Quote:
Originally Posted by NahumCC
Actually, if you look since about the mid 2000's you'll see the integral BOV as part of the compressor housing has been around on the common factory turbo's from Garrett and Mitsubishi in larger numbers.
The benefit of having moved the BPV into the compressor housing goes to the point above when I mentioned the vacuum signal to pull open the BPV should always be after the throttle body in the intake plenum. Having the BPV in the compressor housing puts it closest to the source where any compressor stall would do the most damage and provide the most beneficial path of least resistance.
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I guess I understand this concept. And I suppose this is less important than the wastegate.
Quote:
Originally Posted by VitViper
That's pretty typical behavior with those turbos, they have a really crappy IWG canister design. I've done dozens upon dozens of cars with those turbos and it's always the same story. When we put an EWG housing on it and run an external gate... no problem, and then the turbo is decent.
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I am one of those candidates, on both a 2rz and 2jz platform. I've bought a brand new expensive ass Turbonetics with an internal gate and after multiple times having to come off the dyno (at 2 different shops even) from from spike or drop in boost levels that were unmanageable. Then I picked up a used journal bearing Garrett, and a Tial 44, moved the Tial Q closer to the tb with a better ebc, and suddenly, everything worked like a charm. Not saying that's what's going on here exactly, there's far too many other things to go wrong and I'm guessing it's not the bpv.