Turbosmart e boost controller instructions

Note: Unused wires must be insulated with electrical tape so that they do not touch other wires or the chassis

RPM signal connection is ONLY for Tacho mode, RPM set point mapping, Boost correction, shift light function and other advanced

features. Turbosmart recommends your RPM signal be connected by an appropriately qualified technician or automotive electrician. For

further information consult your vehicle’s manuals or your local automotive electrician. The E -Boost Street is ONLY able to accept an

Check the output you are splicing into is a square wave that is switching between switching between 0V and 3.5-12 volts with an

Turn on the E-Boost Street and configure your signal to the number of cylinders or rotors your engine has using the CYL (cylinder)

In live mode with your engine running press mode once to show live RPM. The display should be reading RPMx100 e.g. 015 on

the display indicates 1500 RPM. If the display is not reading correctly re-check the cylinder configuration in the setup menu.

Note: If the OEM tachometer does not display RPM after installing the E-Boost Street, a 2 ohm or higher resistor needs to

The following points should be followed to connect your RPM signal to the negative terminal of an ignition coil. NOTE: Caution should

be exercised when connecting to the negative terminal of an ignition coil and Turbosmart recommends an ECU connection where

possible. IMPORTANT! The RPM signal should not be connected to a coil of a capacitive discharge ignition (CDI) system.

Check the signal from the negative terminal is a square wave that is switching between switching between 0V and 3.5-12 volts with

an appropriate meter. If the voltage is below 3.5V (coil trigger signals tend to have a very low voltage) the e-Boost will not read a

signal. In this case, a signal amplifier (also known as a tach adapter) must be used to boost the signal.

Connect the RPM signal wire from the E-Boost Street to the negative terminal of an ignition coil or tach adapter (which ever

Turn on the E-Boost Street and configure your signal to the number of cylinders or rotors your engine has using the CYL (cylinder)

In live mode with your engine running press mode once to show live RPM. The display should be reading RPMx100 e.g. 015 on

the display indicates 1500 RPM. If the display is not reading correctly re-check the cylinder configuration in the setup menu.

The E-Boost Street requires a vacuum/pressure signal from the intake manifold to function. A combination of poly tube and silicone

hose is used to connect the E-boost Street to a adequate vacuum/pressure signal. Route the poly tube from the E-boost Street

head unit through the fire wall approximately 100mm (4”) only as the poly tube is not rated to the high t emperatures of the engine

Use the connecting barb to join the poly tube to the 3mm ID silicon hose at the firewall/bulkhead. Ensure the poly tube is pressed

Route the silicon hose through the engine bay and connect it to a pressure/vacuum signal from the inlet manifold. Use the supplied

The E-Boost Street head unit is capable of controlling two solenoids. The use of twin solenoids is not necessary but is

recommended in twin turbo setups on V configuration engines as this reduces the length of hose required for plumbing which aids

The solenoid must be connected to a pressure only source which must be located before the intercooler, ideally off the compressor

cover of the turbocharger. The air temperature before the intercooler is less affected by ambient conditions which will give you

WARNING! Changing to different connection method can cause a higher than expected increase in boost pressure. Turbosmart

recommends adjusting your boost controller back to its minimum setting and measuring the new minimum boost pressure achieved by

Note: If your vehicle is fitted with a factory boost control solenoid, the hoses that run from the pressure source and to the

wastegate actuator must be disconnected. Leave the solenoid plugged into the wiring loom so that the ECU is not affected.

Failure to disable the factory boost control solenoid and hoses will result in erratic or fluctuating boost pressures which could

WARNING! Changing to different connection methods can cause a higher than expected increase in boost pressure. Turbosmart

recommends adjusting your boost controller back to its minimum setting and measuring the new minimum boost pressure achieved by

Note: If your vehicle is fitted with a factory boost control solenoid, the hoses that run from the solenoid to the pressure source

and to the wastegate actuator must be disconnected from the solenoid. Leave the solenoid plugged into the wiring loom so

Most factory turbocharged vehicles use an internal waste gate system to control boost pressure. The E-Boost Street controls boost

pressure by controlling the pressure signal that the waste gate actuator receives from the turbocharger. Please note that the E-Boost

Street ca nnot be used to obtain a boost pressure lower than the standard waste gate actuator’s pressure setting.

