On the rear of the solenoid where my elbows are is that the dual exhaust you mentioned? I thought I ordered the other mufflers saxyman used but they sent me these venturi vacuum lookn things. I guess they will work though. All my hardware is installed so I dont lose it. I also ordered plugs to cap off 10/32 ports. The 2 end ports are 1/8npt. 3/16 barbs fit the same size vacuum line just fine

 

Supply pressure can be connected to either or both ends of the stack. Due
to the fact that the supply pressure port on all “M” valve bodies is tapped on both
sides, the pressure manifold can be plugged at any point within the stack. This
allows you to supply the stack with two different pressures or media, one from
each end.

 

Just remember one of the Turbo Controls runs of Boost pressure not vacuum so you must blank manifold for that one and one vacuum control (Charge Relief) is normally open vs normally closed

I think Rob used the SM-10 exhaust, but either should work.

The duel exhust i was talking about refered to the one normal exhaust out top and 2nd one on back face (open port below your straight nipples). FYi yout straight nipples are on the Normal open ports and your elbows on the Normal Closed ports; you will be blanking one or the other on each. I would assume that the lowere exhust is a bleed off set to the spring pressure (spec sheet gives standard spring min. presssure of 40 psi)

I see you used No 3 Orifice (3/32 in giving a Cv of 0.156; I do believe this is about the flow rate used on the wastegate controllers

 

Yea i just got done makn my diagram. My CCA and TC vacuum can go together. Use a plug. Next one TC pressure. Plug then the CRV. Its cool because you can eliminate a couple hoses and split them internally. Who was selling the viton check valves? I had some but lost them. I contacted oscar@ prime resource for some different hardware. My only thing with the p08 mufflers is that there sort of ugly.

 

Looks like great progress. When you get all finished, are you going to post up a complete "how to"? That would cap off (pun intended) this thread wonderfully. I have the orignal saxyman version, but you never know when something might go wrong.

 

You could gang the three vacuums CCA, TCv and CRV with common vacuum (just reverse CRV as an NO) then plug and then TCp at end with pressure feed in other end. Even less hoses. The P08's look a little fragile for engine bay, look like fish tank filters, haha!

 

Since you have the orginal if one fails just buy a replacement 103SM-G-2 (or 3)-V-12VDC that Rob used in the TCp and CRV positions and 103M-G-2 (or 3)-V-12VDC in the CCA and TCv postions; plumb per orginal photos and diagrams.

 

The 4 ways are awesome. I used a 3/8-24 pitch allen screw with red threadlock to seal the port between tcp and tcv. I was too anxious to wait for my distributor to get me the 1/8npt port plug. With this setup you eliminate 3 vacuum lines. It is beautiful I know. I plugged all of the front ports on the solenoids. When the 4 ways are off the top (muffler) and the rear (wires) ports flow together. When energized the top is blocked off and the vacuum source flows through the rear port. I want to make another set for the rest of the solenoids and maybe mount it on the firewall. And please be careful with the 10/32 hardware. I snapped one and had to back the threads out with a small screwdriver.

 

Great job man! Now you got me wondering if I should get the 3 ways or the 4 ways.

 

I would use 4 ways because it eliminates a few more vacuum lines. Cleaner!!

 

I forgot to post this picture of the front ports all plugged. These ports flow with the 1/8 npt ports on the sides. They always flow together regardless of solenoid switching. No need to run a line to each one as with the 3 ways so they are plugged.

 

You can also use 3-way manifolded for 2 of the 4 and a 3-way SM non manifolded for Pressure and still gang them all together

 

The way you plumbed the CRV you will need to fit an exhaust fitting on back side, otherwise when value is closed control line to actuator is not vented.

 

on the stock diagram its not vented to atomsphere? it opens to the charge control actuator. You think it would adversely effect the charge relief valve to not vent instead of venting to a another closed line? I was thinking it was a redundant line in stock form. maybe im wrong

 

I'm still catching up on all the plumbing, but I'm not sure if you have accounted for the fact that when the line to the crv is not in vacuum mode (open) it must be in pressure mode (pressure sourced from the line coming from the secondary side of the cca, not from the pressure tank). When closed the crv will not hold unless pressure is running to the valve. (It looked like you just had that open instead of pressure but I may be wrong).
Same for the cca, vacuum (from vacuum tank) when on primary, pressure (direct from turbos, not pressure tank) after transition.

 

Yes you guys are right I totally missed the split out to the y pipe. Without that I thought it was just a vent line. Thats why I didnt run the line from crv to cc either. whoops. I am going to redo everything tonight and post in the morning. thanks for the help

 

Here is the final version. Pictures are self explanatory. Went through the diagrams a hundred times so this is the correct plumbing if you have 4 104mg solenoids. Cant believe how off I was the first time. haha.

 

Now (just for grins, I know it isn't stock), I've always wondered if the TCA would work faster/more efficiently if instead of being vented, it had the opposite (e.g., pressure to vacuum, vacuum to pressure) applied to help move it from "secondary on" back to "secondary off" as opposed to just the internal spring mechanism. Thoughts?

 

Is anybody else ordering some solenoids and posting their setup? I ordered some weatherpack connectors from pcsconnectors.com. I went with 2, 4 pin connectors and ill put one opposite so its easy to plug in with no mistakes. Also some 1200 degree braided sleeving. Do you guys think that 100$ crimping tool is neccesary?

 

Have you tested this system on a car yet?

 

We should have the car running in the next 2 weeks for testing.

Its the same solenoids rob bailey used. He got fabco air solenoids and I contacted them and found a distributor to sell them. I used the 104 solenoids but you should use the 103's like everyone else. Be sure to ask for the viton and molded coil option. There's also a Hi temp option.

These are the original part numbers according to julian: 103SM-G-2 (or 3)-V-12VDC that Rob used in the TCp and CRV positions and 103M-G-2 (or 3)-V-12VDC in the CCA and TCv postions; plumb per orginal photos and diagrams.

Buttttttttt If you feel like paying a huge markup, be my guest: http://www.lightningdynamics.com/powerdivision

 

Need some confirmation...

Can I replace just one stock solenoid with one of these? Or do I need to replace the whole set?

Thanks.

 

Look in the beginning of the thread. The main reason we do this is for the 4 turbo control solenoids. Turbo control pressure, Turbo control vacuum, Charge control, Charge relief. Mount it behind the abs unit on lhd cars and tuck the airbag connector under the fender. On a car I just did I only had 3 more solenoids left under the manifold for egr and 2 for acv. I dont think you would want to put these under the manifold. You can get the viton internals and hi temp options on the solenoids but there is no guarantee how long theyll last under there.
If you do the 4 turbo controls and add the 3 more I left under the manifold you could just put 7 in a stack by the fender and have nothing under the manifold.

 

I believe I have an issue with Charge Control. The other solenoids are new and I don't fee like re-routing the whole system and potentially screwing up something else while doing so. I'd like to experiment with changing one or both charge control solenoids.

So...

Can I replace just one stock solenoid with one of these? Or do I need to replace the whole set?

Thanks.

 

Its custom you can do whatever you want. where are you planning on mounting it? I would not recommend under the manifold.