best boost gauge for superchaged corvette

An open valve will bypass most but not all of the boost at WOT (wide open throttle). The bypass valve is “open” during vacuum and closes under boost. The cure for this problem is to re-route lines as per instructions. The boost gauge line must be connected to the discharge (boost) manifold fitting. The cure for this problem is to replace the pinched or severed line.

Obviously a pinched or severed boost line will also not register boost accurately, or at all.

The cure for this problem is to replace the defective lines and fittings. The gauge is not reading leaks, but instead, only the nominal manifold vacuum of a big air pump. NOTE: Never assume an engine does not have a vacuum leak because the gauge reads “good”, “high”, or “plenty” of vacuum. Any leak will “bleed off” boost and give a lower, inaccurate reading. An accurate boost reading requires all the air to reach the gauge so you need to diagnose a problem with a vacuum/boost line leak first. The cure for this problem is to replace the gauge.Ĭheck ALL lines, fittings, and connectors that connect to the gauge, including line “T”s that are connected to the bypass valve, regulators, etc. We’ve seen boost gauges vary by as much as 2-3psi. The following list will help you to understand and analyze boost problems: Defective Gauges:įirst, compare your boost gauge with a gauge of known accuracy. Test and replace the gauge or repair the line or fitting leaks FIRST. That may tell us the supercharger kit is performing but the gauge is not. Occasionally a customer will tell us “The car feels incredible, but the boost is low”. Instead, low boost is typically caused by non-stock cams, altered cam timing, headers, cat back exhaust, belt slippage, incorrect pulley size, inlet restrictions, kit modifications, increased engine displacement and/or efficiency, underdrive crank pulleys, defective gauges, leaky boost/vacuum links and fittings, weak tensioner, belt manufacturer (belts that stretch too much), etc. When a low boost condition exists we can almost always rule out the supercharger itself as the problem. They don’t vary so a “low” or “high” condition can never be attributed to the supercharger. Our superchargers are high precision air pumps that are incredibly consistent in performance. External Spring Supercharger Bypass Valveīoost is our business.Bigun Inlet Manifold & Throttle Body 3800 CFM.Mustang 2V, 3V, & Cobra Mammoth Dual 75MM-1880 CFM.Checking other points during the run had the same reading every time. Found that the baro reading just before I started the run was the same as it was at 125mph at the 1/4 mile mark. With the baro breakout, and having the second MAP mounted in open air to the wiring harness on the engine, I checked a log from the dragstrip. Yes, saying they would change, but they shouldn't be doing so. On your centrifugal supercharger, do you have a baro breakout kit? I bought one because with the MAF sensor mounted inside the intercooler, the baro readings were messed up. Then the TMAP is giving manifold pressure, so subtracting the MAF's baro reading from that. With the PD blower, he's probably getting baro from the stock MAF that is before the throttle body. On my car the ambient pressure will change by 1lb or more just by the car moving (air pressure building at the front of the car) if you log it. If you want something accurate, you will need either a mechanical gauge or use a gauge with a sensor. If you want a gauge just so you have something to watch go up and down, and show relative pressure, it will suffice. It is reading the MAP, then subtracting Ambient Pressure from it to give you the remainder of what is left over. Understand that by reading boost thru the OBD port will be a 'theoretical' boost reading.

Best boost gauge for superchaged corvette