Some factory hoses have a small restrictor fitted inside them, if the factory hoses are reused over boosting or boost spiking may

Port (1): vents pressure from the solenoid. Connect this hose to the intake side of the turbo, between the air cleaner and the inlet

of the turbocharger. Otherwise connect a short piece of the silicon hose and face the vent downwards to stop water or debris

If you are unable to achieve your desired boost pressure, it is normally due to exhaust manifold backpressure forcing the internal waste

gate to open. To increase your boost pressure further, fit a higher pressure waste gate actuator to increase your minimum boost

WARNING! Fitting a higher pressure waste gate actuator may cause a higher than expected increase in boost pressure .

Turbosmart recommends resetting the boost set point values to Zero and measure the new minimum boost pressure before increasing

The E-Boost Street is capable of controlling twin internal wastegate turbochargers with a single solenoid.

This method is used when the turbochargers are mounted close to each other allowing the solenoid to be mounted close to both

-Port (1): vents pressure from the solenoid. Connect this hose to the intake side of the turbo, between the air cleaner and the inlet of

the turbocharger. Otherwise connect a short piece of the silicon hose and face the vent downwards to stop water or debris entering the

This method is used when there is a great distance between the wastegates. This allows the solenoids to be mounted close to the

-Port (1): vents pressure from the solenoid. Connect this hose to the intake side of the turbo, between the air cleaner and the inlet of

the turbocharger. Otherwise connect a short piece of the silicon hose and face the vent downwards to stop water or debris entering the

The first method of installation is a one port connection. If the desired boost level is not achieved i.e. boost level is too low, or not

controllable, it is recommended that the wastegate spring be changed to a spring which is closer to the desired boost pressure or to trial

There are 3 different 2 port connection methods that can be trialled to achieve different results. The 2 port method (1) can be used if

there is high exhaust manifold back pressure forcing the valve open. The 2 port method (2) allows the user to achieve the maximum

boost pressure their turbo system is capable of. If a wide range of boost pressures is desired i.e. 5 – 40 PSI, the 2 port method (3) with

A single solenoid can be used to control twin wastegates in a twin turbo setup but it is recommended that twin solenoids are used in

twin turbo setups to reduce the length of the pressure hoses to aid in control and response of the wastegates.

Join the wires from both solenoids together (polarity not important) and then connect them to the brown and grey wires of the

(For controlling boost on a single turbo, single wastegate, single solenoid turbo system with high back pressure)

NOTE: An increase in your minimum boost pressure is expected when using any of the 2 port connection methods. Ensure all boost

set point values and gate pressure values are set to Zero and measure the new minimum boost pressure achieved by this method

Connect the bottom port of the wastegate and Port 1 of the solenoid to a Pressure only source via a tee piece

(For controlling boost on a twin turbo, twin wastegate, single solenoid turbo system, on a straight configuration engine with high back

Connect the bottom port of the wastegates and Port 1 of the solenoid to a Pressure only source via tee pieces

twin turbo, twin wastegate, twin solenoid turbo system, on a V configuration engine with high back pressure)

Connect the bottom port of the wastegate and Port 1 of the solenoid to a Pressure only source via a tee piece

Join the wires from both solenoids together (polarity not important) and then connect them to the brown and grey wires of the

Join the wires from both solenoids together (polarity not important) and then connect them to the brown and grey wires of the

(For obtaining a wide range of boost pressures e.g. 5 – 40 PSI. This connection method has varying degrees of success depending on

(For obtaining a wide range of boost pressures e.g. 5 – 40 PSI on a straight configuration engine. This connection method has varying

(For obtaining a wide range of boost pressures e.g. 5 – 40 PSI on a V configuration engine. This connection method has varying

Join the wires from both solenoids together (polarity not important) and then connect them to the brown and grey wires of the

The E-Boost Street can be switched off by holding the knob down for 10 seconds. This will disable the functionality of the E-Boost Street

LIVE RPM: Displays the RPM X100 (020 = 2000 RPM) of the engine if the RPM wire is connected to a Square wave signal from the

To enter the setup menu, press and hold the knob for 3 seconds. To navigate through the setup menu, rotate the knob to the left or right

for the various options as shown below. To enter any of the menus, press the knob. Once your settings are entered via turning the knob

left or right, you can save the setting by pressing the knob once. To exit any menu, press the knob for 3 seconds or alternatively, go to

