Corksport FMIC installed with review and pics
- Thread starter IDRVSLO
- Start date
elderlycoffee
Member
- :
- 2007 Sunlight Silver mazdaspeed 3
So can I use a HKS SSQ v2 BOV with this?
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- :
- SS MS3 GT
Anyone have more info on the piping that leads to the airfilter/intake there?
I dont want to have the cover there and would like to just modify that tube to allow me to put a cone filter on it.
Where is does the sensor plug into it? Cant really see it from the OP, but it appears to be a bit closer to the battery box than on the stock.
Laloosh/ driver.. still havent posted their opinions yet.. bueller?
I dont want to have the cover there and would like to just modify that tube to allow me to put a cone filter on it.
Where is does the sensor plug into it? Cant really see it from the OP, but it appears to be a bit closer to the battery box than on the stock.
Laloosh/ driver.. still havent posted their opinions yet.. bueller?
If you are talking about modifying the intake pipe at the elbow before the MAF housing for a cone filter somewhere on the left side of the engine bay, I don't see how you would get one (of reasonable size) above the valve cover.
You can see where the MAF is plugged in in the OP pics but here is another for you.
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samsel450r
Member
subscribed
A friend of mine and myself have noticed a problem with the BPV/BOV location in this setup. Corksport, chime in if you get a chance.
The BPV/BOV functions on differential pressure. This differential pressure is between the throttle plate. The CS FMIC adds the core and piping from the turbo to this differential pressure.
The BPV/BOV is held closed or patially closed by the small vaccume line coming from the other side of the throttle plate. as the throttle plate closes the differential pressure increases and there is less pressure on the top of the BPV/BOV holding it closed, therefore the pressure on the valve spring starts to force it open. The stock BPV opens very easily under these conditions and is in fact slightly open most of the time because the throttle is mostly below fully open.
The problem: Adding the turbo piping and core to this differential pressure means that the BPV/BOV will be open more (leaking if you will) of the time. Aftet market BPV/BOV's do work better as the passage of bypass air is not always a flat-faced valve seat ads in the Forge BPV case. With a Forge BPV for instance, this differential pressure has to be higher to bypass boost.
I'm just curious if anyone out there with this FMIC has noticed a big difference in boost levels going from the stock BPV to an aftermarket BPV without using the BCD included in the kit. I believe the BCD add-on creates the illusion that boost levels are not lowered by the FMIC, but in fact, they are, so the turbo is working harder to produce higher boost to make up for the lost boost through the BPV and the pressure drop through the core and piping.
The BPV/BOV functions on differential pressure. This differential pressure is between the throttle plate. The CS FMIC adds the core and piping from the turbo to this differential pressure.
The BPV/BOV is held closed or patially closed by the small vaccume line coming from the other side of the throttle plate. as the throttle plate closes the differential pressure increases and there is less pressure on the top of the BPV/BOV holding it closed, therefore the pressure on the valve spring starts to force it open. The stock BPV opens very easily under these conditions and is in fact slightly open most of the time because the throttle is mostly below fully open.
The problem: Adding the turbo piping and core to this differential pressure means that the BPV/BOV will be open more (leaking if you will) of the time. Aftet market BPV/BOV's do work better as the passage of bypass air is not always a flat-faced valve seat ads in the Forge BPV case. With a Forge BPV for instance, this differential pressure has to be higher to bypass boost.
I'm just curious if anyone out there with this FMIC has noticed a big difference in boost levels going from the stock BPV to an aftermarket BPV without using the BCD included in the kit. I believe the BCD add-on creates the illusion that boost levels are not lowered by the FMIC, but in fact, they are, so the turbo is working harder to produce higher boost to make up for the lost boost through the BPV and the pressure drop through the core and piping.
I know people say that TMIC is the way to go, and this is what I thought originally.... but lately, I've been popping the hood after even normal driving, and the factory TMIC is so hot, I really wanna upgrade. The people who have gone FMIC make is sound like there is more power increase (even at speed) than a TMIC upgrade. There is about a $300-500 difference.
