Product Name:  
e-Boost 2 – 60PSI  
Product Description:  
Product Number:  
Electronic Boost Controller  
TS-0301-1001 to TS-0301-1013  
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Parts list................................................................................................................................................3  
BEFORE YOU START – IMPORTANT NOTES..............................................................................4  
INSTALLATION.................................................................................................................................4  
Optional Accessories........................................................................................................................4  
Mounting the e-Boost 2....................................................................................................................4  
Wiring ..............................................................................................................................................6  
Installing the e-Boost 2 Solenoid.....................................................................................................7  
INTERNAL WASTEGATE CONNECTION .....................................................................................7  
Single solenoid, single turbocharger hook up..................................................................................7  
Internal wastegates with 2 ports.......................................................................................................8  
Single solenoid, twin parallel turbocharger hook up .......................................................................8  
Twin solenoid, twin parallel turbocharger hook up .........................................................................8  
EXTERNAL WASTEGATE CONNECTION ....................................................................................9  
Single port, single solenoid, single turbo connection Method.........................................................9  
Single port, single solenoid, twin turbo connection Method .........................................................10  
Single port, twin solenoid, twin turbo connection Method............................................................10  
Two port, single solenoid, single turbo connection Method..........................................................11  
Two port, single solenoid, twin turbo connection Method ............................................................11  
Two port, twin solenoid, twin turbo connection Method...............................................................12  
Two port, single 4 port solenoid, single turbo connection Method ...............................................12  
Two port, single 4 port solenoid, twin turbo connection Method..................................................13  
Two port, twin 4 port solenoid, twin turbo connection Method ....................................................13  
BASIC OPERATION ........................................................................................................................14  
Live mode menu.................................................................................................................................15  
INITIAL SETUP AND FUNCTIONALITY.....................................................................................15  
Entering setup menu.......................................................................................................................15  
Setting obS (Over boost shutdown):..............................................................................................16  
Setting nSP (Number of set points): ..............................................................................................16  
Setting CYL (Number of Cylinders):.............................................................................................16  
Setting SCL (Scale):.......................................................................................................................16  
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.......................................................................................................................................................16  
Setting bGr (Bar graph): ................................................................................................................16  
BOOST SETUP .............................................................................................................................17  
Setting SP1 (Set point):..................................................................................................................17  
Setting GP1 (Gate pressure):..........................................................................................................17  
Setting SN1 (Sensitivity): ..............................................................................................................18  
ADVANCED FUNCTIONALITY....................................................................................................19  
RPM Signal Connection (OPTIONAL).........................................................................................20  
SL (Switch Logic)..........................................................................................................................20  
Electrical schematic for Timed Switching Boost Control Applications (via using 5-pin  
automotive relay) ...........................................................................................................................28  
AU (Auxilary output).....................................................................................................................28  
LE1/LE2 Shift/warning lights (LED 1/LED 2)..............................................................................29  
AL (Audible alarm)........................................................................................................................29  
dS (Delayed switching)..................................................................................................................30  
COr (Boost correction)...................................................................................................................30  
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rSP (RPM based set point mapping)..............................................................................................31  
Pin (Security Pin number)..............................................................................................................31  
Ser (Serial Number) .......................................................................................................................31  
Sol (Solenoid Cycle) ......................................................................................................................31  
ZEr (Gauge Zero)...........................................................................................................................31  
rES (Reset).....................................................................................................................................32  
VEHICLE WIRING DIAGRAMS ....................................................................................................32  
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...........................................................................................................................................................38  
TROUBLESHOOTING.....................................................................................................................38  
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Parts list  
Quantity Part  
Description  
1
e-Boost 2 Head unit  
Boost controller  
1
1
1
1
1
3
1
m
m
m
4mm poly tube  
Connecting vacuum/pressure to e-Boost head unit  
Connecting vacuum/pressure to e-Boost head unit  
Connecting pressure source to solenoid and actuator  
Wiring loom  
For controlling air pressure to wastegate actuator  
For connecting pressure lines to the solenoid  
3mm Silicon vacuum tube  
5mm Silicon vacuum tube  
8 pin wiring loom  
3 Port solenoid  
1/8 NPT pressure nipples  
Fuse holder with 5amp fuse  
For connecting power to e-Boost loom  
Splicing existing vacuum line for signal to e-Boost head  
unit  
1
2
1
1
2
1
1
1
1
4
6
1
1
5/32 hose tee piece  
1/4 - 3/16 hose reducer  
Poly tube - 3mm joiner  
Solenoid mounting bracket  
M3 X 20 Socket head screws  
Panel mount bracket  
M6 X 20 Grub screw  
M6 Half nut  
Connecting 3mm - 5mm vacuum tube  
Connecting 4mm poly tube to 3mm silicon vacuum tube  
For mounting solenoid to chassis  
For mounting the solenoid to the bracket  
Mounting e-Boost head unit to a panel  
For panel mount bracket  
For panel mount bracket  
For panel mount bracket  
For securing 3mm vacuum hose to fittings  
For securing 5mm vacuum hose to fittings  
For securing the ground wire to the chassis  
For insulating joined wires  
M6 Washer  
3mm spring clamps  
5mm spring clamps  
6mm crimp on connector  
100mm heat shrink  
100mm cable ties  
10  
For securing hoses and lines  
1.8m  
2 core cable  
For connecting the wiring loom to solenoid  
M6 X 25mm socket head  
screw  
2K Ohm resistors  
M6 Nyloc nuts  
2
6
2
Mounting the solenoid bracket to chassis  
To eliminate tacho signal drop out in some cases  
Securing solenoid bracket to chassis  
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BEFORE YOU START – IMPORTANT NOTES  
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Turbosmart recommends that your e-Boost2 is fitted by an appropriately qualified technician.  
Consult your local tuning specialist before setting your boost pressure, setting boost beyond your engines capability can result in  
severe engine damage or failure!  
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Turbosmart recommends that the engines Air/Fuel ratio is checked once the desired boost pressure is set, any increase in boost  
pressure can cause the engine to run lean resulting in severe engine damage or failure.  
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Turbosmart recommends that the e-Boost2 is not used in conjunction with any type of “Draw Through” Fuel System.  
Turbosmart recommends that boost pressure is set using a Dynamometer and not on public roads.  
The e-Boost2 may not be able to completely compensate for a drop in boost pressure at high RPM due to the turbocharger  
operating beyond its maximum efficiency range i.e. incorrect turbocharger sizing or excessive exhaust backpressure.  
The e-Boost2 cannot compensate for increases in boost pressure at high RPM due to inadequate waste gate flow capacity; the  
turbo system must maintain a steady base boost curve.  
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-
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The e-Boost2 cannot be used with external waste gates that are in a poor, worn or non-serviceable condition.  
For best results your turbocharger should be correctly sized for your application.  
A Turbosmart Fuel Cut Defender may need to be used in conjunction with your e-Boost2, Please check out our website at  
www.turbosmartonline.com or your nearest Authorised Turbosmart Dealer for more information on Fuel Cut Defenders.  
Erratic operation of electronic parts can be caused by Electro Magnetic Interference (EMI). EMI can be generated by aftermarket  
ignition systems such as CDI which, if wired incorrectly, generate large amounts of EMI through the vehicles electrical system. This  
can cause items such as ECU’s and boost controllers to be effected. Please follow ignition system installation instructions VERY  
carefully to avoid EMI affecting the e-Boost.  
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INSTALLATION  
Optional Accessories  
Dash Mount  
0mm - TS-0301-2001  
6mm - TS-0301-2013  
LED Ring Mount  
Roll Cage Mount  
60mm - TS-0301-2002  
66mm - TS-0301-2014  
4 Port Solenoid  
TS-0301-2003  
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Dual Silver 66mm – TS-0301-2006  
Dual Black 66mm – TS-0301-2007  
Dual Silver 66mm – TS-0301-2017  
Dual Black 66mm – TS-0301-2018  
Mounting the e-Boost 2  
O
The e-Boost2 is not waterproof and must be mounted inside the cabin. The unit has an operating temperature range of -5 C to  
O
•
+
70 C.  
•
The e-Boost2 is designed to be panel mounted with the bracket supplied. Alternatively the 60mm e-Boost2 can be mounted using  
the Turbosmart 60mm dash mounting accessory, pod or “A pillar” mounts. If you have the 66mm e-Boost2 it can be mounted using  
the Turbosmart 66mm dash mount accessory. The Turbosmart dash mounting accessory offers full tilt and swivel adjustment.  
e-Boost 2  
M6 X 20 Grub  
screw  
Panel mounting  
bracket  
Nyloc Nut  
M6 Nut  
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•
The E-Boost 2 requires a vacuum/pressure signal from the intake manifold to function. A combination of poly tube and silicone  
hose is used to connect the E-boost 2 to a adequate vacuum/pressure signal. Route the poly tube from the E-boost 2 head unit  
through the fire wall approximately 100mm (4”) only as the poly tube is not rated to the high temperatures of the engine bay.  
