I know what I'm talking about. And there are guys running them and there are kits for them. And if a bov releases pressure why wouldn't it stop the surge?

 

A BOV is used on the intake side. It's purpose is to stop "turbo bark" (spinning backwards) when you let of the go pedal quickly. A waste gate is used on the exhaust side.
Adding a bypass valve (wastegate) that allows some of the exhaust gas to bypass the turbine is the more common means of achieving better boost pressure control with fixed geometry turbines. In most applications, this allows a smaller size or smaller A/R ratio fixed geometry turbine that is able to provide more power to the compressor at lower exhaust flows to be used for a given application, Figure 1 [Holset 2008]. Transient response is also improved significantly because of the improved low flow efficiency as well as the lower rotational inertia of the turbocharger.

 

The reason a BOF works on a gas engine is because a gas engine uses a throttle plate to control the incoming air to control engine speed.

A diesel has no throttle plate. it uses the fuel supply only to control engine speed.

Richard

 

Gas engines need to use both a wastegate and a BOV.

Remember, a lot of turbo gassers cannot handle 40+psi of boost like diesels do, so letting the turbo just do it's thing is not an option.. They would be splitting blocks and throwing rods left and right. They need the wastegates to limit exhaust driving the turbine in order to limit boost pressures along with the amount of power they are producing.

The BOV is just to prevent boost pressure from going backwards, back through the compressor housing and suddenly trying to stop the compressor wheel when the throttle blade slams shut. We do not have throttle blades and don't really need to worry too much about that, but if RPMs drop from high to extremely low, under high load, and it does it fast enough, we can cause the same thing to happen. So a BOV can still help in some applications, but the OPs situation is not one of them.

OP, you need a WASTEGATE to keep that turbo alive at that level. No ands, ifs, or buts about it. If you're so confident a BOV will do the job, go ahead and make it happen. By all means, don't listen to any of us who have been there and done it. I'm not normally one to make posts like this, but you've been given the answer to your question several times and your still arguing it. If you don't think a wastegate is correct, go get your S366, put a BOV on it, and make 550hp with it. Just don't complain when it blows up.

 

I'm not trying to argue I just don't want to spend more than I need. After consideration I'm now looking at the s468 or s471, I'm leaning more towards the 71 just because I might in a few years upgrade again and push some more hp out of it after new rods and all the goods to go along with them. And I know I'm sacrificing the fact that it doesn't spool as fast but in just not Sure what To do right now.

 

FYI, the S468 FMW flows more air than the S471. Get the S468.. spools faster and will make more power.

 

The 468 is $3100 and the 471 is $2825 is it worth the $375 and just go with the 468 or go with the 471 and take a hit on it spooling 2-300 Rpms slower?

 

I'm assuming those prices are for the turbo and mounting kit together.

IMO, yes the S468 is worth the extra coin. For a street truck the drivability is better, wider power band, and should make a bit more power.

 

Yes that is the kit including ic pipes and 3" plenums

 

Obviously you don't when it comes to diesel applications.

 

Well unfortunately this project has come to a halt, at least for a while. I went out yesterday and bought a brand new 2013 for fusion, 2.0 Eco boost!