The DNA turbo boost controller is the most efficient way to boost your hard-core street machine. The flexibility of this small unit is amazing. The team of engineers has been using many makes and models of turbo boost control systems on a huge variety of cars, both electronic and mechanical.

We have come to know, through experience, the non-desirable and desirable charcteristics of a boost control system. For example a very desirable charachteristic is the 'overboost' function, which under half throttle would only take the boost to a few psi below the maximum boost limit. This is a very handy especially in the wet.

The electronic systems acheive this by the use of load sensing via various engine monitoring systems, such as 'TPS' (throttle position sensor), 'MAP' sensor (manifold absolute pressure sensor) and an array of other sensors. A quality electronic systems can cost up to a staggering $600, a huge price to pay if all you want to do is turn the boost up on your turbo charged vehicle.

We have designed our mechanical boost controller with the 'overboost' function. Many test units were built and tested until we achieved the most desirable operation. We have also accommodated for the big horsepower output engines, where large turbo units are being used with massive airflow capacity. A high flow bleed valve had to be utilized with least restriction as possible to achieve, as best as possible, a uniform control through out the air flow range.

An inherent characteristic of mechanical boost control systems is that under full load, the boost drops a few psi under maximum boost, referred to as 'boost drop-off' or 'boost fall-off'. This occurs due to the turbocharger compressor efficiency is reached at peak torque not at peak RPM of the engine. What happens is that after peak torque is reached the RPM of the compressor is increasing and the efficiency is dropping off, or there is a pressure build up in the waste gate due to restriction in the control system. You will notice on factory vehicles running standard boost this is not a problem because the turbocharger is matched very well for the engine at the factory boost. The electronic systems use a feedback loop to keep the turbo in it's most efficient region, this is done by opening the waste gate in pulses to keep the RPM of the compressor at most efficient point. Hence holding full boost with no pressure drop. Even with some electronic systems there is a full throttle boost fluctuation, due to the difficulty of regulating the speed of the turbocharger