Firewall  
Poly tube  
Joining nipple  
e-Boost 2  
Silicone Hose  
•
•
•
Use the connecting barb to join the poly tube to the 3mm ID silicon hose at the firewall/bulkhead. Ensure the poly tube is pressed  
all the way onto the connecting barb  
Route the silicon hose through the engine bay and connect it to a pressure/vacuum signal from the inlet manifold. Use the supplied  
tee piece if necessary.  
Secure all connections with the supplied hose clamps  
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Wiring  
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The e-Boost2 must be connected to a typical automotive12 volt negative earth electrical system.  
Soldering or Crimp on electrical connectors must be used on all electrical connections  
Unused wires must be insulated with electrical tape so that they do not touch other wires or the chassis  
Refer to the following table and diagram for detail on wiring the e-Boost2.  
Wire  
RED  
BLACK  
GREY  
BROWN  
YELLOW  
WHITE  
GREEN  
ORANGE  
Connect to  
+ 12 Volts switched through ignition – connect via 5 Amp fuse supplied  
Chassis, earth or ground  
Solenoid wire 1 – connect using wire supplied – polarity not important  
Solenoid wire 2 - connect using wire supplied – polarity not important  
RPM signal from ECU or negative terminal of an ignition coil OPTIONAL  
Auxiliary output – switched to ground – see diagram below OPTIONAL  
External set point switching OPTIONAL  
External set point switching OPTIONAL  
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Installing the e-Boost 2 Solenoid  
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The e-Boost2 solenoid is rated to a maximum temperature of 100  
degrees Celsius (212 degrees Fahrenheit), ensure that it is mounted a  
minimum of 250mm (10 Inches) away from the heat of the turbo or  
exhaust manifold, otherwise heat shielding maybe required.  
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-
Mount the e-Boost2 solenoid in an appropriate position in the engine  
bay with the mounting kit supplied.  
Fit the rubber grommet inside the mounting plate. Slide the sleeve  
inside the grommet. Use the M3 screws to bolt the solenoid to the  
mounting bracket – Note use loctite on the threads to secure. Use the  
M6 screw, washer and Nyloc nut to mount in a suitable location in the  
engine bay.  
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The e-Boost 2 head unit is capable of controlling two solenoids. The use of twin solenoids is not necessary but is recommended in  
twin turbo setups on V configuration engines as this reduces the length of hose required for plumbing which aids in response and  
control of the wastegates.  
The solenoid must be connected to a pressure only source which must be located before the intercooler, ideally off the compressor  
cover of the turbocharger. The air temperature before the intercooler is less affected by ambient conditions which will give you  
more consistent boost control.  
INTERNAL WASTEGATE CONNECTION  
WARNING! Changing to different connection methods can cause a higher than expected increase in boost pressure. Turbosmart  
recommends adjusting your boost controller back to its minimum setting and measuring the new minimum boost pressure achieved by  
the new setup before increasing your boost again.  
Note: If your vehicle is fitted with a factory boost control solenoid, the hoses that run from the solenoid to the pressure source  
and to the wastegate actuator must be disconnected from the solenoid. Leave the solenoid plugged into the wiring loom so  
that the ECU is not affected.  
Most factory turbocharged vehicles use an internal waste gate system to control boost pressure. The e-Boost2 controls boost pressure  
by controlling the pressure signal that the waste gate actuator receives from the turbocharger. Please note that the e-Boost2 cannot be  
used to obtain a boost pressure lower than the standard waste gate actuator’s pressure setting.  
•
•
Some factory hoses have a small restrictor fitted inside them, if the factory hoses are reused over boosting or boost spiking may  
occur.  
Secure all connections with hose clamps.  
Single solenoid, single turbocharger hook up (Basic single internal wastegate setups)  
•
Port (1): vents pressure from the solenoid. Connect this hose to the intake side of the turbo, between the air cleaner and the inlet  
of the turbocharger. Otherwise connect a short piece of the silicon hose and face the vent downwards to stop water or debris  
entering the solenoid.  
Solenoid  
Port 1 of solenoid vent  
to atmosphere  
•
•
Port (2): to the internal wastegate actuator  
Port (3): to pressure only source  
Port 2 of solenoid  
to actuator  
Actuator  
Turbocharger  
Pressure only source to  
Port 3 of solenoid  
If you are unable to achieve your desired boost pressure, it is normally due to exhaust manifold backpressure forcing the internal waste  
gate to open. To increase your boost pressure further, fit a higher pressure waste gate actuator to increase your minimum boost  
pressure.  
WARNING! Fitting a higher pressure waste gate actuator may cause a higher than expected increase in boost pressure.  
Turbosmart recommends resetting the boost set point values to Zero and measure the new minimum boost pressure before increasing  
your boost set point values.  
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Port 2 of solenoid  
to actuator  
Internal wastegates with 2 ports  
•
•
•
•
Port (1): vents pressure from the solenoid.  
Port (2): connect to one of the ports of the actuator  
Port (3): to pressure only source  
Port 1 of solenoid vent  
to atmosphere  
Pressure only  
source to port 3  
of solenoid  
Block off unused port on the actuator with suitable blank  
Block off unused  
port  
Single solenoid, twin parallel turbocharger hook up  
(For straight configuration twin parallel turbocharger engines E.g. RB26DETT)  
•
•
The e-Boost2 is capable of controlling twin internal wastegate turbochargers with a single solenoid.  
This method is used when the turbochargers are mounted close to each other allowing the solenoid to be mounted close to both  
actuators  
•
Each solenoid port is connected as follows:  
Port (1): vents pressure from the solenoid. Connect this hose to the intake side of the turbo, between the air cleaner and the inlet of the  
turbocharger. Otherwise connect a short piece of the silicon hose and face the vent downwards to stop water or debris entering the  
solenoid.  
Port (2): to tee piece that feeds both actuators  
Port (3): to pressure only source  
Port 2 of solenoid to  
Port 1 of solenoid  
Vent to atmosphere  
Port 3 of solenoid to  
pressure only source  
tee piece  
Tee Piece  
Actuator  
Actuator  
Block off with  
suitable blank  
Turbochargers  
Twin solenoid, twin parallel turbocharger hook up  
(For V configuration twin parallel turbocharger engines E.g. V6, V8 etc)  
•
•
The e-Boost2 is capable of controlling two solenoids for twin parallel turbocharger setups.  
This method is used when there is a great distance between the wastegates. This allows the solenoids to be mounted close to the  
wastegates to minimise the length of hose used and to maximise response  
•
•
You will need a second solenoid for this method (TS-0301-3003)  
Connect the grey wire from the e-Boost wiring loom to one of the wire from each solenoid.  
•
•
Connect the brown wire from the e-Boost wiring loom to the remaining wire from each solenoid.  
Each solenoid port is connected as follows:  
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Port (1): vents pressure from the solenoid. Connect this hose to the intake side of the turbo, between the air cleaner and the inlet of the  
turbocharger. Otherwise connect a short piece of the silicon hose and face the vent downwards to stop water or debris entering the  
solenoid.  
Wires to E-Boost  
Port (2): to the internal wastegate actuator  
Port 1 of solenoid  
Port (3): to pressure only source  
vent to atmosphere  
Port 2 of solenoid to  
actuator  
Pressure only source  
to port 3 of solenoid  
EXTERNAL WASTEGATE CONNECTION  
The first method of installation is a one port connection. If the desired boost level is not achieved i.e. boost level is too low, or not  
controllable, it is recommended that the wastegate spring be changed to a spring which is closer to the desired boost pressure or to trial  
a 2 port connection method.  
There are 3 different 2 port connection methods that can be trialled to achieve different results. The 2 port method (1) can be used if  
there is high exhaust manifold back pressure forcing the valve open. The 2 port method (2) allows the user to achieve the maximum  
boost pressure their turbo system is capable of. If a wide range of boost pressures is desired i.e. 5 – 40 PSI, the 2 port method (3) with  
a 4 port solenoid (sold separately – TS-0301-2003) might be needed.  
A single solenoid can be used to control twin wastegates in a twin turbo setup but it is recommended that twin solenoids are used in  
twin turbo setups to reduce the length of the pressure hoses to aid in control and response of the wastegates.  
