box', as I prefer to call it can either contain nothing more than resistors with some electronic switching circuits with flashing LED displays to impress you...

...or more complex one has microprocessors to work in tendum with the ECU.

In both cases the black boxes 'fool' the ECU to make it 'think' the engine is running cold hence increase the amount of fuel delivery into the engine. It works best on forced induction engines at the expense of fuel consumption  at low end of the power band where there is still surplus of boost pressure though. 

A more complex black box has microprocessor/controller to sustain higher boost pressure proportional to the amount of fuel being injected into the combustion chamber hence higher torque. Of course the car may accelerate quicker but can not be maitained long enough as the engine rpm is increased. Bare in mind that it is NOT the gain in maximum bhp as claimed.

Nevertheless around the middle of the power band (beyond the surge line as shown in the chart below) the amount of boost pressure is almost at its limits and slowly drops towards the higher end as the stock turbo can no longer meet the demand of the air volume flow rate.

The black box or the remap still can fool the ECU to inject more fuel but the engine will be out of breath hence no more power gain even how much the fuel is available to be burnt. Thats why there lots of carbon soot at the tail pipe! So does the fuel consumption.

Theoretically without changing to bigger turbo unit or/and increasing the engine compression ratio it is impossible to increase maximum power output by just installing a black box or remap! 

Again... that's why 175BHP and 200BHP EP6-series engines have bigger turbo unit for higher power output. Don't assume the EP6-series engine designers are stupid for not just using 'black box' circuitry or remapping the ECU to increase the maximum power. Think about it.

p/s who knows in side of your RM1800 "Tuning Box" could be just  like this ...(hint..hint!!)

ECU Remapping may Damage your Turbo if...

Turbo Engines engines rely heavily on computer controlled Engine_management Control Unit [ECU]. Basically the engine has an array of sensors which monitor lots of things such as throttle position, crank position, airflow etc. These signals are sent to the ECU, which processes the information received to give the best engine performance for any given driving condition.

ECU remapping can alter engine performance for higher output and/or for better fuel consumption, nevertheless be extra careful even if the tuner a top programmer.

There are many tuners offering what seem like custom ECU remapping. Most of these tuners use and alter programs that are cheaply available through the internet or other sources and are not 'ngam' with the car engine requirements. These can actually damage the turbo/engine.

Remaping alone may not be adequate for the upgrade. Get a professional to do the job and you must get ready to spend on hardware upgrade as well - without which you will need to spend more money on repair bills later.

For performance you will probably reprogram the ECU to control ignition timing advance, force more fuel and more air into the combustion chambers, and make the turbo overspin and hold on to higher pressure than the turbo unit/system can handle and delay/never let the BOV open, which will ultimately damage it. Solution - get a better turbo system before remapping!For fuel economy and power - if you are familiar with nitro-methane RCM car engines you will know what to do at the expense of engine overheating, simply make the air-fuel mixture lean. The same applies to EP6DT engines. Go on reprogram the ECU at your own risk and save money on fuel to partially pay for the damage later on.For instance, PSA produces different EP6DT engine outputs [140THP, 150THP, 156THP, 175THP, 200THP....] based on similar engine but for each output there is not just the difference in ECU program but the turbo system and other hardware are unique .

Btw, even a stock Pug 308 THP140 is capable of hitting 100km/hr in around 9 secs, 1000m standing in less than 30sec, top speed more than 200km/hr .... still not enough for a 1.6liter family hatch?

Think about it! Again and again.

Incredibly Powerful Peugeot 1.6-liter EP6-DTx Engine

Traditionally more displacement [engine capacity] means more power because it can burn more fuel during each revolution of the engine. Displacement can be increased by making the cylinders bigger or/and by adding more cylinders.

But 1.6-liter, 4-cylinder EP6-DTx Peugeot engine can pump out as much as 220hp and 280Nm of torque, i.e more powerful than most 2.4liter engines? Normally a modern 1.6liter fuel-injection twin-cam 16v VVT [or VTi, VTec, CPS, etc] engine can only develop around 120bhp with less than 160Nm of torque.

How did Peugeot achieve that?
1. By Increasing the compression ratio - Peugeot engines are using higher compression ratios to get more power.

2. Stuff more into each cylinder - More air is 'pumped' (and therefore fuel) into the cylinders hence more power developed (in the same way by increasing the size of the cylinder). High-Pressure Turbo [THP] chargers pressurize the incoming air to effectively cram more air into a cylinder.

3. Cool the incoming air - Apart from heat transfer from the exhaust gases via turbo rotor and housing, compressing air raises its temperature. Therefore there is a need for the intercooler. Peugeot intercooler is a special heat radiator through which the compressed air passes to cool it off effectively before it enters the cylinder.

4. Let air come in more easily - As a piston moves down in the intake stroke, air resistance can rob power from the engine. Air resistance is lessened dramatically by putting multi intake valves in each cylinder. Polished intake manifolds are used to eliminate air resistance there. Large air filters is also used to improve air flow.

5. Let exhaust exit more easily - Exhaust gas resistance is lessened by adding another exhaust valve to each cylinder. Peugeot also uses large exhaust manifolds and pipe - not large and noisy tail-pipe!

6. Make everything lighter - Lightweight parts help the engine perform better. Each time a piston changes direction it uses up energy to stop the travel in one direction and start it in another. The lighter the piston, the less energy it takes.

7. Special Injection - Peugeot Direct-Injection System allows very precise metering of fuel to each cylinder. This improves performance and fuel economy.

8. Twin-Scroll Turbo Charger - reduce or eliminate turbo lag. Maximum torque is available from below 2000rpm and remain constant throughout useful power band.

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Peugeot 308THP Engine

THE ENGINE
The CKD Peugeot 308THP is powered by EP6-DT 1.6liter Twin-Cam 16-valve Hi-Pressure Turbo Engine detuned to 140hp/240Nm.

THE TURBO

The turbo in 308THP is simply an air compressor used for forced-induction. Like a belt driven supercharger [kompressor], the purpose of the turbo is to increase the density of air [oxygen] before entering the engine [of course more fuel to be injected] hence creating more power output [torque and bhp]. The turbo is powered by a turbine driven by the engine's exhaust gases. In other words a turbocharger is basically an air pump. Hot exhaust gases leaving the engine after combustion are routed directly to the turbine wheel side of the turbocharger to make it rotate. That turbine wheel is connected by a shaft to a compressor wheel. As the turbine wheel spins faster and faster, it causes the compressor wheel to also spin quickly. The rotation of the compressor wheel pulls in ambient air and compresses it before pumping it into the engine's chambers.
THE TWIN-SCROLL TURBO
The turbo unit used on 308THP is Twin-Scroll type. There are two openings with valves for the exhaust gases to pass through. At low rpm's only one is opened, to increase the velocity of the minimal amount of exhaust gasses available. This helps to get the boost on quickly. At higher rpm's, the second opening opens. This reduces back pressure on the engine, and helps the top end. Twin scroll turbo actually helps the low-end response hence 308THP can be driven smoothly and economically at low to moderate engine speeds.

For more info on turbo click HERE

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