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I switched my antilag system from Throttle bypass (EGR valve) to Fresh-air (Turbosmart eALV40+Blackbox). Problem now is that I cannot get it to work as good as it did with the old system which was producing up to 0.5 bar.
Piping, connection and monitoring wise I can confirm the new eALV is activated and working as it should, so I'm now focusing on the existing values in the ORB-tables. Old values:
- Cut: 15 to 35
- Retard: -20 to -45
- Air: always 100% opened (Status Control)
- Fuel: 0 to 5

Using these with the new eALV does not result in the same amount of boost generated and I assumably should use other values. The eALV is expected to provide a lot more air in comparison to the old EGR-valve (probably 4 times more). Current values that generate some ORB effect (0.1 bar) are:
- Cut: 10 to 20
- Retard: -10 to -15
- Air: 100% opened when ORB active (for now via Aux-table)
- Fuel: 0 to 5

However, for the amount of air the eALV passes, I'm expecting a lot more boost!

Can someone share experiences or example ORB-maps for fresh-air anti-lag?

The design of that feed from the intercooler pipework into the silicon hose it not conducive to flow into the valve, if any thing, a cut like that is going to be drawing mass flow from the valve into the inlet tract.

Stephen Dean wrote:The design of that feed from the intercooler pipework into the silicon hose it not conducive to flow into the valve, if any thing, a cut like that is going to be drawing mass flow from the valve into the inlet tract.

Thanks Stephen! I think I understand what you say. This was the shortest way to connect the ic-piping to the eALV with the assumption the air-pressure has no way to go other than to this valve (throttle is closed). We took the below example where the piping is at 90deg.

From what I understand from https://www.hpacademy.com/blog/aggressive-anti-lag-theory-fresh-air-als-mountune-tech-nugget/, it's not so much about cut/retard anymore (to suppress the engine pushing), but more about adding enough fuel. Did not test it as of yet though.

If there is enough pressure on the cold side to over power the pressure in the hot side, then you should get flow through the ALV, but if the cold side pressure is lower than the hot side, you will have exhaust gases flowing into the cold side of the system. Or does the ALV have one way poppet valves to prevent this back flow from occurring?

Good question! Not sure what pressures to expect on the hot side. On the cold side I'm running between 1.2 and 2.0 bar. Once the throttle closes ORB activates and the eALV (just a electronic DWB actuated waste-gate valve), that cold side pressure should easily (in my mind ) flow into the hot side. I was expecting to miss the correct cut/retard/fuel values to really ignite the mixture. This reasoning is supported by the fact we do not see EGT rising very much. The old system easily went up to 1000deg.

We've got it working! Learned a lot from the the BigBadWolf rocket story (who also use a M800):
https://www.youtube.com/watch?v=qpJYQ9Fydso&pp=ygURcm9ja2V0IGJpZ2JhZHdvbGY%3D

In the end we needed to use both the older style bypass-valve (S3 blowoff type) on ORB status-control to transport the fuel to the exhaust manifold. The rest is done by opening the eALV (Aux3 duty-cycle) and using the correct cut/retard/fuel(~40/~20/20) values. With about 40% eALV opening the boost gets up to .5 bar and easily to 1 bar with opening around 80%. We now also see the EGT go up rapidly, able to control it with some more fuel (and the max EGT setting).

Still testing a lot of values in the tables but we have a good starting point at the moment.