Single port, single solenoid, single turbo connection Method  
(Basic single wastegate setup)  
•
•
•
Port 1 of solenoid vent to atmosphere  
Port 2 of solenoid to bottom port of wastegate  
Port 3 of solenoid to Pressure only source  
Top port vent to  
atmosphere  
Port 1 of solenoid  
vent to atmosphere  
Pressure only to Port  
3 of solenoid  
External wastegate  
Bottom port of  
wastegate to port 2  
of solenoid  
Turbocharger  
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Single port, single solenoid, twin turbo connection Method  
(For straight configuration twin parallel turbocharger engines E.g. RB26DETT)  
•
•
•
•
Port 1 of solenoid vent to atmosphere  
Port 2 of solenoid to bottom port of wastegate  
Port 3 of solenoid to Pressure only source  
Block off other turbocharger pressure port (if needed)  
Port 2 to bottom port  
of both wastegates  
Solenoid  
Port 1 of solenoid  
vent to atmosphere  
Tee Piece  
Pressure only to Port  
3 of solenoid  
Vent top port of both  
wastegates  
Plug pressure port on  
one turbo only  
Single port, twin solenoid, twin turbo connection Method  
(For V configuration twin parallel turbocharger engines E.g. V6, V8 etc)  
•
•
•
•
Port 1 of solenoid vent to atmosphere  
Port 2 of solenoid to bottom port of wastegate  
Port 3 of solenoid to Pressure only source  
Join the wires from both solenoids together (polarity not important) and then connect them to the brown and grey wires of the  
wiring loom  
Join wires  
Top port vent to  
atmosphere  
Port 1 of solenoid  
vent to atmosphere  
Pressure only to Port  
3 of solenoid  
Port 2 of solenoid to  
bottom port of wastegate  
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Two port, single solenoid, single turbo connection Method  
(For controlling boost on a single turbo, single wastegate, single solenoid turbo system with high back pressure)  
*NOTE: An increase in your minimum boost pressure is expected when using any of the 2 port connection methods. Ensure all boost  
set point values and gate pressure values are set to Zero and measure the new minimum boost pressure achieved by this method  
before increasing your Boost Set Point values.  
•
•
•
Connect the bottom port of the wastegate and Port 1 of the solenoid to a Pressure only source via a tee piece  
Port 2 of the solenoid to the top port of the wastegate  
Solenoid  
Port 3 of solenoid vent to atmosphere  
Port 1 of solenoid to pressure  
only source  
Port 2 of solenoid to top  
port of wastegate  
Tee Piece  
Wastegate  
Pressure only source  
Bottom port of wastegate  
To pressure only source  
Turbocharger  
Port 3 of solenoid vent  
To atmosphere  
Two port, single solenoid, twin turbo connection Method  
(For controlling boost on a twin turbo, twin wastegate, single solenoid turbo system, on a straight configuration engine with high back  
pressure)  
•
•
•
•
Connect the bottom port of the wastegates and Port 1 of the solenoid to a Pressure only source via tee pieces  
Port 2 of the solenoid to the top port of the wastegates via tee pieces  
Port 3 of solenoid vent to atmosphere  
Block off other turbocharger pressure port (if needed)  
Port 2 of solenoid to top port  
Of both wastegates  
Solenoid  
Pressure source only to port 1  
of solenoid and bottom port of  
both wastegates  
Plug pressure port on  
one turbo only  
Tee Piece  
Port 3 of solenoid vent  
to atmosphere  
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Two port, twin solenoid, twin turbo connection Method (For controlling boost on a twin  
turbo, twin wastegate, twin solenoid turbo system, on a V configuration engine with high back pressure)  
•
•
•
•
Connect the bottom port of the wastegate and Port 1 of the solenoid to a Pressure only source via a tee piece  
Port 2 of the solenoid to the top port of the wastegate  
Port 3 of solenoid vent to atmosphere  
Join the wires from both solenoids together (polarity not important) and then connect them to the brown and grey wires of the  
wiring loom  
Port 2 of solenoid to top  
port  
Solenoid  
Join wires  
Port 1 of solenoid to  
pressure only source  
Tee Piece  
Vent to  
atmosphere  
Two port, single 4 port solenoid, single turbo connection Method  
(For obtaining a wide range of boost pressures e.g. 5 – 40 PSI. This connection method has varying degrees of success depending on  
turbo system)  
•
•
•
•
Port A of solenoid to Top port of wastegate  
Port B of solenoid to Bottom port of wastegate  
EX port of solenoid vent to atmosphere  
IN port of solenoid to Pressure only source  
4
Port solenoid  
Port A of solenoid to top port of  
wastegate  
EX Port of solenoid vent  
to atmosphere  
IN Port of solenoid to  
pressure only source  
Port B of solenoid to  
Wastegate  
bottom port of wastegate  
Turbocharger  
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Two port, single 4 port solenoid, twin turbo connection Method  
(For obtaining a wide range of boost pressures e.g. 5 – 40 PSI on a straight configuration engine. This connection method has varying  
degrees of success depending on turbo system)  
•
•
•
•
Port A of solenoid to Top port of wastegates  
Port B of solenoid to Bottom port of wastegates  
EX port of solenoid vent to atmosphere  
Port A of solenoid to top port of  
wastegates via tee piece  
IN port of solenoid to Pressure only source  
4
Port solenoid  
EX Port of solenoid vent  
to atmosphere  
IN Port of solenoid to  
pressure only source  
Plug pressure port on  
one turbo only  
Port B of solenoid to  
bottom port of wastegates  
via tee piece  
Two port, twin 4 port solenoid, twin turbo connection Method  
(For obtaining a wide range of boost pressures e.g. 5 – 40 PSI on a V configuration engine. This connection method has varying  
degrees of success depending on turbo system)  
•
•
•
•
•
Port A of solenoid to Top port of wastegates  
Port B of solenoid to Bottom port of wastegates  
EX port of solenoid vent to atmosphere  
IN port of solenoid to Pressure only source  
Join the wires from both solenoids together (polarity not important) and then connect them to the brown and grey wires of the  
wiring loom  
Port A of solenoid to top port of  
wastegates via tee piece  
•
Join wires  
EX Port of solenoid  
vent to atmosphere  
IN Port of solenoid to  
pressure only source  
Port B of solenoid to  
bottom port of wastegate  
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BASIC OPERATION  
MAIN DISPLAY  
PANEL MOUNT BRACKET  
DOT INDICATES CURRENT  
UNITS  
4MM HOSE  
SETUP/UP KEY  
MODE KEY  
BOOST/DOWN KEY  
LIGHT SENSOR  
(
DO NOT COVER)  
BAR GRAPH  
DISPLAY  
MAIN LOOM PLUG  
LED ACCESSORY PLUG  
The e-boost2 is turned on by switching on your ignition.  
Turning off the e-Boost2: The e-Boost2 is turned off by pressing and holding the MODE button for five seconds or turning off your  
ignition. If you turn the unit off with you ignition on pressing the MODE button momentarily will turn the unit back on.  
Display Mode: Your e-boost2 has a display mode that may be used if showing your car. Pressing the UP and DOWN buttons together  
quickly will enter the display mode. “e-boost2” will scroll across the screen and the bar graph will scroll up and down. Pressing the UP  
and DOWN buttons together will exit display mode.  
Live Mode: When the e-Boost2 is turned on, it automatically goes into live mode and displays the current vacuum/boost.  
Boost setup Menu: To enter the boost setup menu, in live mode, press MODE and BOOST/DOWN key ONCE at the same time.  
Setup Menu: To enter the setup menu, in live mode, press MODE and SETUP/UP Key ONCE at the same time.  
Navigation and adjusting values in menus: Use the UP and DOWN keys to scroll or adjust values up and down.  
Entering menus: Press the MODE key ONCE to enter any menu.  
Saving settings: When adjusting values, once the desired value is selected, press the MODE key ONCE to save the value.  
Exiting menus: When in any menu, HOLDING the MODE key will bring you back to the previous menu without saving the setting  
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Live mode menu  
When the e-Boost2 is powered up, the display will automatically go into live mode. Pressing MODE ONCE will scroll through the live  
mode menu.  
Live Boost: Live boost is the default display and will display live boost or vacuum readings.  
Live RPM: Live RPM will display the current RPM of the engine. If you have not connected your RPM signal then this parameter will  
not appear.  
Set Point: Shows the current set point value the unit is set to.  
Peak Hold Boost: This function records the peak boost pressure the unit has measured. Each time a higher pressure is produced  
the previous figure is discarded and the new pressure is recorded (value will reset when the unit is switched off)  
Peak Hold RPM: This function records the peak RPM the unit has measured. Each time a higher RPM is produced the previous  
figure is discarded and the new peak RPM is recorded (value will reset when the unit is switched off)  
INITIAL SETUP AND FUNCTIONALITY  
Entering setup menu  
Enter Setup menu by pressing MODE and SETUP/UP at the same time.  
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Setting obS (Over boost shutdown):  
THIS MUST BE SET UP FIRST OR YOUR ENGINE WILL NOT PRODUCE ANY BOOST  
Turbosmart recommends that this function is used in conjunction with another form of Over-boost protection such as fuel/ignition cut or  
over-boost valve. The over-boost function will not stop an over-boost scenario if there is a mechanical failure on the car that inhibits the  
e-Boost from controlling the wastegate or if electromagnetic interference due to incorrect wiring causes electrical interference to the e-  
Boost.  
