Just a bit of advice there when doing fresh air antilag it's good to have the valve supported in the same manner as a turbo hanger with adjustable rod ends especially in your application with the valve being so far from the manifold and off to the side there's a lot of weight and leverage being pulled to the side there and under the harsh hot enviroment it causes along with vibrations the als runners are prone to fatigue failure. A simple little crane coming off the valve cover bolts or off of some near by bolt holes in the head will do the trick. Happy antilagging
Awesome, wanting to run an ALV with my car eventually once it's fully built, and it's great to see someone show the full process! Surprisingly few RUclipsrs have touched fresh air antilag, presumably it's "beyond" the bigger channels despite being ririculously cool 😅
Oh and videos of these things actually in action are like rocking horse shit too! Can't wait to see track footage of yours in action, keep up the good work 😊
Thanks man! It's kept quite secretive generally because of the motorsport advantage (and it's a service that can be charged ££'s for). Walton are the most public on the hardware side but as yet, I can't find anything concrete on the tuning side of things. Rest assured anything I do will be shown here!
Lots of videos of these in action online Robin Shutes pikes peak/time attack car uses it, and nearly every pro rally cross car out there runs it. I have the real motorsport als valve and wastegate from the company that supplies them the likes of rally teams they're tremendous bits of kit. Tuning side of things it's kinda similar to the most common throttle jacking method but that has its flaws like creating "push" when trying to slow down as a partial combustion still happens within the engine thats where the fresh air als comes in to play by keeping the throttle closed it totally eliminates the push effect and creates an efficient form of als its done by vacuum and some tuning similar to a fancy blow of valve but not quite as simple when the driver let's off the throttle the ecu will retard ignition timing and add fuel the retarded timing causes the extra fuel to be pushed out by the pistons into the manifold where it meets the air that's fed by the als valve this creates the combustion in the hot exhaust manifold therefor keeping the turbo spooled only downside to this is its extremely harsh on turbo kit hardware it'll kill a normal spec turbo pretty quick by destroying the turbine wheel the best turbo available to public for this als set up is the garrett g series turbos these use the mar-m turbine wheel that was taken from the tr30r garrett motorsport team issue only turbo never sold to public. Its also pretty harsh on the manifold due to the extra egt so expect to make repairs if the als is used a lot many rally cross inconel manifolds need repaired or replaced after a few years where they just snap apart and that's using a material much more resistant to heat than even the highest grade stainless.
@@btcc.s3 my car has antilag on a standalone ECU and the push effect is the main problem with it - I'm making 8psi at 0% throttle at 3000rpm but the brakes don't work anymore, making it completely useless at the track! I do know how these valves work and am planning to use one on my build eventually when I have. G25-550 or 660. The EGT thing is controversial - Walton measured lower EGTs with the system activated since they don't have to retard timing nearly as much and the 30°C post-IC air being fed into the exhaust manifold cools the exhaust gases significantly, as you'd expect. You could obviously run more aggressive timing, and you might need it with a much larger turbo, but with conventional antilag you'd have to use even more than with fresh air so it's still beneficial it seems. The main wear on the turbo would presumably be to the bearings due to sustained shaft speeds, not so much heat afaik?
@@JamesBalazs timing can be altered for egt but in motorsport applications the egt will rise it all depends on how harsh you set it up and the pro teams have big big budgets to cover the cons of running it at such an aggressive setting. Not only does it torch the bearings but it will melt the tips of most turbine wheels hense why the tr30r used the mar-m material for the wheel. The more recent garrett gseries is the only other turbo that uses the same material. Pulsar g series won't work either as they don't use the same material and that's where part of the price difference is just wanted to state that while we are talking about it for other peope to see and be aware of. Generally it just comes down to the setup of the system in terms of longevity
Question for Andy: Why did you attach the fresh air bungs so close to the engine flange, and perpendicular to exhaust flow? I think an angled bung, or one joined slightly further back at the first bends would flow better, and possibly have a venturi scavenging effect on the engine exhaust. For similar reasons plumbers use Y as opposed to T fittings when joining horizontal drain lines.
