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This is commonly referred to as gauge pressure. Boost pressure is relative to absolute pressure - as one increases or decreases, so does the other. It is a one-to-one relationship with an offset of -100 kPa for boost pressure. Thus, a MAP sensor will always read 100 kPa more than a boost sensor measuring the same conditions.
Boost gauge on a Ford Focus RS (left) 30 psi Boost gauge Top: Turbo/APC boost gauge in a Saab 900. A boost gauge [1] is a pressure gauge that indicates manifold air pressure or turbocharger or supercharger boost pressure [2] in an internal combustion engine. They are commonly mounted on the dashboard, on the driver's side pillar, or in a radio ...
In 1990 a MAP boost sensor was added to the VS1400 model to increase highway mileage. This correlated to a change in the ignitor unit, which went from a two socket 4/6 pin configuration, to a 4/9 pin configuration, with the left/right orientation of the two sockets reversed.
A 3-port solenoid-type boost controller A 4-port solenoid-type boost controller (used for a dual-port wastegate). The purpose of a boost controller is to reduce the boost pressure seen by the wastegate's reference port, in order to trick the wastegate into allowing higher boost pressures than it was designed for.
Wastegate sizing is inversely proportional to the desired level of boost and is somewhat independent of the size or power of the engine. One vendor's guide for wastegate sizing is as follows: [9] big turbo/low boost = bigger wastegate; big turbo/high boost = smaller wastegate; small turbo/low boost = bigger wastegate
The white area on the left side of the scale shows manifold vacuum under normal driving conditions, the short white dash is atmospheric pressure (engine off), the orange scale is where there is safe turbo boost, the red scale is boost above 0.5 - 0.7 bar where the wastegate may be opened or a fuel cut due to overboost may occur.
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One method to avoid this issue is by locating the airflow sensor downstream of the blowoff valve (known as a blow-through setup, as opposed to the traditional draw-through setup). By using a blow-through method, the MAF won't be affected by the blowoff valve opening, since the pressure is vented before the air reaches the MAF.