So how exactly are these parts compromised by the turbo??? Is it to much pressure or to much torque?? Someone please explain... I thought it was a heat issue with the CVT?Mr.Coupe wrote: The problem with the CVT is the damn pressure control silenoid and torque converter.
Ricky C.
I ran 7psi for a few months... i'd say about 6. I would really push my car hard at times when I had the chance and open road with no cops around. A transmission cooler is a must when boosting a CVT other than that there isn't much that can be done to ensure it wont blow just low boost and having a light foot.DReed86 wrote: I saw u ran your CVT at 7psi's how long were you driving your car at that psi's for?? Did you really push your car of just drive it normally? Ricky is there anything that you would recomend I get for the CVT to ensure I dont blow???
Even though a transmission cooler is added the pressure control silenoid is made with a cheap plastic housing which in consequence still causes problems to it at ANY heat raise. Everything about the CVT transmission is a problem, to much boost can give the transmission to much torque causing the torque converter to take a S**T. Tim had a friend who is a transmission guru and master fab up a OEM pressure control silenoid to withstand 30% more HP and with an aluminum housing not the plastic one it comes with and still after it was installed he drove it and the problem began again after a few miles test drive. After diagnostics he found out the torque converter went bad through the test drive. I asked what can be done to have NO problems with the CVT at 7 psi and he said after a new torque converter and the new pressure sontrol silenoid installed on the cvt he could guarantee problems within a year or two WITH A LIGHT FOOT. Which is why I didn't hesitate and told him to do a transmission swap. Hope it helps bruh and if you have any questions you can PM meDReed86 wrote:So how exactly are these parts compromised by the turbo??? Is it to much pressure or to much torque?? Someone please explain... I thought it was a heat issue with the CVT?Mr.Coupe wrote: The problem with the CVT is the damn pressure control silenoid and torque converter.
Ricky C.
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Thanks for the explination Ricky and 707.707cali wrote:to the op
Boost is controlled via the wastegate. Search wastegate on wiki for full info but this is basically what it says....
Exhaust is channeled through turbo manifold into the exhaust housing of the turbo which spins the hotside turbine which spins the cold side turbine (compressor) and forces air into the piping/intercooler. The way a wastegate works is inside the wastegate there is a spring that is set at a certain psi, 5, 7, 9, 15, 20 etc etc etc. What happens is when the wategate reaches the set spring pressure (say 5psi) via the vacuum line attached to it it forces the wastegate open. The wastegate is placed in the turbo manifold before the actual hotside part of the turbo. So basically the wategate bleeds of exhaust pressure/gasses so that it does not reach the hotside turbine and force more air into the motor. There are boost controllers that can hide pressure from the wastegate and you can raise boost accordingly by essentially closing the boost controller (manual boost controller) Or if it is an electronic boost controller there is an electronic solenoid that closes/opens according to what you tell it to do (target psi).
There is more factors that play into it but that is basically how and why a turbo works
DReed86 wrote: 707 do you have a turbo?
So after researching the pressure control silenoid that looks close to impossible to replace without some major work.... So lets just hope with the EVC I can control my foot and not destory my car.Mr.Coupe wrote:The problem with the CVT is the damn pressure control silenoid and torque converter.
Ricky C.