Hi Rick, the pipes connected to the manifold runners are putting fresh air from the intake directly into the exhaust gas. They are as far from the turbine housing as possible, and at a 90 degree angle to disrupt the flow and allow it to mix with the fuel rich mixture coming out the exhaust ports so it will ignite in the turbine housing easier.
I just hit your channel by accident. Best thumb touch I’ve had yet. Nice content, very professional looking manifold. I my first adult job was running tubing bender making brake line components. I’ll be checking out the other content. ✌️ ✌️
Thank you for taking the time to leave a comment! It's great hearing from people who enjoy the videos as it encourages me to keep going and keep making content for you guys! Make sure you subscribe (if you haven't already done so!) Almost reached that 2k goal for the end of the year!!
@@nobodyspecial5026 Good question! And no I didn't cover that in the video. Purely ease of fitment - and in my opinion, slightly more aesthetically pleasing.
Nice to see this on a more down to earth application. Apart from walton Motorsports i couldnt find anything in the uk about them. I fitted one last year to my 1.8 20vt build. Just need to finally finish the car and get it down to bill and alex at B5
Yeah Mike (Walton) was the only person I could find talking about them in any sort of detail. I really can't wait to get this up and running but I've committed myself to getting the Volvo done first so it'll be a bit of a wait unfortunately!
The fitting is called a swage lok. For those whose are curious. They come with a 12,000psi rating, and require about 6.5 flats to tighten. But it’s actually determined by size of fitting m. They are impressive and I use them in paper mills every day.
@@AndyPonting I also use them on my fuel lines with no problem. And pretty much on my car everywhere I can use them. 0 leaks, easy to take apart. Last forever
we use a similar set up to put K type thermocouples in the exhaust runners so you can do that if you want to balance your AFRS for a temporary set up do you have a follow video of this working ?.. funny some cars have very convenient plumbing already set up like for EGR
Thanks! I took inspiration from your system for the compression fittings on the runners so I could remove the system if I needed to. Hope you don't mind!
@@AndyPonting all good and feel free to hit us up if there are any parts we can help out with for your build. Always happy to pass along special pricing for cool projects!
That's really appreciated! Hopefully I'll get back onto this project soon (busy building the Volvo to race) and will let you know if I need anything - even if its just some advice!
@@AndyPonting of course, we are always happy to support all our customers with technical advice on any of the parts or tuning services they get from us!
Thanks! Manifold hasn't been tested yet because the S4 project has been put to one side while I build the Volvo. Hopefully finished soon and I'll get back to it!
Essentially yes, but it is a separate function of the ECU entirely, with its own set of parameters (for safety) - but the premise is pretty much the same.
Have you ran it yet to find if you had any bother with the compression fittings? Ideally I'd like to do mine the same but my only worry is the compression fittings failing
I've not tested it yet. Unfortunately the Audi project has been sidelined for the time being while I get the Volvo race ready so I won't know how reliable they are until then.
I think you "could". The anti lag valve is a very similar design, but I believe it's make to a tighter tolerance for better air tightness. I was going to experiment with a cheap ext WG but then I found a valve for sale for cheap.
anybody know how i could apply one of these to a mechanical diesel application? maybe an injector for fuel before this device. and spark after before the manifold.
Ive always been curious, can an anti-lag system be implemented on a lower HP build say 300-350 hp and low boost levels around 8-12. Is there a benefit or is it a waste for that amount of boost/power? And im not talking money and cost efficiency, im asking based on the idea that it wont harm the engines longevity if its low HP. Am i wrong, does it always cause more ware even at less power?
Antilag could potentially be used at any power level of you wanted however lower power usually uses a smaller turbocharger with less need for antilag. With regards to harmfulness on components, I'm not particularly qualified to answer this but it's usually excessive heat that causes damage generally, and I wouldn't say that would necessarily be linked to how much off throttle boost you are making.
As @matthewticer8686 has said, I'm also of the understanding that it is kinder to components than alternative ways of antilag, but yes, any antilag is going to get things hot which can lead to failures. Just have to make sure all the safety parameters are set.
