The only drawback is if the Evap vapor pressure suddenly rises during continuous sustained boost (that means no gear changes), it will take slightly longer to purge the vapors. This is why I'm so surprised almost nobody seems to care. They decided to integrate the venturi-T in the 2016's intake tube instead of a rats-nest of tubing the 2014-15's have.
The venturi tee is now in the turbo inlet tube instead of within the maze of EPDM lines. Keep in mind I have a 2016 model, and the evap lines are slightly different. Here are some pictures of my initial mock-up I whipped up today. This is just for your amusement I'm not advocating a solid "fix" at this time. Now, I have yet to do any comparable measurements on the FiST engine, but the theory and execution is identical. The boost leak plug also improved part throttle boost response, conducted as back-to-back blind test drives where people weren't told what was different.
#Fiesta st boost gauge kit code#
It did occasionally cause a P0441 code over time, but not in all cars, likely due to individual locations, weather, and fuel type in the tank. Just for perspective, in the Abarth setup, it was found with several different dynos that plugging the boost leak and re-routing the convoluted evap lines gained a consistent 5wHP due to the improved turbo compressor pressure ratio while maintaining rational evap line pressures, usually under 1.5 psi. There is also a vendor that developed a much more complicated (read: $$$) setup that closes the boost leak line above a pre-set boost pressure this prioritizes peak power with little risk of a CEL, but doesn't improve the part-throttle drivability that plagues the Abarth. Me and a few other guys in the Abarth community developed a DIY fix that prioritizes engine drivability and peak power over flawless evap purging, but not compromising the evap system in a manner that causes charcoal canister problems with undue high vapor pressure. For those of you that dabble in other brands, this is identical to the problematic evap system on the 2012-2014 Fiat 500 Abarth engines. What the FiST uses is a dual circuit Evaporative Emission purge setup, designed to A) either purge charcoal canister vapor pressures during intake manifold vacuum operation, or B) use turbo boost pressure into a venturi tee fitting to allow evap purge during positive intake manifold pressure scenarios. After reading through it, it appears you guys were really close to figuring it out, but didn't quite make it. I know this is doing a necro-thread but this appears to be the most relevant thread I found. Anyone that has block off both ends of the purge/bleed line NEEDS ( MUST DO THIS) to reconnect the intake tube end to allow boost pressure to escape from the Evap line if check valve one happens to fail. What still makes no real sense to me is why boost pressure is allowed to constantly bleed back to the intake tube in a closed loop, this has nothing to do with the Evap system during normal operation. If boost pressure was allowed to pressurise the Evap line and then enter the fuel tank it would be a extremely serious problem. What I think happens is that if check valve one fails and allows boost pressure to enter the Evap line, check valve two opens and allows boost pressure to vent into the intake tube or intercooler pipe. I pressurised and vacuum tested check valve two and found no leakage but I only checked one side of it, the purge/bleed side.
Check valve one is connected to the intake manifold and only allows vacuum into the Evap line. So let me explain and look at the diagram to get a understanding of how I think the system works. I think they may combine if one of the check valves fails. I did mention in my initial post that it is part of the Evap system but there are two separate sections to the system.
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