Early Model 1999 7.3L Ford PSD Wastegate Controller
This short shaft TurboMaster unit is for Early model 1999 Ford Powerstroke with build date 1/98 through 11/98
IN STOCK AND READY TO SHIP!
NEW CNC MACHINED BILLET ALUMINUM COMPONENTS - NO MORE CAST ALUMINUM!
Short Shaft for Early 1999 models
It is no secret that the factory boost control system on the '99-'03 7.3L is a poor design. The factory control is a spring-loaded canister. The PCM sends a small amount of boost to the canister to overide spring pressure and allow the wastegate to open. The downside is the wastegate opens and closes often prior to "set point" simply because of it's design. Aftermarket "actuators" simply are higher tensioned springs. You could accomplish this simple task by shortening the wastegate rod. It delays the "set point", but doesn't overcome the issue of the wastegate's lack of staying shut until desired. The Turbo-Master waste gate controller is created as a direct, bolt on replacement for the factory spring loaded canister. In combination with the factory waste gate valve, the Turbo-Master forms a fully adjustable, turbine inlet-pressure (drive pressure) relief system. With the Turbo-Master, turbine inlet pressure is retained up to the preset point of bypass. This results in turbocharger performance that is increased across the design operational range. Even on an otherwise stock 7.3L, engine performance is increased by virtue of the resultant steady boost pressure.
The Turbo master is finally a control that makes the wastegate function as one should. There is a link to full color installation instructions at the bottom of this page.
Above is a closeup of the Turbo Master actuator connected to the wastegate lever.
Make sure the drive pin in the TM actuator is properly positioned as shown.
A few words from the designer/ Patent holder:
The boost pressure controller used in many applications of Ford and Dodge, use a canister, which features a spring that applies a closing force on the turbocharger waste gate valve.
Included in the canister is a boost pressure-sensing diaphragm that applies a force, which counters that of the spring.
As boost pressure rises, an ever-increasing counter-force is affected against the spring, lessening the force applied to the waste gate valve, causing it to allow bypassing of turbine inlet pressure (drive pressure) to limit shaft speed and consequent boost pressure output.
The major drawback with this type control is that it begins to bleed-off turbine inlet pressure well in advance of the desired, boost pressure limit. In the typical application, the closing force on the waste gate is relaxed sufficiently to allow this bypassing at boost pressure outputs, which are approximately 1/2 of the target. In other words, set to 20 this starts to open at 10.
This 'wasting' of turbine inlet pressure, which occurs in the upper half of the boost pressure output curve, results in a relatively lazy turbocharger performance that affects the mid to upper range engine performance.
The Turbo-Master mechanical waste gate controller is designed to function as a 'turbine-inlet pressure' relief-valve mechanism. It will keep the waste gate valve closed, retaining turbine inlet pressure up to the predetermined, pressure bypass point. When turbine inlet pressure reaches that preset point, the waste gate valve is forced off its seat to allow bypassing of any excess turbine inlet pressure, thereby controlling shaft speed and boost output pressure.
The reason for the longer lever? The Turbo-Master design features a waste gate lever that is longer than the stock unit. This helps to overcome the friction inherent to the waste gate shaft / bushing, resulting in a smooth, predictable waste gate function.
The advantage of retaining all turbine inlet pressure up to the point of bypass is a full utilization of all available turbine inlet pressure. The turbocharger will provide a more efficient boost pressure output curve, with better engine performance in the upper half of that curve.
First I need to say its a pleasure to find a product that performs better than advertised.
The elegant engineering and simplicity of the
Turbo-Master Drive pressure linkage is a testament to the thorough research behind this product.
Install is straight forward and easy although many may find the removal and install of the little C-clip a challenge. It took me about 30 minutes to remove said clip and maybe 30 seconds to install a new one. Adjusting boost pressure is very easy and requires only a 1/4" drive ratchet with a 1/2" deep well socket.
We took the 02 F350 out for a test run and WOW! Moderate pressure on the go-peddle resulted in instantaneous 30 psi boost and a check engine light......
1 1/2 turns of the adjustment nut and round two. This time pressure jumped (and I mean in the blink-of-an-eye) to 25 psi and remained there thru the next 3 gears. Another pit stop for shift & firmness adjustment with the Xcal2 9415 and we were grinning big time. The F350 pulls hard and smooth and the engine tone hardly changed from one gear to the next till I let off at about 110 mph...
Boost pressure is rock solid at set-point. During boost climb, pressure increases steadily and predictably. Once at set-point, no surging, wonder, spiking, or drift is shown. At no time did we feel or otherwise notice the TM regulating the waste gate.
Opinions vary wildly about performance gadgets and their effect. The Turbo Master Drive Pressure kit is no exception. I can and will recommend the TM to anyone looking to improve the fun factor of there 7.3. This overly simple looking device does exactly what one would hope a power adder would do!- Wekiwa (Thedieselstop member)
Hello there Sheryl & Bob, An update regarding the Turbo Master. This little dude is SENSITIVE when adjusting. Its now rock solid at 25.0 psi. I really enjoy this thing! I remain puzzled at how fast the waste gate jumps open to limit boost when I swear its going to overshoot.
I like the idea of being able to adjust it in seconds.
Posted by Bob Riley on a truck forum: The Turbomaster is a drive pressure relief valve. The difference is that a drive pressure relief does not open AT ALL until the precise moment the drive pressure hits a set amount, and then ONLY opens the amount needed to maintain that set amount. it is by far a more precise and perfect boost control device.
It is not advertised as such, but I have had many customers claim it cured their surge. The theory as to why this will is valid. The reason a turbo surges is there is not enough drive pressure at a low rpm situation and always at mid range throttle positions. Because that small amount of bleeding of drive pressure that the canister actuators are letting go are the critical times that you need the drive pressure the most.
To answer those questions about why you would want this? You can still limit boost to 25
psi if your worried about hurting anything, but the design translates into maximum mid range power. it's not all about
WOT as some seem to think, IE: as in a way to increase boost. What you need to remember is that if you increase boost at say 1/2 throttle, but limit full throttle boost, you can have the best of both worlds. This can be done no other way. A canister style cannot do it, and wire tying the wastegate shut can't do it either.
I noticed your question about why it isn't in everyone's signature. It's funny you ask that. When the TM came to us, my comment was "Damn, if I had this to offer back in 1999, I'd have sold hundreds of thousands!"
By the time I got this, there were so many of the
PSD modders out there running Van turbo housings, H2Es, HX50s, and many other combinations of non-wastgated turbos. Also, Banks had a huge name as the ONLY upgraded controller on the market with thousands of dealers pushing it's merits (Banks allowed online sales by dealers until 1 year ago). Basically, The TM had a huge hurdle to jump.
With that said, if you run a stock or Garrett
BB turbo and still run a stock controller, I promise you won't even believe the difference.
And for those that think it's bunk or there's no need for it, I know you have never tried one. There are good ideas that work for many, there are ideas that may work for some, and then there's this..........it's a mechanical fix........it works 100% of the time for 100% of the applications it's designed for.
Dieselsite is the proud exclusive distributor of the Turbo Master for the Ford Powerstroke and Dodge Cummins.
Additional InformationFULL COLOR INSTRUCTIONS FOR TURBO-MASTER 7.3L FORD UNITS