If the obS is triggered the e-Boost2 begins to reduce the boost pressure to half of that set in the obS parameter. Once this safe  
pressure is achieved the e-Boost will return to normal operation. obS must be set to a level at least 2.2psi (0.15 bar or 15kPa) above the  
highest boost pressure. When the obS is triggered obS will flash on the display to indicate that your boost pressure has reached the  
over boost shut down value. obS will continue to flash on the display until the pressure has been reduced to half that set in obS and the  
unit has returned to normal operation. obS will flash on the screen when triggered in live mode and when a set point is being edited  
under boost pressure but not inside the boost or setup menus until they are exited.  
The obS is factory set to 7 psi (0.48 bar or 48 kPa), so you must enter a figure in order for the e-Boost to produce more than a standard  
boost pressure. The purpose of this feature is to protect your engine against accidentally entering a boost set point value that is too  
high, preventing a dangerously high boost pressure. Extreme care should be taken when setting this parameter. Turbosmart  
recommends that you seek advice from an appropriately qualified technician with regard to the obS setting.  
Press MODE to enter the menu and adjust the values using the UP and DOWN keys. Press MODE again to save the desired setting.  
Setting nSP (Number of set points):The e-Boost2 is capable of controlling up to 6 individual boost  
groups. Setting nSP to a value from 1-6 will then enable that number of boost groups (and their associated set point, gate pressure and  
sensitivity) in the boost menu and live mode. Press MODE to enter the menu and adjust the values using the UP and DOWN keys.  
Press MODE again to save the desired setting.  
Setting CYL (Number of Cylinders): If you have connected the yellow RPM wire to an RPM signal from  
your ECU or negative terminal of an ignition coil you will need to input the number of cylinders / rotors in order to configure the RPM  
signal correctly i.e. the number of pulses per revolution being picked up from the RPM output of the ECU. The number of cylinders  
available is between 1 and 16. The RPM input can accept a square wave signal between 3.5 and 12V. Twin rotor and triple rotor  
engines can be configured as 4 and 6 cylinders respectively. Press MODE to enter the menu and adjust the values using the UP and  
DOWN keys. Press MODE again to save the desired setting.  
Setting SCL (Scale): The e-Boost2 readout can be configured in either bar, psi or kPa, the default setting is in psi. This  
allows you to tailor the readout to suit your own preference. Note that when the psi scale is selected and the e-Boost2 is under vacuum  
conditions the display will read in inches of Mercury (inHg) not negative psi. Press MODE to enter the menu and adjust the values using  
the UP and DOWN keys. Press MODE again to save the desired setting.  
Setting bGr (Bar graph): The e-Boost2 bar graph can be configured to indicate a pressure between zero and full  
scale (60 psi). The bar graph has ten segments, seven blue segments and three red segments. When seven segments are illuminated  
the pressure that has been programmed in this parameter has been reached. The bar graph is factory set to 15 psi. The desired display  
pressure can be adjusted to your preference and is typically set at your maximum boost level. Press MODE to enter the menu and  
adjust the values using the UP and DOWN keys. Press MODE again to save the desired setting.  
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BOOST SETUP  
Setting SP1 (Set point): The SP value determines the DUTY CYCLE the solenoid will operate at when the gate  
pressure is reached. The SP value is not the amount of boost pressure your turbo will produce. This is a value between 0 – 99. The  
larger the value, the more boost the turbocharger will produce. Start the setup by increasing the SP value to 20. Bring the car onto  
boost and see what the maximum boost pressure is. Increase the value in small increments until you achieve your desired boost  
pressure. The SP value can also be adjusted while the car is on boost however, instead of the SP value being displayed, the boost  
pressure will be displayed so you know what pressure you are achieving. This is the easiest way to set your set points. Press MODE to  
enter the menu and adjust the values using the UP and DOWN keys. Press MODE again to save the desired setting.  
Setting GP1 (Gate pressure): This feature helps bring boost on faster at lower rpm and will give an increase in  
torque. Start by setting the gate pressure 5 PSI below the desired boost pressure with the corresponding SP value e.g. if the desired  
boost pressure is 15 PSI, set the gate pressure to 10 PSI first and adjust from there. Adjust the value higher to increase the response of  
the turbocharger or decrease the value to reduce the response. If this setting is too close to target boost, you will get a boost spike.  
Press MODE to enter the menu and adjust the values using the UP and DOWN keys. Press MODE again to save the desired setting.  
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Setting SN1 (Sensitivity): The sensitivity is how sensitive the e-Boost2 is to changes in the boost curve. Under  
normal circumstances the sensitivity is left at the factory set level of 20. If your boost curve is wavy through the rev range, reduce the  
sensitivity, if your boost curve drops off at the end of the rev range, increase the sensitivity. Note: do not increase this value higher than  
30. Press MODE to enter the menu and adjust the values using the UP and DOWN keys. Press MODE again to save the desired  
setting.  
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3) Hold MODE to exit the Boost Group.  
4) Repeat steps 10 – 13 for each Boost Group.  
5) Once all Boost Groups are set, Hold MODE in the Boost Group menu to enter Live Mode  
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ADVANCED FUNCTIONALITY  
RPM Signal Connection (OPTIONAL)  
RPM signal connection is ONLY for Tacho mode, RPM set point mapping, Boost correction, shift light function and other advanced  
features. Turbosmart recommends your RPM signal be connected by an appropriately qualified technician or automotive electrician. For  
further information consult your vehicle’s manuals or your local automotive electrician. The e-Boost2 is ONLY able to accept an RPM  
signal in the form of a square wave that is switching between 0V and 3.5-12 volts.  
The following points should be followed to connect your RPM signal to an ECU pin.  
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Locate your ECU RPM signal wire and splice into the signal wire coming from your ECU.  
Check the output you are splicing into is a square wave that is switching between switching between 0V and 3.5-12 volts with an  
appropriate meter.  
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Connect the yellow RPM wire from the e-Boost to the spliced section of the ECU RPM out.  
Turn on the e-Boost2 and configure your signal to the number of cylinders or rotors your engine has using the CYL (cylinder)  
parameter located in the setup menu.  
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In live mode with your engine running press mode once to show live RPM. The display should be reading RPMx100 e.g. 015 on  
the display indicates 1500 RPM. If the display is not reading correctly re-check the cylinder configuration in the setup menu.  
Note: If the OEM tachometer does not display RPM after installing the E-Boost 2, a 2 ohm or higher resistor needs to be  
installed in line between the ECU RPM output pin and the E-Boost 2.  
The following points should be followed to connect your RPM signal to the negative terminal of an ignition coil. NOTE: Caution should  
be exercised when connecting to the negative terminal of an ignition coil and Turbosmart recommends an ECU connection where  
possible. IMPORTANT! The RPM signal should not be connected to a coil of a capacitive discharge ignition (CDI) system.  
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Check the signal from the negative terminal is a square wave that is switching between switching between 0V and 3.5-12 volts with  
an appropriate meter. If the voltage is below 3.5V (coil trigger signals tend to have a very low voltage) the e-Boost will not read a  
signal. In this case, a signal amplifier (also known as a tach adapter) must be used to boost the signal.  
Connect the RPM signal wire from the e-Boost2 to the negative terminal of an ignition coil or tach adapter (which ever method is  
used).  
Turn on the e-Boost2 and configure your signal to the number of cylinders or rotors your engine has using the CYL (cylinder)  
parameter located in the setup menu  
In live mode with your engine running press mode once to show live RPM. The display should be reading RPMx100 e.g. 015 on  
the display indicates 1500 RPM. If the display is not reading correctly re-check the cylinder configuration in the setup menu.  
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SL (Switch Logic)  
The e-Boost2 is capable of 9 different methods of boost switching.  
IMPORTANT! Before setting up your boost group switching you should know what boost pressure you achieve with each set-  
point setting in its relevant boost group. For example if you want to run four different boost levels you should set up four groups and  
test what each of your boost levels are before setting up switching between each boost group.  
ISP (Internal switching point): Switching between boost groups is achieved using the UP and DOWN Keys  
ESP (External switching point): Up to 4 boost groups can be selected directly by externally grounding or earthing the green and/or  
orange wires from the e-Boost2 loom to the chassis. The appropriate wire corresponding to the set point you wish to select is shown in  
the table below.  
Active set point  
Set point 1  
Set point 2  
Set point 3  
Set point 4  
Green wire  
Not connected  
Earthed  
Not connected  
Earthed  
Orange Wire  
Not connected  
Not connected  
Earthed  
Earthed  
BOD (Boost on demand): Allows you to select a boost set point for an inputted value of time before returning to the previous set point.  
