I might be misunderstanding what you are saying--It doesn't quite
work the way I think you have described--Here is breakdown of
how the whole adaptive boost control system works--
The wastegate allows exhaust gas to bypass the exhaust turbine,
ofcourse. The electrovalve on the N9TEA is placed inline with
the hose to the wastegate actuator.
There are three connections on the electrovalve--
Pressure from intake (after turbo)
Pressure to wastegate actuator
Bleed to atmosphere (which goes to intake hose just after airflow
meter)
When you crank the car up, and hit the gas pedal, the electrovalve
is pulsed by the ECU. The pulse openes and closes the bleed orifice.
As this point, the electrovalve is bleeding a lot of pressure, i.e.,
there is very little pressure acting upon the wastegate actuator.
When the ECU deems it necessary to reduce boost pressure, it reduces
the "on-time" of the electrovalve, causing more pressure to reach
the wastegate actuator. This increase in pressure causes the wastegate
to open, thereby reducing boost pressure.
Disconnecting the electrical connection to the electrovalve
causes the N9TEA to act like an N9T or N9TE--but boost pressure
will be pretty low, because NO pressure is being bled--all of it
is going to the wastegate actuator.
BTW, closed and light throttle conditions result in no signal
to the electrovalve--I guess to reduce wear on the solenoid.
Joe