Not sure it matters for this application but I would have either made the tubes equal length or used a common rail set up so that each exhaust port has the same pressure…but again I’m probably overthinking it…very nice build 👍🫡
I don't think it actually matters in this instance with regards to equal length fresh air anti lag pipes. It is just that, fresh air, no pulsing to worry about and they should all be equal pressure regardless of lengths. It would have been nice, aesthetically, for them to be equal but the valve needed to go where it goes. Thanks for the comment!👍🏼
![Walton Motorsport - [Fresh Air Anti-Lag Valve Install] - Part 1](http://i.ytimg.com/vi/XztP1EOVLnk/mqdefault.jpg)
Just a bit of advice there when doing fresh air antilag it's good to have the valve supported in the same manner as a turbo hanger with adjustable rod ends especially in your application with the valve being so far from the manifold and off to the side there's a lot of weight and leverage being pulled to the side there and under the harsh hot enviroment it causes along with vibrations the als runners are prone to fatigue failure. A simple little crane coming off the valve cover bolts or off of some near by bolt holes in the head will do the trick.
Happy antilagging
Awesome, wanting to run an ALV with my car eventually once it's fully built, and it's great to see someone show the full process!
Surprisingly few RUclipsrs have touched fresh air antilag, presumably it's "beyond" the bigger channels despite being ririculously cool 😅
Oh and videos of these things actually in action are like rocking horse shit too! Can't wait to see track footage of yours in action, keep up the good work 😊
Thanks man! It's kept quite secretive generally because of the motorsport advantage (and it's a service that can be charged ££'s for).
Walton are the most public on the hardware side but as yet, I can't find anything concrete on the tuning side of things. Rest assured anything I do will be shown here!
Lots of videos of these in action online Robin Shutes pikes peak/time attack car uses it, and nearly every pro rally cross car out there runs it. I have the real motorsport als valve and wastegate from the company that supplies them the likes of rally teams they're tremendous bits of kit. Tuning side of things it's kinda similar to the most common throttle jacking method but that has its flaws like creating "push" when trying to slow down as a partial combustion still happens within the engine thats where the fresh air als comes in to play by keeping the throttle closed it totally eliminates the push effect and creates an efficient form of als its done by vacuum and some tuning similar to a fancy blow of valve but not quite as simple when the driver let's off the throttle the ecu will retard ignition timing and add fuel the retarded timing causes the extra fuel to be pushed out by the pistons into the manifold where it meets the air that's fed by the als valve this creates the combustion in the hot exhaust manifold therefor keeping the turbo spooled only downside to this is its extremely harsh on turbo kit hardware it'll kill a normal spec turbo pretty quick by destroying the turbine wheel the best turbo available to public for this als set up is the garrett g series turbos these use the mar-m turbine wheel that was taken from the tr30r garrett motorsport team issue only turbo never sold to public. Its also pretty harsh on the manifold due to the extra egt so expect to make repairs if the als is used a lot many rally cross inconel manifolds need repaired or replaced after a few years where they just snap apart and that's using a material much more resistant to heat than even the highest grade stainless.
@@btcc.s3 my car has antilag on a standalone ECU and the push effect is the main problem with it - I'm making 8psi at 0% throttle at 3000rpm but the brakes don't work anymore, making it completely useless at the track!
I do know how these valves work and am planning to use one on my build eventually when I have. G25-550 or 660. The EGT thing is controversial - Walton measured lower EGTs with the system activated since they don't have to retard timing nearly as much and the 30°C post-IC air being fed into the exhaust manifold cools the exhaust gases significantly, as you'd expect. You could obviously run more aggressive timing, and you might need it with a much larger turbo, but with conventional antilag you'd have to use even more than with fresh air so it's still beneficial it seems. The main wear on the turbo would presumably be to the bearings due to sustained shaft speeds, not so much heat afaik?
@@JamesBalazs timing can be altered for egt but in motorsport applications the egt will rise it all depends on how harsh you set it up and the pro teams have big big budgets to cover the cons of running it at such an aggressive setting. Not only does it torch the bearings but it will melt the tips of most turbine wheels hense why the tr30r used the mar-m material for the wheel. The more recent garrett gseries is the only other turbo that uses the same material. Pulsar g series won't work either as they don't use the same material and that's where part of the price difference is just wanted to state that while we are talking about it for other peope to see and be aware of. Generally it just comes down to the setup of the system in terms of longevity
Question for Andy: Why did you attach the fresh air bungs so close to the engine flange, and perpendicular to exhaust flow? I think an angled bung, or one joined slightly further back at the first bends would flow better, and possibly have a venturi scavenging effect on the engine exhaust. For similar reasons plumbers use Y as opposed to T fittings when joining horizontal drain lines.
