Ellesedil

The only thing I want to mention right now is that there was no apparent difference in boost after the downpipe was modified. So, if this modification of the downpipe does help, it must be, in my mind, in conjuction with some other modification or entails a slightly different approach for determining where to remove this material.

You're not wrong. It's been edited.

Well, I'm not sure I'd call my wastegate "ported" at this point. I'm still hoping some proper porting will help. They didn't really remove too much material, despite rounding the far edge of the wastegate.

So, I asked and received a log from English of my latest run. As a result of the work they did on my turbo, they actually added about 1 PSI of boost. You can see it here in the log: 21.4 PSI @ 4329 RPM. The dyno is showing peek power and torque at 287/341. The car has 92 octane gas in it. 2012 LGT Nameless Stg 1+ECU Mapping_170223140508.csv

Didn't he sell the car?

Congratulations on being the prime example of why automakers offer warranties. There is no single car on the planet where every example is problem free. The number of owners who have experienced your problem are such a tiny number that it is impossible to take your blanket statements and apply them across all Legacies or any other vehicles with CVTs in them. But by all means, feel free to create an account on a forum simply to post just once how much you hate the transmission and that you're going to sell the car next week. I'm sure you're convincing us the errors of our ways. BTW, fun fact: Subaru of America is actually pretty understanding of problems like these and it is well known that they will offer "good will repairs" in some situations where something like this happens outside of a warranty period.

This is all a big learning process for me, so I can understand things better. I appreciate the info.

So, I've yet to really play with turbos myself, but it sounds like you're saying they may have taken material from the wrong side of the wastegate?

Looks like they could take more material here, right?

So, English now thinks that there's no additional room available for the flapper to open more before it hits the downpipe. It sounds like they have the turbo off and are fiddling with it, and going to port the wastegate area tomorrow. Here's hoping I have a car back by the end of the day.

Would this depend on the actuator as well? It'd need enough force to rotate (or prevent rotating) the rod the wastegate sits on with less leverage. Or is that not really a concern?

http://shopping.kinugawaturbo.com/kinugawabilletadjustableturboactuatorihivf22vf23subarustirhf5hb-1-1-1-2.aspx No idea if they actually fits since their other VF54 parts specify Legacy in some way.

All of this info needs to live in a sticky. It took me a couple of hours to find it, which is kind of ironic considering how much time I've spent reading through this thread today. I think I'm going to have the turbo ported and try to target 18 PSI on peek boost. Another concern is that we've been around 45-50 degrees in the PNW lately. If I understand things correctly, I'd be concerned that we'd get closer to 21 PSI in the dead of winter as the car is right now. Maybe after I own a house again, I'll contemplate taking a path to get more.

So, my car is still boosting to 20 PSI. They're not seeing any knock. So I'm back to my 3 options: leave it as it is right now, return to the OEM BPV, or see if porting the waste gate housing makes a difference. Mainly, this is the kind of concerns I have with this much boost: Modding cars is new territory for me. I'm going to sleep on this.

"Sir, we just got the shipping acknowledgement." "Excellent. Deploy the Swag Drones."

Yes, but that's only with an aftermarket BPV and after I expressed concern with tuning for 20 PSI on an engine that's still stock. I was given the same initial options as Ryan: tune for that amount of boost, stick with the OEM BPV, or explore a different path. I chose option C. I should point out: my car hasn't been on a dyno yet.

I included the AVO charge pipe and throttle body hose in my stage 2 install at English racing. They declined to install the charge pipe. "My tech was not super happy with the way this pipe fit. We ended up not installing it. With the engine moving back and forth on that fan shroud it is only a matter of time that it will wear through." So, this piece might make sense if you free up some room in there.

Just got an update. "We were not able to do the porting on the turbo like we wanted to. The main issue is the wastegate flapper does not open enough, and thats where we think the problem lies. We did a few other small mods on the downpipe and we are going to get it on the dyno here this afternoon hopefully and test out theory on it. We ended up opening up this area, which will get more air/exhaust to that and we think this is going to help the Creep!" Looks like to me that they enlarged the area of the WG dump pipe a little bit and flattened the main exhaust exit where the waste gate dump pipe is.

I guess what isn't clear anymore is if aftermarket DPs were overboosting with the OEM BPV as well, which would make the Nameless piece distinct. The impression I get is some were, but that's not clear anymore.

I guess we'll find that out either late this afternoon or tomorrow.

My turbo is going to be ported tomorrow morning. English had a list of maintenence items to do in addition to the exhaust install, so they had just installed the downpipe with fresh hardware. As good a time as any to port the waste gate. The alternative was to keep the OEM BPV. Wasn't a fan of that option.

No. Ryan's car has an aftermarket BPV designed for the 2015 WRX from Nameless. Ryan's car was originally tuned for stage 2 with the OEM BPV. I'm about to be in the same boat as Ryan is now. I'm considering seeing if English can port the turbo. We haven't discussed that.

Do we have an explicit example of a stock car, including BPV, overboosting on a Nameless downpipe?

Well, I guess I'd like to know what this means for me? I'll essentially be on the same setup as Ryan as of tomorrow. What are the implications of a tune on 92 octane with stock internals and TMIC at 20 PSI?

And this is one of many reasons why I didn't bother installing my exhaust myself.