When the BOD function is activated within the switch logic menu, an additional sub-menu will appear in bG2 and bG3 of the boost  
menu called bd2 and bd3. bd2 is the value of time in seconds, bG2 will be selected before returning to the previous set point. Bd3 is  
the value of time in seconds, bG3 will be selected before returning to the previous set point.  
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Earthing the green wire will trigger bG2 for the inputted value of time  
Earthing the orange wire will trigger bG3 for the inputted value of time  
Maximum time that a boost group can be selected is 99 seconds  
The boost and setup buttons on the e-Boost2 unit will function as normal in ISP mode.  
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SSA (Sequential switching function A): Allows you to sequentially switch between different boost settings. This switch logic could be  
applied in a situation where you want to have a different boost level in each gear.  
•
•
•
•
•
Earthing the green wire with a switch will scroll up a single set point.  
Earthing the green wire again will switch up another single set point.  
The maximum number of set points that can be switch up to is determined by nSP in the setup menu.  
Once the maximum set point is reached through switching further switching not increase the set point any higher.  
Earthing orange wire with a switch will reset and return to SP1.  
BOOST  
Boost Curve  
SP6  
SP5  
SP4  
SP3  
SP2  
SP1  
TIME  
Ground Orange  
Wire- Reset to SP1  
Ground Green Wire  
-
trigger up SP  
SSB (Sequential switching function B): Sequential Switching Function B allows you to sequentially switch up and down between  
different boost settings using external switches. This switch logic could be applied in a situation where you want to have a different  
boost levels in each gear.  
•
•
•
•
•
•
Earthing the green wire with a switch will switch up a single set point.  
Earthing the green wire again will switch up another single set point.  
The maximum number of set points that can be switch up to is determined by nSP in the setup menu.  
Once the maximum set point is reached through switching (note: will only switch up to SP6).  
Earthing orange with a switch will wire switch down a single set point.  
Earthing the orange wire again will down another set point. (note: will only switch down to SP1).  
Example Boost  
SP6  
BOOST  
SP5  
SP5  
SP4  
SP4  
SP3  
SP3  
SP2  
SP2  
SP1  
SP1  
TIME  
Ground Green  
Wire- trigger up SP  
Ground Orange  
Wire- trigger down  
SP  
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SSC (Sequential switching function C): Timed sequential switching function C allows the boost groups/set-points to be active then  
switched at predetermined time intervals. This switch logic could be applied in a drag racing situation where you want to switch boost  
levels at known time intervals within your elapsed time (ET).  
•
•
With SSC active dS1-dS6 will appear in each boost group.  
These time intervals can be entered as the amount of time you want each set point to be active before switching to the next  
set point.  
th  
•
•
Time delays are in increments of 1/10 of a second, with the maximum allowable being 99 seconds.  
dS1 will refer to the amount of time SP1 is active before switching to SP2, dS2 to the amount of time SP2 is active before  
switching to SP3 and so on.  
•
•
•
•
•
•
•
Earthing the orange wire with a switch will reset the timer and switch to SP1/BG1.  
Earthing the green wire will start the timer and the time interval dS1 during which SP1 will be active.  
At the end of the time interval dS1 the unit will switch to SP2 and SP2 will be active for the time interval dS2.  
The same procedure will happen for all active set points (determined by the nSP parameter in the setup menu)  
Once the last time interval has ended the unit will continue to operate at the final set point.  
Note to skip a set point/boost group set the dS parameter for that group to equal zero.  
This is a solely time based switching method and is not dependant on switching except for the reset to SP1 (earthing the  
orange wire) and a GO (earthing the green wire) which will start the timer.  
Example Boost  
BOOST  
SP6  
SP5  
SP4  
SP3  
SP2  
SP1  
dS2  
dS3  
dS4  
dS5  
dS6  
TIME  
Orange Wire -  
Reset Timer  
Green Wire –  
trigger to  
start timer  
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SSD (Sequential switching function D): Sequential switching function D is an advanced boost level switching function where you can  
configure a time delay to give either a drop in boost or a spike between switching boost levels. For example in a drag racing application  
you may want lower your boost during launch to maintain traction and spike your boost during gear changes to compensate for a drop in  
RPM.  
EXAMPLE 1: BOOST DIPPING BETWEEN BOOST LEVEL SWITCHING  
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•
•
•
•
Earthing the green wire will scroll up through set points starting at SP1 up to SP6 one at a time.  
Earthing the orange wire will reset and return to SP1 and dS1 (launch time delay)  
Activating SSD will display dS1-6 in their respective boost groups.  
These time intervals (dS1-6) can be used to give a dip in boost or spike in boost during the time delay.  
To create a dip in boost set the gate pressure to zero of the boost group that you are switching to. For example to dip the  
boost in the launch sequence set GP1 to zero as shown on the diagram below and define how long you want the boost to dip  
for in the time interval parameter dS1. To dip the boost when switching between boost levels eg between SP1 and SP2 set  
GP2=0 and dS2 equal to the amount of time you want the boost to dip for. The solenoid is in fact turned off during the time  
delay so the waste gate actuator is seeing manifold pressure. You will need to tune the time delay so that your boost does not  
drop too far during this time delay.  
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•
dS1 and SP1 will be active after a reset by earthing the orange wire through a switch.  
The first time interval will start once the green wire has been earthed and un-earthed. If this switch is setup on a clutch  
mounted the launch time delay dS1 will start when the switch is opened again. On a clutch mounted switch this could be when  
clutch is released for launch.  
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•
After the time delay associated with dS1 has elapsed, SP1 will continue to be active.  
SP2-6/dS2-6 will be triggered when the green wire is earthed through a switch. For example if the time delay is between gear  
changes the time will start when switch is closed e.g. on clutch mounted switch when clutch is depressed for the gear change.  
During the time delay the solenoid will be off hard (i.e. actuator seeing manifold pressure) if the gate pressure has been set to  
zero. Once the time delay has elapsed the boost level will switch to the subsequent set point boost level.  
•
Example Boost Curve - boost dipping  
BOOST  
SP6  
SP5  
SP4  
SP3  
SP2  
SP1  
SP1  
dS1  
dS2  
dS3  
dS4  
dS5  
dS6  
Time  
Orange - Reset  
GP1=0  
GP2=0  
GP3=0  
GP4=0  
GP5=0  
GP6=0  
Green – Trigger to  
Launch or up SP  
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EXAMPLE 2: BOOST SPIKING BETWEEN BOOST LEVEL SWITCHING  
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•
•
Earthing the green wire will scroll up through set points starting at SP1 up to SP6 one at a time.  
Earthing the orange wire will reset and return to SP1 and dS1 (launch time delay).  
To create a spike in boost during the time delay you must set the gate pressure for the relevant boost level higher than the  
boost level achieved with the set point. For example if you know that a SP2 value of 40 gives you a boost pressure of 14 psi  
you can spike your boost pressure to say 17 psi by setting GP2 = 17 psi.  
•
•
•
You must also set the time interval dS during which you want your boost spike.  
If your time interval (dS) expires before your gate pressure spike is reached the boost level will go to the SP boost level.  
If your gate pressure is reached before the time interval dS expires then the time interval will be cut short and the boost level  
will return to the boost level for the next set point.  
Example Boost Curve - Boost Spiking  
BOOST  
GP6  
GP5  
GP4  
SP6  
GP3  
SP5  
GP2  
SP4  
GP1  
SP3  
SP2  
SP1  
SP1  
dS1  
dS2  
dS3  
dS4  
dS5  
dS6  
Time  
Orange - Reset  
Green – Trigger to  
Launch or up SP  
EXAMPLE 3: COMBINATION OF BOOST SPIKING & BOOST DIPPING BETWEEN BOOST LEVEL SWITCHING  
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A combination of spikes and dips as shown below can be achieved through entering zero gate pressure where you want a dips and  
a gate pressure (the max of the spike) where you want a boost spike.  
Combination Curve  
BOOST  
GP5  
SP6  
GP6  
GP3  
SP5  
SP4  
GP4  
dS4  
GP1  
dS1  
SP3  
SP2  
GP2  
SP1  
SP1  
dS2  
dS3  
dS5  
dS6  
Time  
Orange - Reset  
Green – Trigger to  
Launch or up SP  
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SSE (Sequential switching function E): Timed sequential switching function E allows the set-points to be mapped and switched  
during a predetermined time interval.  
•
•
•
dS1-6 is the amount of time you wish each boost group to be active for, up to a maximum of 99 seconds. dS can be entered  
in 0.1s increments – 6 seconds = 060  
Only the first 4 seconds of each boost group can be mapped and the last set point value that is mapped will continue to be  
active for remainder of the time delay (if set longer than 4 seconds).  
The first 4 seconds can be mapped in 0.2 second intervals which means you can have up to 20 mapped set point values  
within the first 4 seconds of the boost group.  
