Hi I will try to answer your questions and clear some miss conceptions up but it appears a lot of you get it.
1= There is no cavitation. Cavitation occurs when a liquid is turned into a gas or a gas turning into a liquid. I can see how people think there would be if you were thinking in terms of a liquid and not a gas, thinking in those terms you must finish the equation, there is another pump behind the turbo (the engine) witch creates a vacuum behind the turbo thus making it imposable to cause cavitation!
2=The BOV on a turbo system is designed to let the volume of air that was just compress and no longer required, to be vented out of the charge tube. It is not a regulator. It prevents a high presser wave from going into the turbo. This may or may not cause compressor damage but certainly no good for performance. The wave is trying to turn the compressor backwards.
I hope this clarifies some of your thoughts. Now let’s talk about how this contraption works. By placing the throttle before the turbo you become about 99% efficient, in that you are only compressing the air the engine will take 100% of the time making it imposable to cause compressor surge. (NO BOV NEADED) When you only compress the amount of air being let in at a given throttle position and rpm, your boost presser and rpm become very consistent. This happens during acceleration and deceleration; this is a huge benefit. I will give you an example= Normal turbo system= your climbing a hill with technical areas and you go to wide open throttle. You come upon difficult terrain, let off throttle a 1/4 to 1/2; you hear the BOV then go back to WOT. What just happened is you went from (let’s say the sled was setup to run 10 psi) 10 psi to 0 back to 10psi of boost. Now on the TBBT system you do the same maneuver. You go from 10 psi to 4-5 psi instead of 0, then very linearly back to 10. There is no comparison between the two. This happens for a few reasons; there is no BOV to vent the charged air, the engine is using all the air, it is a balanced design. The waste gate stays closed longer during acceleration and declaration. The pressure on the exhaust wheel is higher than the compressor wheels out putt increasing shaft speed and holds spool. The slight increase in back pressure helps the bottom end and dos not change top end back pressure, kind of like the power valve. (More on that later). If you would like more torque an hp at all throttle positions, the TiAL system with the HTA wheel is capable of over 300 hp at altitude don’t let the size fool you. Turbo manufactures have been trying to accomplish this by a variable vane design; this helps maintain shaft speed and works with a BOV design. Now couple that with a comprehensive turbo charged engine management system. (THE ECU) It makes my previous kits kind of pathetic in comparison! (SORRY)
The good news is they can be updated.
Price and info to come.
PUSH TURBO Manufacturer of State of the Art, Light Weight, Turbo Kits
Lol I was trying to keep my description a little simpler and gentle on the shoulder mounted thinkin containers out there but they might be fried with the in-depth lesson provided lol.