Hi Rick, the pipes connected to the manifold runners are putting fresh air from the intake directly into the exhaust gas. They are as far from the turbine housing as possible, and at a 90 degree angle to disrupt the flow and allow it to mix with the fuel rich mixture coming out the exhaust ports so it will ignite in the turbine housing easier.
Liked that AP, Fab skills are first class these days👌
Thanks TPR! Let me know when you need it added to your manifold 😜
I just hit your channel by accident. Best thumb touch I’ve had yet. Nice content, very professional looking manifold. I my first adult job was running tubing bender making brake line components. I’ll be checking out the other content. ✌️
✌️
Thank you for taking the time to leave a comment! It's great hearing from people who enjoy the videos as it encourages me to keep going and keep making content for you guys!
Make sure you subscribe (if you haven't already done so!) Almost reached that 2k goal for the end of the year!!
Nice result AP. Fresh air setup looks super clean (Y)
Thanks Luke! Just need to figure out how to map it!
perhaps I missed it, but what was keeping you from putting the AV on the opposite end where it would be closer to the compressor housing discharge?
@@nobodyspecial5026 Good question! And no I didn't cover that in the video. Purely ease of fitment - and in my opinion, slightly more aesthetically pleasing.
Superb job 👌🏻👏🏻
Thank you! Cheers!
I had a 92 Saab 9000 Turbo, ran 38lbs peak with 36lbs stable boost.. smoked z06 vets like you couldn’t believe.. car was so fast. That 2.3 is a beast.
lmao.
Yep there's a good reason why I'm using a Saab engine!
haha.... I doubt that
@@trxtech3010 I would have taken your money too.
I love it! Had fun with my 92 turbocharged B13 SE-R....smoked alot of mustangs back then.
Nice to see this on a more down to earth application. Apart from walton Motorsports i couldnt find anything in the uk about them. I fitted one last year to my 1.8 20vt build. Just need to finally finish the car and get it down to bill and alex at B5
Yeah Mike (Walton) was the only person I could find talking about them in any sort of detail. I really can't wait to get this up and running but I've committed myself to getting the Volvo done first so it'll be a bit of a wait unfortunately!
My build has unfortunately been 4 years in the process so far. Should of been out racing this year but just had too much on.
Nice looking job Mr Ponting
Thanks Cushty!
The fitting is called a swage lok. For those whose are curious. They come with a 12,000psi rating, and require about 6.5 flats to tighten. But it’s actually determined by size of fitting m. They are impressive and I use them in paper mills every day.
Thanks! Handy to know the proper name for them, might make sourcing them easier in future. 👍🏼
@@AndyPonting I also use them on my fuel lines with no problem. And pretty much on my car everywhere I can use them. 0 leaks, easy to take apart. Last forever
I also have a question if it is possible....also works on the bmw 7 series😊?..
Its not car specific. Will require standalone ecu and custom fabfrication no matter what
@ABeans07 ok thanks
Exactly as @ABeans07 has said, the manifold is just one component of many , to make the system work
Nice job ! Can i know what nuts and pipe diameter are you using to do the hot side ? 🙏 Thanks 😉
The ALS pipework is 1/2 inch. The manifold pipework is 1.5" NB SCH10 304 stainless. Thanks!
love it!!!
Cheers Ruski!
we use a similar set up to put K type thermocouples in the exhaust runners so you can do that if you want to balance your AFRS for a temporary set up do you have a follow video of this working ?.. funny some cars have very convenient plumbing already set up like for EGR
I've not used the manifold yet unfortunately, as I'm prioritising the Volvo build. Once that's done, I'll be back on this
Great work
Thanks! I took inspiration from your system for the compression fittings on the runners so I could remove the system if I needed to. Hope you don't mind!
@@AndyPonting all good and feel free to hit us up if there are any parts we can help out with for your build. Always happy to pass along special pricing for cool projects!
That's really appreciated! Hopefully I'll get back onto this project soon (busy building the Volvo to race) and will let you know if I need anything - even if its just some advice!