•
•
•
Entering a value in the SP parameter of the boost group will paste this value through all time increments.  
Gate pressure is not available with this function and will no longer be visible in the boost group.  
dS1 will refer to the amount of time BG1 is active before switching to BG2, dS2 to the amount of time BG2 is active before  
switching to BG3 and so on.  
•
This is a solely time based switching method and will not be dependant on switching except for a reset to SP1 (earthing the  
orange wire) and a GO (earthing the green wire) which will start the timer.  
Example 1: dS1=4s with 4s map defined  
60  
50  
40  
30  
20  
10  
Set point  
0
10  
12  
BG1 Map  
dS1 = 4s  
20 Points)  
(
Orange – Reset  
Green – Start  
Timer  
Example 2: dS1=4s, dS2=4s with 8s map defined  
60  
50  
40  
30  
20  
10  
0
Set point  
12  
0
BG1 Map  
4
BG2 Map  
8
10  
dS2 = 4s  
dS1 = 4s  
(20 Points)  
(20 Points)  
Orange – Reset  
Green – Start  
Timer  
Example 3: dS1-6=4s – Maximum 24s of full mapping  
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60  
Set point  
40  
30  
20  
10  
0
0
4
8
12  
16  
20  
24  
26  
BG1  
BG2  
BG3  
BG4  
BG5  
BG6  
dS1 = 4s  
(20 Points)  
dS2 = 4s  
(20 Points)  
dS3 = 4s  
(20 Points)  
dS4 = 4s  
(20 Points)  
dS5 = 4s  
(20 Points)  
dS6 = 4s  
(20 Points)  
Orange – Reset  
Green –  
Start Timer  
Example 4: Time delays as shown with mapping for first 4s then remainder of dS on last map point  
60  
Set point  
40  
30  
20  
10  
0
0
4
10  
16  
20  
24  
30  
34  
40  
44  
50  
54  
60  
64  
70  
BG1  
BG2  
BG3  
BG4  
BG5  
BG6  
dS1 = 10s  
dS2 = 10s  
dS3 = 10s  
dS4 = 10s  
dS5 = 10s  
dS6 = 10s  
Orange – Reset  
Green –  
Start Timer  
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SSF (Sequential switching function F): Timed sequential switching function F allows the set point values to gradually increase  
over time. This switch logic could be applied in a drag racing situation where you want to gradually increase boost levels over a  
desired time interval within your elapsed time (ET). The Set point value will increase linearly between the user defined set point  
targets, e.g. If SP1 was 20 and SP2 was 50 and the delayed time was 5 seconds, when the timer is started, it would start at SP1  
and over 5 seconds, gradually ramp up to SP2  
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With SSF active dS1-dS6 will appear in each boost group.  
These time intervals can be entered as the amount of time you want each set point to be active before switching to the next  
set point.  
th  
•
•
Time delays are in increments of 1/10 of a second, with the maximum allowable being 99 seconds.  
dS1 refers to the amount of time that it will take SP1 to gradually increase to SP2, dS2 refers to the amount of time that it will  
take SP2 to gradually increase to SP3 and so on.  
•
•
•
•
•
•
Earthing the orange wire with a switch will reset the timer and switch to SP1/BG1.  
Earthing the green wire will start the timer at SP1  
The same procedure will happen for all active set points (determined by the nSP parameter in the setup menu)  
Once the last time interval has ended the unit will continue to operate at the final set point.  
To skip a set point/boost group, set the dS parameter for that group to zero.  
This is a solely time based switching method and is not dependant on switching except for the reset to SP1 (earthing the  
orange wire) and a GO (earthing the green wire) which will start the timer.  
BOOST  
SP6  
SP5  
SP3  
SP2  
SP4  
SP1  
TIME  
Orange Wire -  
Reset Timer  
Green Wire –  
trigger to  
start timer  
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Electrical schematic for Timed Switching Boost Control Applications (via using 5-pin automotive relay)  
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AU (Auxiliary output)  
The e-Boost2 has an auxiliary output function designed to control an auxiliary device once a certain boost pressure or RPM value is  
reached i.e. water spray, water injection, warning light or nitrous controller. This circuit can be used to control a resistor type  
automotive relay with a maximum current draw of 2 amps.  
There are four options bOn, bOF, rOn and rOF. The boost setting on (bOn) and off (bOF) value will be entered in the units that are  
currently selected for display. Between the bOn and bOF values the auxiliary output circuit will be closed and therefore will switch the  
relay on.  
The RPM setting on (rOn), and off (rOF) are entered as RPM x 100 e.g. if 5000 RPM is the desired setting the user will input 050.  
Between the rOn and rOF values the auxiliary output circuit will be closed.  
If the bOF or rOF is set to zero there will be no off and the circuit will remain closed until boost or RPM drops below the rOn or bOn  
value. If using a boost setting only to switch the relay the RPM parameter values should be set to zero to turn off or vice versa.  
If using the auxiliary circuit as a nitrous controller, you can enter all four user definable parameters bOn, bOF, rOn, and rOF. The  
auxiliary circuit will be closed when boost and RPM fall with the window created by these four parameters. That is when boost pressure  
is between bOn and bOF AND when RPM is between rOn and rOF.  
AU on in  
window  
Bof  
Bon  
Ron  
Rof  
LE1/LE2 Shift/warning lights (LED 1/LED 2)  
The e-boost2 has 2 LED outputs that can be used as shift lights or boost level warning lights. These LED outputs can be configured to  
turn on and off at any boost pressure or engine RPM. Within the LE1/LE2 menus there are 5 parameters bOn (Boost pressure on), bOF  
(Boost pressure off), rOn (RPM on), rOF (RPM off) and rFL (RPM flashing).  
Between the on and off values the LED will be illuminated. If the bOF or rOF is set to zero there will be no off and the LED will remain  
illuminated until boost or RPM drops below the bOn or rOn value.  
You can also set a flashing warning RPM value rFL (RPM flashing) at which the led will flash until rOn is reached. Once rOn is reached  
the LED will turn on solid. rFL must be set to an RPM less than rOn. Setting rFL to zero will disable the flashing output.  
Boost values are entered in the units currently selected for boost pressure display. RPM values are entered as RPM x 100 e.g. if 5000  
RPM is the desired setting then input 050. If using a boost setting, RPM values should be set to zero to turn them off. If using a RPM  
setting the boost parameters should be set to zero to turn them off.  
The four wires associated with these two outputs are wired into a 4 pin plug located beside the main harness 8 pin plug. A single or  
double LED accessory kit is available from Turbosmart that plugs directly into the eboost2 LED output with no additional wiring  
necessary.  
If rOn, rOF, bOn and bOF values are entered on 1 LED, the LED will illuminate only when the RPM set points have been reached. The  
boost values are redundant.  
AL (Audible alarm)  
The e-Boost2 has an audible alarm function that sounds the internal buzzer once a certain boost pressure or RPM is achieved. The  
audible alarm is factory set to 15 psi (1 bar or 100 kPa) but can be programmed for any boost pressure or RPM. Within the AL  
parameter there are four options bOn, bOF, rOn and rOF.  
The boost setting on (bOn) and off (bOF) values are entered in the units that are currently selected for display. Between the bOn and  
bOF values the buzzer will be activated.  
The RPM setting on (rOn), and off (rOF) are entered as RPM x 100 e.g. if 5000 RPM is the desired setting then input 050. Between the  
rOn and rOF values the buzzer circuit will be closed.  
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If the bOF or rOF is set to zero there will be no off and the buzzer circuit will remain closed until boost or RPM drops below the rOn or  
bOn value. If using a boost setting RPM values should be set to zero to turn off or visa versa. Setting these parameters to zero will  
disable them as parameters.  
If rOn, rOF, bOn and bOF values are entered, the alarm will sound when either the boost or the RPM value is reached and will turn off  
when the boost or RPM drops below the set point or both values reach there respective bOF and rOF values.  
dS (Delayed switching)  
This function is for use with set point switch logics ISP/ESP/SSA/SSB and is designed to create a delay between set point switching  
and activation. The time delay will be between when a subsequent set point is switched and when it actually changes i.e. the current set  
point will continue functioning until the time delay has elapsed. dS1 in boost group 1 applies to the time delay when switching to SP1,  
dS2 in boost group 2 applies to the time delay when switching to SP2 and so on. To use time delay between set point switching and  
activation, dS must be ON. In the SETUP Parameter Menu you can activate or de-activate this function. If this function is de-activated  
all menus relating to the time delay are hidden from the Boost Menu i.e. dS1 – dS6 in respective boost group. Once dS is activated in  
the SETUP Parameter Menu, you can enter the delay time in the Boost Group.  
Note: Activating SSC/SSD and SSE also brings up the dS parameter in the boost group. Refer to section 5.6 for further details on the  
set point switching logic and what this parameter applies to.  
