Manual Boost Controller - The GFB Atomic Boost Controllers (aka Bleed Valve, Boost Tap, Boost Tee) are a simple but ingenious design, a must
have for any one wanting **More Power, Earlier and Longer!**
All turbocharged vehicles utilize some form of factory boost control, most of which display a tendency to be conservative in allowing the boost to build up, and then taper away noticeably toward redline.
A GFB Manual Boost Controller however, not only allows quick and easy boost level adjustment, but it can also reduce the boost threshold (the RPM at which boost starts to rise) and maintain a rock-steady upper limit.
Another proven bonus of the GFB Atomic is it CAN'T & WON'T Boost Spike as it's NOT a old fashion "Ball & Spring" unit like everyone else still manufacturer. GFB use a "Tapered Brass Needle" this feature is the reason why we sell them to Dyno Tuners around the country regularly, they know whats good and whats not.
The info below is well worth a read:
The GFB Atomic will NEVER cause boost spike on your car!!! this is due to the fact they are NOT the run of the mill "Ball & Spring"
design that every other manufacturer makes.
Ball & Springs boost taps are the common style tap/bleed valve you'll find on the market, unfortunately they have been the reason behind many blown engines & shattered turbos for the simply reason that 99.% of them allow boost spike to occur.
HOW a BALL & SPRING Boost Tap works: These manual boost controllers still use a bleed, but the most common technique is to place a steel ball behind the restrictor hole, held shut by a spring. The main problem with this technique is that since the restrictor hole is so critical to boost, placing a free-floating ball behind it adversely affects its performance. Because the ball is free-floating, it can act like a pea in a referee’s whistle, fluttering around in the restrictor hole. This then causes boost fluctuations, and (if the spring is set incorrectly) boost spikes & BANG!!!
This will NEVER happen with the GFB Atomic as GFB use a "Tapered Brass Needle" which allows an accurate and consistant level of boost to be maintained.
HOW a BLEED TYPE BOOST TAP works: GFB manual boost controllers are all bleed-style, which uses a restrictor (a small precision hole in the pressure inlet nipple) and a taper needle adjustment. The restrictor plays a very important role, which must not be underestimated. Basically, without the restrictor, the adjustment needle would not be able to bleed off enough air to lower the pressure reaching the wastegate actuator. The turbo is pumping more than enough air to overcome such a small bleed. By placing a restrictor in the flow path, with the bleed on the other side, the air cannot pass fast enough to overcome the bleed, therefore the pressure will drop at the actuator and boost will rise. This explains why if you install the controller backwards, you will not be able to raise the boost.
The diameter of the restrictor hole is very critical, and the wrong size can affect spool-up, or cause boost spikes. GFB has spent a lot of time and development ensuring the restrictor is optimum, and the RESULTS SHOW.
**If your ADDRESS is RURAL please Add to Cart 1x Rural Delivery Fee to your order - This can be found at the bottom of the Drop Down Menu - 1 Fee covers Multiple Purchases**
Want to increase or decrease the boost on your variable vane (i.e. VNT/ VGT) turbo diesel?
Is the factory boost curve erratic and all over the place?
Blown an engine with the factory boost control system?
Then the V2 is for you!
It’s common knowledge that some engines with vacuum operated ECU controlled VNT/VGT turbos suffer erratic boost behavior, to the point where turbo or engine failures can occur, even on completely stock vehicles. The V2 takes over from the factory ECU control and ensures a stable and repeatable boost curve, which your engine will thank you for!
Cleverly packaged within a black anodized CNC-machined 6061 aluminum housing are two individual adjustment dials, each having a separate and unique adjustment function.
This first dial sets the boost pressure, whilst the other is used to adjust the boost rise rate, i.e. how fast the turbo spools, meaning you can tune your boost to suit any driving conditions.
Any form of boost control should be considered a tuning tool rather than a bolt-on power adder, and therefore adjustments should be done with a boost gauge, appropriate fueling, and knowledge of the limits of the engine/turbo to maximize the performance gains and reliability from using this product.