I don't wanna turn this into TMIC vs FMIC, but I saw some comments on the other pages that made me think the people in this thread right now really know whats going on
I don't wanna turn this into TMIC vs FMIC, but I saw some comments on the other pages that made me think the people in this thread right now really know whats going on
Frankie3mps
Member
on the plus side corksport have fixed the maf housing issue, have standardized the recirc mode if you choose this option, and give you a choice now of stock, HKS or Greddy fitments for your pbv/bov when you go to buy the fmic from their site.... you can always choose stock for the bpv/bov setup and just get a direct bolt on like the GFB GT hybrid or something similar....
ThreeEdgedSword
Member
- :
- 07 Mazdaspeed 3 GT Cosmic Blue
Subscribed
Has no one read what I posted? This design is BAD.
"The BPV/BOV functions on differential pressure. This differential pressure is between the throttle plate. The CS FMIC adds the core and piping from the turbo to this differential pressure.
The BPV/BOV is held closed or patially closed by the small vaccume line coming from the other side of the throttle plate. as the throttle plate closes the differential pressure increases and there is less pressure on the top of the BPV/BOV holding it closed, therefore the pressure on the valve spring starts to force it open. The stock BPV opens very easily under these conditions and is in fact slightly open most of the time because the throttle is mostly below fully open.
The problem: Adding the turbo piping and core to this differential pressure means that the BPV/BOV will be open more (leaking if you will) of the time. Aftet market BPV/BOV's do work better as the passage of bypass air is not always a flat-faced valve seat ads in the Forge BPV case. With a Forge BPV for instance, this differential pressure has to be higher to bypass boost.
I believe the BCD add-on creates the illusion that boost levels are not lowered by the FMIC, but in fact, they are, so the turbo is working harder to produce higher boost to make up for the lost boost through the BPV and the pressure drop through the core and piping."
"The BPV/BOV functions on differential pressure. This differential pressure is between the throttle plate. The CS FMIC adds the core and piping from the turbo to this differential pressure.
The BPV/BOV is held closed or patially closed by the small vaccume line coming from the other side of the throttle plate. as the throttle plate closes the differential pressure increases and there is less pressure on the top of the BPV/BOV holding it closed, therefore the pressure on the valve spring starts to force it open. The stock BPV opens very easily under these conditions and is in fact slightly open most of the time because the throttle is mostly below fully open.
The problem: Adding the turbo piping and core to this differential pressure means that the BPV/BOV will be open more (leaking if you will) of the time. Aftet market BPV/BOV's do work better as the passage of bypass air is not always a flat-faced valve seat ads in the Forge BPV case. With a Forge BPV for instance, this differential pressure has to be higher to bypass boost.
I believe the BCD add-on creates the illusion that boost levels are not lowered by the FMIC, but in fact, they are, so the turbo is working harder to produce higher boost to make up for the lost boost through the BPV and the pressure drop through the core and piping."
Frankie3mps
Member
corksports input would be great right now...
Maxx Mazda
Contributor
- :
- Stock P5
That's why HKS's SSQV is the best BOV design out there. It's a pull type BOV instead of a "push" type like every other. Boost pressure actually seals it shut tighter.
ThreeEdgedSword
Member
- :
- 07 Mazdaspeed 3 GT Cosmic Blue
I'm holding off until I hear their response.
People don't share the same opinions, that should not be surprising. Maybe colorful pie charts or something more empirical would help??
For those that actually want to know what CS says send an E mail or make a phone call, or just keep asking for others opinions.
Speaking of the BOV/BPV functionality, Where is the new location of the Vacuum hose? There is also a breather hose that comes from the engine to the intake (comes in right after the MAF). A picture of the CS FMIC installed without the top cover and these hoses pointed out would help alot. Thanks!
I just reread speedy 3. nice articulated opinion. And Maestro, even I like to talk things out with us folks along with vendors and manufacturers. Just chatty I suppose. They probably have moved the recirc fitting and maybe welded it in after the plating or polishing process
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