COr (Boost correction)  
This function is use to reduce or eliminate boost drop off at high RPM. Switching this function on will display the boost correction menu  
in the boost group menu. This function is best performed on a chassis dyno where the graph of the boost curve can be displayed and  
accurately interpreted.  
The boost correction function requires 3 parameters to work; the START RPM, the END RPM and the correction factor.  
START RPM (RP1): This is the engine RPM at which boost begins to drop off.  
END RPM (RP2): This is the engine RPM at which you want to turn off the boost correction function, normally set at redline.  
Correction factor (FAC): The percentage at which boost is dropping off between the START and END RPM.  
Example:  
The following boost curve shows that between 5000 and 7000 RPM, the boost drops off from 15 PSI to 10 PSI.  
Boost curve before COR is setup  
To reduce or eliminate this boost drop off, you need to input the following values:  
RP1 = 050 (5000 RPM)  
RP2 = 070 (7000 RPM)  
FAC = 100 - [(10 ÷ 15) X 100] = 33  
Boost curve after COR is setup  
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rSP (RPM based set point mapping)  
This function allows you to map your boost curve against RPM. You can enter set point (SP) values against RPM values so you can  
tailor you boost curve. The RPM values are mapped in increments of 500 or 1000 RPM depending of the maximum RPM selected. RPM  
is displayed on the readout as RPM x100 eg 005 (5 x 100RPM) is 500 RPM.  
At each increment the desired offset which in turn gives you a boost pressure can be defined. When this function is turned on the RPM  
points 005, 010, 015, 020 through to 190, 195, 200 will appear in each boost group. Entering a value in the Boost Set Point (SP)  
parameter of the boost group will paste that value through all RPM points. This gives a starting point to adjust from.  
When activating this function 3 options are available off, 10 and 20. Selecting 100 will give a max RPM of 10000 with 500 RPM  
increments and selecting 200 will give a max RPM of 20000 and 1000 RPM increments. You could use this function to smooth out dips  
in your normal boost curve at certain RPM by enter higher set point values for these RPM.  
Note this function is available for use with ISP, ESP and SSA-SSC. This function is cannot be turned on if SSD or SSE is on and if SSD  
or SSE is activated with rSP already then rSP will be turned off. RSP also cannot be used at the same time as COR (turning rSP on  
with COR already on will turn off COR).Gate pressure can be used with this function  
Different SP values  
mapped at different  
RPM points  
RPM (x 100)  
005 010 015 020 025 030 035 040  
Pin (Security Pin number)  
The user or workshop can set a 3 digit password that will lock the boost menu, obS, SL, rSP, COR, dS, nSP, and CYL parameters for  
editing. The default code is 000 set from the factory. If the code has not been changed then the unit will be fully accessible and  
everything will be available for editing. As soon a different value is entered under the PIn parameter in the setup menu this will be the  
new password.  
Once a password has been set under PIN in the setup menu pressing mode and down to access the boost menu will bring up a 3 digit  
prompt (triple zeros) where a PIN must be entered correctly to enter the boost group and unlock the unit.  
Once a password has been configured the obS, CYL, SL, rSP, COR, dS, nSP, in the setup menu will be masked and not available for  
editing. To unmask these parameters go to the PIn parameter and enter the current password to unlock the setup parameters for  
editing. Alternatively enter the correct PIN in the boost group prompt and the entire unit will be unlocked until the PIN is re-entered in the  
PIN parameter to re-lock the unit.  
Applying the factory reset will reset the code and reset all stored values to the factory defaults. This function enables workshops or  
tuners to lock their setup against tampering. Returning the PIN to 000 will de-activate the password protection.  
Ser (Serial Number)  
The serial number of your e-Boost2 unit can be displayed on the screen. This can be useful for technical support. The number will scroll  
through 6 numbers.  
Sol (Solenoid Cycle)  
This function is used to check whether the solenoid is properly connected to the head unit. Selecting this function will cause the solenoid  
to cycle (click) 4 times.  
ZEr (Gauge Zero)  
The e-Boost2 is factory calibrated to read zero at standard atmospheric pressure and temperature. The e-Boost2 is altitude  
compensated however a large change in temperature can cause the display to read slightly above or below zero even when there is  
zero pressure applied to the e-Boost2. This function allows you to re-zero the e-Boost2 display. IMPORTANT! Before using the zero  
function ensure there is no boost or vacuum pressure or trapped pressure in the e-boost hose before re-calibration.  
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rES (Reset)  
This function performs a factory reset and returns all the settings back to factory default.  
VEHICLE WIRING DIAGRAMS  
Following are vehicle specific ECU wiring diagrams for connecting the yellow RPM signal wire. Turbosmart recommends consulting an  
appropriately qualified technician for this installation. Be sure to count the number of pins and securely connect the yellow RPM wire to  
the appropriate ECU wire. Be sure to cover any exposed connections with electrical tape. Included with the kit are some resistors that  
can be added in line with the RPM signal to the head unit from the instrument cluster if the tachometer stops displaying RPM but the  
Eboost2 does display RPM. If 1 resistor does not fix the issue, add another resistor inline.  
ECU DIAGRAMS ARE  
VIEWED  
FROM FRONT ON  
Each diagram has the ECU locations specified by the key and diagram below.  
A Passenger Side Lower  
Dash  
F Under the driver seat  
G Under the passenger  
seat  
K Right of the centre console  
B Left of the glove box  
L Engine bay  
C Passenger Side foot rest  
D Behind the glove box  
E Behind the centre console  
H Near the steering column  
I Right of the meter panel  
J Driver side lower dash  
M Front side of the boot  
N Back of the driver seat  
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TOYOTA SOARER JZZ30 1JZ-GTE 91.5 ~ ONWARDS  
ECU location: C  
RPM2  
RPM1  
TOYOTA SUPRA JZA80 – 2JZ-GTE  
ECU location: C  
TOYOTA SUPRA JZA80 – 2JZ-GTE M/T ONLY  
ECU location: C  
NISSAN 300ZX Z32 VG30DETT 89.7 ~ ONWARDS  
NISSAN SKYLINE R33 RB25DET 93.8 ~ 95.12  
NISSAN SKYLINE R32 RB20DET 89.5 ~ 93.7  
NISSAN 200SX S14 SR20DET 93.10 ~ 96.5  
NISSAN SILVIA S13 CA18DET 88.5 ~ 91.1  
NISSAN 180SX RS13 CA18DET 89.3 ~ 90.12  
ECU location: A  
RPM  
NISSAN SKYLINE R34 RB26DETT 99.1 ~ ONWARDS  
NISSAN SKYLINE R33 RB26DETT 95.1 ~ 98.12  
NISSAN SKYLINE R32 RB26DETT 89.8 ~ 94.12  
ECU location: A  
Note: Please add a 2k ohm resistor in line for RPM signal  
RPM  
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NISSAN SKYLINE R34 RB25DET 98.5 ~ ONWARDS  
ECU location: A  
Note: Please add a 2k ohm resistor in line for RPM signal  
RPM  
NISSAN SKYLINE R33 RB25DET 96.1 ~ 98.4  
ECU location: A  
Note: Please add a 2k ohm resistor in line for RPM signal  
RPM  
ECU location: A  
NISSAN SKYLINE R31 RB20ET 87.8 ~ 89.5  
Note: Please add a 2k ohm resistor in line for RPM signal  
RPM  
NISSAN SILVIA S15 SR20DET 99.1 ~ ONWARDS  
NISSAN SILVIA S14 SR20DET 96.6 ~ 98.12  
NIISAN PULSAR GTIR N14 SR20DET 90.8 ~94.12  
ECU location: A  
ECU location: E  
RPM  
NISSAN SILVIA PS13 SR20DET 91.1 ~ 93.9  
NISSAN 180SX RPS13 SR20DET 91.1 ~ 96.7  
ECU location: A  
RPM  
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NISSAN 180SX RPS13 SR20DET 96.8 ~ 98.12  
ECU location: A  
RPM  
MITSUBISHI GTO Z16A 6G72 90.10 ~ ONWARDS  
MITSUBISHI LANCER CE9A 4G63 93.10 ~96.7  
ECU location: B  
&
CD9A 4G63 92.10 ~ 93.9  
RPM  
MITSUBISHI ECLIPSE D32A 4G63 95.6 ~ ONWARDS  
MITSUBISHI LANCER CP9A 4G63 99.1 ~ ONWARDS  
MITSUBISHI LANCER CP9A 4G63 98.1 ~ 98.12  
MITSUBISHI LANCER CN9A 4G63 96.8 ~ 97.12  
ECU location: E  
ECU location: B  
RPM  
Note: For your rpm signal to work correctly with this ECU you may need to place a 3.3K ohm ¼ watt  
resistor (Colour code: orange, orange, orange, gold) in series with the yellow rpm input wire before  
connecting to the ECU.  