Turbosmart recommends that this function is used in conjunction with another form of Over-boost protection such as

fuel/ignition cut or over-boost valve. The OBS will not stop an over-boost scenario if there is a mechanical failure on the car

that inhibits the E-Boost Street from controlling the wastegate or if electromagnetic interference due to incorrect wiring

If the OBS is triggered the E-Boost Street will reduce the boost pressure to half of that set in the OBS parameter. Once this safe

pressure is achieved the E-Boost Street will return to normal operation. OBS must be set to the maximum safe level your engine can

handle and your set points must be below the OBS setting. When the OBS is triggered OBS will flash on the display to indicate that your

boost pressure has reached the over boost shut down value. OBS will flash on the screen when triggered in live mode and when a set

The OBS is factory set to 7 PSI (0.48 Bar or 48 KPa), so you must enter a figure in order for the E-Boost Street to produce more than

the standard boost pressure. The purpose of this feature is to protect your engine against accidentally entering a boost set point value

that is too high, preventing a dangerously high boost pressure. Extreme care should be taken when setting this parameter. Turbosmart

recommends that you seek advice from an appropriately qualified technician with regard to the OBS setting.

The E-Boost Street readout can be configured in either Bar, PSI or KPa, the default setting is in psi. This allows you to tailor the readout

to suit your own preference. Note that when the PSI scale is selected and the E-Boost Street is under vacuum conditions the display will

The E-Boost Street has the ability to control two levels of boost (BG1/BG2). The parameters that can be adjusted in each boost group

are set point (SP1/SP2), gate pressure (GP1/GP2) and sensitivity (SN1/SN2). Set up the boost groups in the following order:

Setting SP1 (Set point): The SP value determines the DUTY CYCLE the solenoid will operate at when the gate pressure is reached.

The SP value is not the amount of boost pressure your turbo will produce. This is a value between 0 – 99. The larger the value, the

more boost the turbocharger will produce. Start the setup by increasing the SP value to 20. Bring the car onto boost and see what the

maximum boost pressure is. Increase the value in small increments until you achieve your desired boost pressure. The SP value can

also be adjusted while the car is on boost however, instead of the SP value being displayed, the boost pressure will be displayed so you

know what pressure you are achieving. This is the easiest way to set your set points. Press the KNOB to enter the menu and adjust the

Setting GP1 (Gate pressure): This feature helps bring boost on faster at lower rpm and will give an increase in torque. Start by setting

the gate pressure 5 PSI below the desired boost pressure with the corresponding SP value e.g. if the desired boost pressure is 15 PSI,

set the gate pressure to 10 PSI first and adjust from there. Adjust the value higher to increase the response of the turbocharger or

decrease the value to reduce the response. If this setting is too close to target boost, you will get a boost spike. Press the KNOB to

enter the menu and adjust the values by rotating the knob LEFT or RIGHT . Press the KNOB again to save the desired setting.

Setting SN1 (Sensitivity): The sensitivity is how sensitive the E-Boost Street is to changes in the boost curve. Under normal

circumstances the sensitivity is left at the factory set level of 20. If your boost curve is wavy through the rev range, reduce the sensitivity,

if your boost curve drops off at the end of the rev range, increase the sensitivity. Note: do not increase this value higher than 30. Press

the KNOB to enter the menu and adjust the values by rotating the knob LEFT or RIGHT . Press the KNOB again to save the desired

If you have connected the yellow RPM wire to an RPM signal from your ECU or negative terminal of an ignition coil you will need to

input the number of cylinders / rotors in order to configure the RPM signal correctly i.e. the number of pulses per revolution being picked

up from the RPM output of the ECU. The number of cylinders available is between 1 and 16. The RPM input can accept a square wave

signal between 3.5 and 12V. For Mazda Rotary engines, 13B and 20B engines can be configured as 4 and 6 cylinders respectively.