@@AndyPonting of course, we are always happy to support all our customers with technical advice on any of the parts or tuning services they get from us!
Quality 👍👍
Thanks 👍🏻
How that anti lag turn out? Nice video😊
Thanks! Manifold hasn't been tested yet because the S4 project has been put to one side while I build the Volvo. Hopefully finished soon and I'll get back to it!
Will this be used like the Audi umluft used in the Gr. B cars?
Pretty much exactly that
How would a catalytic converter take a combustion outside the engine?
It will destroy cats after a while!
So do you tune out DFCO so that fuel is supplied during overrun?
Essentially yes, but it is a separate function of the ECU entirely, with its own set of parameters (for safety) - but the premise is pretty much the same.
What do you use to open up that valve,boost pressure or a secondary air pump,their are air holes on top of the valve
I'm going to use boost pressure to open the valve, which will be stored in a reservoir.
niceee!!!
Thanks man! Now go get that Mazwagen up and running!
@@AndyPonting haha the mazdolf, Ill be back on land in a few weeks then ill try see if it will fit first. then bring on the fab wooo my fav part
Have you ran it yet to find if you had any bother with the compression fittings?
Ideally I'd like to do mine the same but my only worry is the compression fittings failing
I've not tested it yet. Unfortunately the Audi project has been sidelined for the time being while I get the Volvo race ready so I won't know how reliable they are until then.
Can I use a normal westgate in a place of this specific antilag valve?
I think you "could". The anti lag valve is a very similar design, but I believe it's make to a tighter tolerance for better air tightness. I was going to experiment with a cheap ext WG but then I found a valve for sale for cheap.
anybody know how i could apply one of these to a mechanical diesel application? maybe an injector for fuel before this device. and spark after before the manifold.
Honestly don't know. I'm not too clued up on diesels - not sure what they do to combat lag?
Have to go back through parts 1-4. The manifold has to get insanely hot.
Nice
Thanks!
I wonder how this compares to the French turbo restriction antilag, specifically if it's paired with normal ignition retarding antilag.
Ive always been curious, can an anti-lag system be implemented on a lower HP build say 300-350 hp and low boost levels around 8-12. Is there a benefit or is it a waste for that amount of boost/power? And im not talking money and cost efficiency, im asking based on the idea that it wont harm the engines longevity if its low HP. Am i wrong, does it always cause more ware even at less power?
Antilag could potentially be used at any power level of you wanted however lower power usually uses a smaller turbocharger with less need for antilag. With regards to harmfulness on components, I'm not particularly qualified to answer this but it's usually excessive heat that causes damage generally, and I wouldn't say that would necessarily be linked to how much off throttle boost you are making.
Hi nice job dear do you think its OK for A BMW 320d .?
I've no experience with diesels but I'm sure an anti lag system like this wouldn't work.
*clicks on random interesting looking video* Sees a Saab cylinder head. NICE.
Thanks for clicking on a randomer 🙂
Insert evil laugh here.
Always makes me laugh when mitsubishi evo owners do a "egr delete" when infact its the air anti lag
Yup! I was considering the use of an SAS valve before I got the alv40
NDH!
NDH!
Feed it from the intake manifold
It'll get fed from the charge pipe straight out the turbo. You can't take it from the manifold as that'll be in vacuum with the throttle plate closed
اسلام علیکم
And you
@@AndyPonting G Bro
DIY after burners ?? Reads as Hard on the Hardware.. Really Hard.
Iv read things about it saying it’s better for the longevity of the con rods which can be damaged by ignition cut anti lag
As @matthewticer8686 has said, I'm also of the understanding that it is kinder to components than alternative ways of antilag, but yes, any antilag is going to get things hot which can lead to failures. Just have to make sure all the safety parameters are set.
Not sure it matters for this application but I would have either made the tubes equal length or used a common rail set up so that each exhaust port has the same pressure…but again I’m probably overthinking it…very nice build 👍🫡
I don't think it actually matters in this instance with regards to equal length fresh air anti lag pipes. It is just that, fresh air, no pulsing to worry about and they should all be equal pressure regardless of lengths. It would have been nice, aesthetically, for them to be equal but the valve needed to go where it goes. Thanks for the comment!👍🏼
NDH!
NDH!