Tuning Alliance

pm sent.

YAH! -Brian

A4? Who owns an A4? -B

Yup! -Brian

woot! and yes we do! Both me and Mike have GSX's lol -Brian

-Brian

He did not, however I'm not looking for one =p My daily is my 08 Legacy GT with vf52 and supporting mods+ fms fmic. Other car is my 97 Eclipse GSX (yes, tuning alliance has 2 GSX's lol). -Brian

Could be sensor, cam sprocket or AVCS solenoid issue. I have seen the solenoid break and they can send metal into the oil system. I would remove the solenoid and inspect, possibly replace it.

Rides real nice! =) -Brian

+1 on the Grimmspeed TMIC, we sell a lot of these. Quality is second to none. -Brian

ETUNE SALE still going on! Get your's started! Sale ends Sunday!

Okay cool.

Are you looking on a phone or computer? I'm seeing them in google chrome browser on my PC. -Brian

Glad we could be of help!!

Thank you much! I hope everyone has a great Holiday! :wub:

Revision sent last night.

Looks like the c-clip is on the underside if the pic im looking at is accurate. Might be a pain but doable.

I would next try, to disconnect the flap so its flopping and open. See if it persists or give you no boost. Sorry if you have already tired this I didn't go back and read all the posts.

People keep asking and I find myself explaining this stuff twice a day. Time to get it out there then I can just link people to it. More to come!!!

Reserved

Reserved (***under construction***)

Next I want discuss the reality of putting a larger compressor or turbine wheel inside a stock housing. When you machine the stock turbine housing to accept a larger wheel, there are some disadvantages to be noted. A stock turbine housing has internal passages which are carefully sized in volume, width, and the delivery channel which directs flow on to the blades is a matching dimension. This gives the most effective delivery of exhaust into the wheel. If you install a larger wheel there is now a mismatch of these dimensions and a portion of the trailing edge of the blades that is not in fact hit directly with exhaust as it would in a turbine housing design for that turbine. Many people only think about the increase in diameter when they are picturing the larger wheel inside the housing. I'm not saying it doesn't work, as it does work. What I'm saying that all of the bolt-on upgraded turbos, do not have the proper volume or channel to drive the turbine at its maximum efficiency. The same thing goes for the compressor housing. Other aftermarket non bolt-on turbos spool faster and are more efficient due to this fact. This is why I often urge people to use either a OEM turbo or a full rotated setup with a fully matched configuration. http://i463.photobucket.com/albums/qq357/tuningalliance/turbine_1.jpg http://i463.photobucket.com/albums/qq357/tuningalliance/detail%20turbine_1.jpg

I've been talking to a lot of people with upgraded oem style turbos VF40, VF46, VF52, and so on. I wanted to post my thoughts on what is an effective upgrade and what is not from a turbo geometry perspective. For example, I dont advise installing a larger compressor wheel on a VF40 as that configuration is already largerly turbine restricted. Installing a bigger comp wheel further unbalances the flow rates, increases back pressure at full boost, and may hurt power levels overall. (***under construction***) http://i463.photobucket.com/albums/qq357/tuningalliance/comparo.png I'd like to talk about wheel sizing between compressor and turbines. As you can see I highlighted the "Inlet/out" ratio, which is simply the inlet diameter (compressor inducer) divided by the outlet diameter (turbine exducer). A perfect turbo would have a 1.00 ratio, and as you can see a GTX3582R is pretty darn close. A value over 1.00 indicates the turbine section is the restriction point, where as a value under 1.00 indicates a compressor restriction point. A stock VF40 has a 1.08 ratio. Meaning is largely turbine restrictive, and upgrading the compressor will only worsen this ratio, and will not allow for additional power as the small outlet is the overall restriction point. This turbo would likely benefit from turbine wheel clipping or turbine housing porting. As upgrading the turbine section doesn't really make financial sense. A stock VF52 has a 0.96 ratio, meaning it could benefit from a little bit bigger compressor inlet size. So a little larger billet wheel could be a helpful upgrade.

Log it and post the actual boost curve.