The brightness of the display can be adjusted on a scale of 0 – 6. The display can also be dimmed automatically by earthing the orange

The switch logic determines how the E-Boost Street switches between boost groups BG1 and BG2. It is factory set to internal switching

(ISP) where boost groups are changed by pushing the knob. Alternatively, boost groups can be switched remotely when the switch logic

is set to external switching (ESP). By earthing the green wire using a switch, you can toggle change from SP1 to SP2. Un-earthing this

The e-Boost Street has an auxiliary output function designed to control an auxiliary device once a certain boost pressure or RPM value

is reached i.e. water spray, water injection, warning light or nitrous controller. This circuit can be used to control a resistor type

There are four options bOn , bOF , rOn and rOF . The boost setting on ( bOn ) and off ( bOF ) value will be entered in the units that are

currently selected for display. Between the bOn and bOF values the auxiliary output circuit will be closed and therefore will switch the

The RPM setting on ( rOn ), and off ( rOF ) are entered as RPM x 100 e.g. if 5000 RPM is the desired setting the user will input 050.

If the bOF or rOF is set to zero there will be no off and the circuit will remain closed until boost or RPM drops below the rOn or bOn

value. If using a boost setting only to switch the relay the RPM parameter values should be set to zero to turn off or vice versa.

If using the auxiliary circuit as a nitrous controller, you can enter all four user definable parameters bOn , bOF , rOn , and rOF . The

auxiliary circuit will be closed when boost and RPM fall with the window created by these four parameters. That is when boost pressure

This function is use to reduce or eliminate boost drop off at high RPM. Switching this function on will display the boost correction menu

in the boost group menu. This function is best performed on a chassis dyno where the graph of the boost curve can be displayed and

The boost correction function requires 3 parameters to work; the START RPM, the END RPM and the correction factor.

END RPM (RP2): This is the engine RPM at which you want to turn off the boost correction function, normally set at redline.

Correction factor (FAC): The percentage at which boost is dropping off between the START and END RPM.

The following boost curve shows that between 5000 and 7000 RPM, the boost drops off from 15 PSI to 10 PSI.

The user or workshop can set a 3 digit password that will lock the boost menu, obS , SL , rSP , COR , dS , nSP , and CYL parameters for

editing. The default code is 000 set from the factory. If the code has not been changed then the unit will be fully accessible and

everything will be available for editing. As soon a different value is entered under the PIn parameter in the setup menu this will be the

Once a password has been set under PIN in the setup menu pressing mode and down to access the boost menu will bring up a 3 digit

prompt (triple zeros) where a PIN must be entered correctly to enter the boost group and unlock the unit.

Once a password has been configured the obS , CYL , SL , rSP , COR , dS , nSP , in the setup menu will be masked and not available for

editing. To unmask these parameters go to the PIn parameter and enter the current password to unlock the setup parameters for

editing. Alternatively enter the correct PIN in the boost group prompt and the entire unit will be unlocked until the PIN is re-entered in the

Applying the factory reset will reset the code and reset all stored values to the factory defaults. This function enables workshops or

tuners to lock their setup against tampering. Returning the PIN to 000 will de-activate the password protection.

This function allows the user to preset a RPM value at which the display will begin to flash. The RPM will continue to flash until the

engine RPM drops below the preset value. RPM values are entered in multiples of 100, e.g. 5000 RPM = 050. The yellow wire needs to

The E-Boost Street is factory calibrated to read zero at standard atmospheric pressure and temperature. The E-Boost Street is altitude

compensated however a large change in temperature can cause the display to read slightly above or below zero even when there is

zero pressure applied to the E-Boost Street. This function allows you to zero the E-Boost Street display. IMPORTANT! Before using

This function is used to check whether the solenoid is properly connected to the head unit. Selecting this function will cause the solenoid

This function performs a factory reset and returns all the settings back to factory default. Be sure that you have written down the settings

The following points should be checked if you find that your engine is over-boosting, under-boosting or the boost pressure is fluctuating

erratically. Please note the following checks will cure 99% of problems experienced when fitting a Turbosmart E-Boost Street.

Ensure the factory boost control solenoid is not connected in the hose between the pressure source and the wastegate actuator

Ensure the length of the waste gate actuator rod has not been modified, refer to the manufactures specifications

Check to see if the E-Boost Street solenoid is not blocked or contaminated with dirt, oil build up or debris

Check the joining hoses for splits, cracks or loose connections and ensure they are not blocked, kinked or restricted, particularly if

Check that the hose between the E-Boost Street and the inlet manifold is not obstructed, broken or kinked.

Check to see you can achieve constant steady boost with only the wastegate actuator connected directly to the pressure only

Use the Solenoid check function to determine whether the solenoid is electrically connected to the head unit.

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