MITSUBISHI ECLIPSE D27A 4G63 89.11 ~ 95.6  
ECU location: E  
RPM  
MAZDA RX-7 FC3S 13B 88.9 ~91.11  
ECU location: C  
RPM  
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MAZDA RX-7 FD3S 13B-REW 91.12 ~95.11  
ECU location: A  
RPM  
MAZDA RX-7 FD3S 13B-REW 95.12 ~ONWARDS  
ECU location: A  
RPM  
MAZDA RX-7 FC3S 13B 85.19 ~88.8  
ECU location: C  
RPM  
SUBARU LEGACY BC5 & BF5 EJ20G 89.2 ~ 93.9  
ECU location: H  
SUBARU IMPREZA GC8 EJ207 & GF8 EJ205 98.9 ~ ONWARDS  
ECU location: C  
Note: For your signal to work correctly with this ECU you will need to place a 2K ohm ¼ watt resistor  
(Colour code: red, black, red, gold) in series with the yellow rpm input wire before connecting to the ECU.  
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SUBARU IMPREZA GC8 & GF8 EJ20K 96.9 ~ 98.8  
SUBARU LEGACY BD5 & BG5 EJ20H 93.10 ~ 96.5  
SUBARU LEGACY BD5 & BG5 EJ20H A/T 96.6 ~ 98.5  
ECU location: C  
ECU location: C  
ECU location: C  
SUBARU IMPREZA WRX 2002  
ECU location: C  
B134  
B135  
B136  
1
1
1
RPM  
SUBARU LIBERTY B4  
ECU location: C  
B134  
B135  
B136  
B137  
B84  
1
1
1
1
1
RPM  
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SUBARU STI 01 - 02  
ECU location: C  
B134  
B135  
B136  
B137  
B84  
1
1
1
1
1
RPM  
SUBARU STI 03 - 04  
ECU location: C  
B134  
B136  
B84  
B135  
B137  
1
1
1
1
1
RPM  
TROUBLESHOOTING  
The following points should be checked if you find that your engine is over-boosting, under-boosting or the boost pressure is fluctuating  
erratically. Please note the following checks will cure 99% of problems experienced when fitting a Turbosmart e-Boost2.  
-
-
-
-
-
Check that the e-Boost solenoid is installed correctly.  
Ensure the factory boost control solenoid is not connected in the hose between the pressure source and the waste gate actuator  
Ensure the length of the waste gate actuator rod has not been modified, refer to the manufactures specifications  
Check to see if the e-Boost solenoid is not blocked or contaminated with dirt, oil build up or debris  
Check the joining hoses for splits, cracks or loose connections and ensure they are not blocked, kinked or restricted, particularly if  
the existing hose was reused  
-
-
-
-
-
-
-
-
Pressure test the waste gate actuator for leakage, the diaphragm or housing may be cracked or split  
Ensure the smooth and free operation of the waste gate arm in the turbo exhaust housing.  
Check that the hose between the e-Boost and the inlet manifold is not obstructed, broken or kinked.  
Check that the OBS is set higher than the boost pressure you are aiming for.  
Check the Blow-off Valve for leakage, some are used as over-boost valves  
Gate pressure maybe set too close to your actual boost pressure  
Ensure correct sensitivity setting.  
Use the Solenoid check function to determine whether the solenoid is electrically connected to the head unit.  
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TURBOSMART  
ONE YEAR LIMITED WARRANTY  
Turbosmart is a company built on Customer Satisfaction and Service. That is why all of our products go through regimented test procedures before they are packaged and shipped. Turbosmart stands  
behind its products for one full year after purchase. Terms of Warranty, Service and Returns are as follows:  
Limited Warranty: Turbosmart warrants its products to be free from defects in material and workmanship under normal use and if properly installed for a period of one year from date of purchase. If found  
to be defective, it will be replaced or repaired if returned prepaid along with proof of date of purchase. This shall constitute the sole remedy of the purchaser and the sole liability of Turbosmart to the extent  
permitted by law, the foregoing is exclusive and in lieu of all other warranties or representations whether expressed or implied, including any implied warranty of merchantability or fitness. In no event shall  
Turbosmart be liable for special or consequential damages. This warranty is only valid on products purchased from Turbosmart Authorized Dealers.  
Service: After the warranty period has expired, repair service is charged based on a minimum and maximum charge rate. (Contact Customer Service for current rate).  
Returns: When returning a Turbosmart product for repair, it must be accompanied by a completed Customer Warranty Form and RMA number. To access this form please go to our website  
www.turbosmartonline.com and you will find it on the Downloads page.  
THE TURBOSMART PLEDGE  
DO NOT USE ANY TURBOSMART PRODUCT UNTIL YOU HAVE CAREFULLY READ AND UNDERSTOOD THE FOLLOWING AGREEMENT.  
Please call if you have any questions or do not understand this agreement. Refer to our brochure, website or catalogue for terms and conditions and further information regarding your product. Turbosmart  
appreciates your business and pride ourselves on our customer service. We are always happy to offer you advice and will provide you with help in any way we can. The purpose of this agreement is to  
avoid any problems or hard feelings.  
We sometimes make mistakes, as do our dealers, distributors and suppliers. Even customers can sometimes order the wrong parts. Do not use, modify, install, trial assemble, nick, drop, scratch or adjust  
any part until you first check for any damage. Damage must be reported immediately. NO EXCEPTIONS. If there are any components missing please contact your authorized reseller immediately upon  
receipt of your shipment. Missing components must be reported within five (5) business days of receipt. Parts returned for any reason MUST BE IN RESALABLE CONDITION. It is YOUR responsibility,  
“THE CUSTOMER” to carefully package any returns to avoid shipping damage. Insurance is highly recommended. Credit cannot be issued for damaged goods.  
Turbosmart warranties the quality of the products it designs and manufactures to be free of defects in material and workmanship. This limited warranty is extended only to the original purchaser and may not  
be transferred or assigned. This limited warranty applies to any product, which after careful inspection by Turbosmart, after receipt of the product from our authorized reseller, is found to have a defect in  
either material or workmanship. Any modifications to the product will void any and all warranties and will not be exchanged. Before installation, check new car warranty. Turbosmart is not responsible for  
voiding any original manufactures warranty.  
All warranty claims must be returned to the nearest Turbosmart Office, you must return the product and sales receipt, at your own expense, accompanied by the Customer Warranty Form stating the reason  
for the claim. Proof of purchase must be provided with any warranty claim and will be verified with the authorized reseller from which the product was purchased.  
If all the above procedures are followed, and the product is found to be defective in either workmanship or material, Turbosmart shall either repair or replace the product, at its sole discretion, and sole cost.  
This limited warranty does not cover or apply to any personal injury, labor charges or any other incidental costs or damages caused by the defective product. The individual purchaser acknowledges and  
agrees that the disclaimer of any liability for personal injury is a material term for this agreement and the individual purchaser agrees to indemnify Turbosmart and to hold Turbosmart harmless for any claim  
related to the item of the equipment purchased. Under no circumstances will Turbosmart be liable for any damages or expenses by reason of use or sale of any such equipment.  
THIS LIMITED WARRANTY IS THE ONLY EXPRESS WARRANTY, WHICH APPLIES TO TURBOSMART PRODUCT AS EXPRESSLY GIVEN IN LIEU OF ANY OTHER WARRANTY EXPRESSED OR  
IMPLIED, INCLUDING THAT OF MERCHANTABILITY. ANY IMPLIED WARRANTY INCLUDING THAT OF MERCHANTABILITY AND/OR FITNESS FOR A PARTICCULAR PURPOSE IS HEREBY  
LIMITED BY THE SAME TERMS AND TIME LIMITATIONS SET FORTH IN THIS LIMITED EXPRESS WARRANTY AND OTHERWISE EXCLUDED. EXCEPT FOR THOSE OBLIGATIONS ASSUMED  
HEREIN, TURBOSMART ASSUMES NO OTHER OBLIGATIONS IN CONNECTION WITH THE SALE OF ITS PRODUCTS.  
IN THE EVENT THAT THE INDIVIUDAL PURCHASER DOES NOT AGREE WITH THIS AGREEMENT THE BUYER MAY PROMPTLY RETURN THIS PRODUCT, IN  
A NEW AND UN-USED  
CONDITION, WITH A DATED PROOF OF PURCHASE, TO THE PLACE OF PURCHASE WITHIN SEVEN (7) DAYS FROM THE DATE OF PURCHASE FOR A FULL REFUND. THE INSTALLATION OF  
THIS PRODUCT INDICATES THAT THE INDIVIDUAL PURCHASER HAS READ AND UNDERSTOOD THIS AGREEMENT AND ACCEPTS ITS TERMS AND CONDITIONS.  
Happy motoring!  
The Turbosmart Team.  
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