The pressure of the exhaust turbocharger is directly related to the exhaust gas flow to the exhaust turbocharger turbine and the resulting exhaust turbocharger speed. Both the speed and mass of the exhaust gas flow are directly dependent on the engine speed and the engine load.

The continuously operated engine vacuum pump generates a vacuum and stores it in two vacuum accumulators, which ensures that these vacuum control components do not adversely affect the brake assist function. The exhaust gas bypass flow can affect the flow rate of the exhaust gas delivered to the turbine. When the required supercharging pressure is reached, the exhaust gas bypass valve opens and passes a portion of the exhaust gas stream through the turbine. This prevents the compressor speed from being continuously increased by increasing the exhaust gas flow.

The engine management system regulates the boost pressure through the exhaust gas bypass valve. The exhaust gas bypass valve is operated by a vacuum tank and is controlled by an engine management system via an electronic pneumatic pressure transducer (EP-DW).

ECMOVO produces a wide variety of turbo electric actuators that applies for most car makes and models. In addition ECMOVO turbo actuators are all  customized made totally according to customer’s particular demands.

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We’re not going to complain that cost cutting and parts sharing with four-cylinder engines brought about the return of the inline-six. Instead, we’ll bask in the glory of silky-smooth revs and perfectly balanced combustion. In the S-Class, this new 3.0-liter engine makes 408 horsepower and over 368 pound-feet of torque. That’s a significant step up from the already hearty 333 horsepower and 354 pound-feet of torque developed by the current V6. In AMG guise, the engine is expected to make about 430 horsepower.

Look for two turbochargers — one exhaust-powered and one electric — as well as a mild-hybrid 48-volt system. These new engines will kick of an AMG 53 range, presumably replacing the V6 in cars like the Mercedes-AMG C43 and E43. The first model with the M256 will be the all-new CLS-Class. Rumors suggest that the AMG variants of the E-Class coupe and cabriolet will drop the V8 altogether in favor of the inline-six. Don’t worry, the beloved E63 sedan and wagon aren’t going anywhere.

Everything with the 53 moniker will pack the new inline-six, supplementing the 4.0-liter twin-turbo V8 in all the 63 models. Since the U.S.-market S-Class is getting the V6, the new CLS-Class is likely to be the first American model with the new engine.

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Replace your turbo vehicle’s exhaust downpipe with a smaller-diameter unit. A downpipe with a smaller inner diameter offers less airflow, slightly reducing top-end horsepower. However, the smaller pipe diameter increases the speed of exhaust flow, thus allowing your turbocharger to spool faster, increasing response and low-end power.

Replace your stock blow-off valve with an aftermarket unit. Stock blow-off valves are often made of flimsy plastic, designed with noise reduction in mind. Aftermarket units are more responsive, allowing your turbo to pressurize the intake tract more efficiently.

Purchase a new intercooler kit for your turbo vehicle. The intercooler system is what most thoroughly affects turbo response. Certain aftermarket units are designed with the shortest piping route and least amount of pressure drop in mind, making for quicker turbo response.

Warning: Engine and exhaust modifications are illegal in some locations. Always check with local and state emissions laws prior to modifying your turbo system.

ECMOVO Ltd is an emerging automotive electronic turbo parts supplier. We aim at everything in turbocharger repair & re-manufacture that related to electronic control modules. The company combines engineering expertise with in-depth knowledge of the automotive industry to provide an affordable and reliable alternative to buying new electronic turbo parts. ECMOVO Ltd is committed to become a reliable business partner of all the car repair shops and factories.

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In simple terms, a turbocharger is a miniature compressor. An engine’s spent exhaust gases enter the turbo, which spins one side of a turbine. The other side of the turbine force-feeds the engine with air, so that more oxygen can be burnt with the fuel. The result allows the engine to develop higher efficiency and significantly more power. Yet, a turbocharger’s turbine rotates many thousands of times more than that of the engine itself. Several months ago, during a visit to a respected car tuning business, I discovered a turbocharger rig, which also serves as an efficient workshop heater, which demonstrates the extremes of both speed and temperature that a turbocharger tolerates. The start of the video shows the turbine being rotated by compressed air alone, prior to it being powered by paraffin, and yes, the noise really was deafening…

It was most dramatic but, to protect your turbocharger against premature failure, follow these simple driving tips:

1. When starting your car from cold, do not race the engine immediately from idle. Allow between 5-10 seconds for the engine oil to reach the turbocharger.
2. Never operate the engine under full power until the engine oil has warmed thoroughly. When the lubricant is cold, it remains thick and gloopy and cannot lubricate the turbocharger effectively, until warmed and thinned.
3. Old and tired oil cannot protect the turbocharger adequately. Therefore, do not extend the oil change interval beyond that recommended by the vehicle manufacturer.
4. Low-grade oil cannot protect the turbocharger adequately. Therefore, always use oil of not only the correct viscosity but also to the correct quality API specification (the details are noted within the vehicle handbook and also on the sides of canisters).
5. A turbocharger works its hardest during sustained high speeds. After a long motorway drive, it is possible that a turbocharger might be glowing orangey-red hot. Shutting the engine off immediately after a long run, such as when stopping at a motorway service station, might cause severe damage, because the internal turbine will not have slowed down sufficiently, plus the extreme heat generated may not been given sufficient opportunity to dissipate. Always allow the engine to idle for at least 30 seconds, prior to switching off the ignition. If your car is equipped with ‘stop-start’ technology, disable it in this instance, should it be switchable.
6. Never ‘blip’ the throttle, prior to switching off the ignition. This makes the turbocharger’s turbines accelerate but, when the ignition is cut, you starve the still-rotating turbine of lubricant. This can damage the bearings and increases the risk of premature failure substantially.

ECMOVO Ltd is a manufacture founded by highly skilled and experienced automotive turbo engineers, which develops and produces high quality electronic turbo actuators and provide professional customized actuator solutions for turbocharger re-builders & re-manufacturers. At ECMOVO, customers are our highest priority, and the unwavering commitment we have toward them is evident in our customer testimonials. What truly sets us apart isn’t just the excellent products quality, but the combination of a responsive customer service and highly competitive, market driving prices.

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