eckseleven

I have an exciting update. Nameless just responded to my email. Sounds like they are going to do some investigation/comparisons with the old and new DP on someone's car and get back to the community with their findings.

Mike from Tuning Alliance got back to me on my first set of logs and provided a revision to the tune. Says things look pretty good. So it seems to me that with the stock midpipe and weather this time of year I'll be ok with this DP. Still is a bummer that the DP didn't live up to the promises and allow me to use the rest of my pricey AVO exhaust. But I'm happy to be able to drive normally again and really get in to the boost.

Coming up on a week since I emailed Nameless. No response.

I found the rod difficult to see from below (although I didn't bother removing any heat shields). I ended up using the scope for that as well. Here is a video of the experiement I posted several pages back:

I did this after I already knew I had a problem and had disassembled it and tapped with a hammer. Put the scope in there to take a peak at things afterwards. What may be easier to see if you have interference is to take a hand pump and pressurize the actuator. The shop I had went to did this and could hear a distinct metal-on-metal noise when the flapper hit.

I did. Phase 2.

Just as a refresher for everyone for what I've been through - Phase 1 Started out with full AVO cat back. After resolving the initial problem with the flapper not opening (by hitting the tube with a hammer to make clearance) car would still overboost triggering a CEL. This would easily happen in a 3rd gear pull. I'd be at 21 psi before reaching 4k RPM. Temp at the time was ~40. This was with a temporary tune set to 0 WGDC. Phase 2 Switched to stock cat back Temps now 50-60. Could no longer hit boost cut and throw CEL in a 3rd gear pull. But despite running a 0 WGDC map, boost would creep to ~18 psi. Phase 3 Switched to AVO axle back Temps still 50-60, still using temp map. Boost still creeping to ~18 psi. I've heard conflicting thoughts on how much boost you should see with a 0 WGDC map, but my former tuner said "boost should be lower than 15 psi, but if you get boost creep it may reach 15 psi". So to me this indicates the DP does not deliver on the promise of no boost creep. As for why some of you would hit 20 psi and beyond with a stock cat back on a hotter day, I don't know. Perhaps the flapper can't open or can only partially open?

Well thanks for thinking of me! Still on the fence about what I want to do. In the process of etuning now and kinda want to see where that goes. I don't doubt I'll still have overboost problems when it gets colder. Time will tell if I'll be able to live with that. Now if Nameless stepped up with some sort of compensation for all of this I may consider going a different DP route altogether. Not holding my breath though.

Oh, wow and for $424 shipped. That's a steal.

No that wasn't me. I got the AVO cat back years ago with the intention of getting the AVO DP since it was the nicest one available at the time. Wish I had stuck with that plan lol! The AVO DP should bolt up to the Nameless front pipe. I'm running the reverse setup and it bolted up fine. That's interesting what he found. I have one set of logs sent out to him for my etune. I'm certainly no expert on the matter, so I can't say for sure how good the log looked. I hit a peak of ~18.25 psi and WGDC was around %50. Not sure what he set the boost targets to. Air temp was 105.

I assume it was confirmed that the flapper can open all the way? Also, what exhaust are you running?

First log submitted to Tuning Alliance.

Yes.

Can't wait for results. I decided to pull the trigger on an e-tune with TA. Currently have the base map in my inbox, haven't had a chance to flash yet. Hopefully this weekend.

Could someone post a log showing WGDC for a "successful" install and tune? I'm curious how much WGDC is being used to keep boost under control.

Mike @ TA - any interest in getting your hands on a 5th gen? The guy I used to see left for Texas to work for Cobb. I think you're about the same distance for me as Buffalo, NY where I was going and I like what I've been hearing about safety and reliability being a priority in your tunes. I have the troublesome Nameless divorced wastegate DP. Not sure if you're following that saga in the 5th gen section, but I'd like to get this thing taken care of. Your attention to detail may help answer some questions.

^ Yeah I know. Hopefully they'd want to protect their reputation and make it right. Seems like they are a decent company.

IMO if these issues stem from Nameless's revision to the original design, it should be up to them to fix it. That would mean them footing the bill for shipping both ways. The end customer shouldn't have to pay anymore when the product doesn't function as promised. Alternatively, if they offered reimbursement for having some modifications done locally, I'd probably be ok with that.

That is the GB version. That picture is of my DP that the shop took when troubleshooting the flapper interference problem.

Your test shows there is some negative pressure there but the question is, is it as much as with the original style DP?

I may have found the nail in the coffin for this endeavor. The place I've been going to for tuning is no more. Just found out the owner/tuner took a job with Cobb in TX. There are other places a similar distance but I have the initial start up costs all over again. Not sure how I feel about etunes. Looks like I may go back to the OEM dp and put an old tune back on. Keep her stage 1. Sad day.

Sm00veM00ve, interesting you had the same problem I had originally with the OEM studs. I wasn't expecting that. So did they cut off the entire piece that extends towards the turbine so it is flush with the flange? Curious to see what happens next time you go back. For reference, I wacked mine with a hammer to make space. The pipe is much larger than the turbine opening so there is plenty of room (i.e. it won't overlap the turbine opening). So I know I'm past this issue, however I still see more boost than I should (~17 lbs with 0% wgdc). My money is on that bypass being the problem. I'm sort of at a loss for what to do next with my car. I could go get it tuned as is and it might be fine this time of year. But I'm worried when it gets colder or if I'm in the wrong gear at the wrong RPM and I mash the throttle it could still overboost. I'd kinda like to wait until Nameless steps in (if there is sufficient proof of a design flaw) and see how they'd like to handle the situation before I do anything else but I'm getting impatient. I've been driving with a limp tune since...November? Contemplating putting my stocker back on. That way if Nameless ever offers a buy-back or repair I'll easily be able to send it right out.

There has been a couple in the classifieds for a while for around that price or less. I think anyone looking for a DP is hesitant to buy one of these. I know I would be with half the people that have installed them having issues. Probably best to hold on to that until we learn more.

^Get things resolved? How's everyone else doing? Any other successful or failed installs/tunes? Thinking I should try to get my car back for final tuning this month sometime. I'm hoping we can come to a conclusion about whether or not NP's adjustments to the design is the cause of the boost control problems some of us have or if it's just the way it is with these cars.

I think this matches up with what fahr_side has said. Our exhaust cams hinder flow too much for a 20g to be worth it. Something like that.