Quote:
Originally Posted by Rid3_FaM0uS
yes, I have installed the kit on my own car as well. However, I tried to do something a little different than your situation. I opted to test fit an aftermarket wastegate design with no luck. The canisters are far too large for the space provided to work with, so I decided to stick with the factory high boost BW wastegate actuators.
Aviator - in all honesty the amount of material he removed for the mount probably has little to no effect on the rigidity or integrity of the mount. Its very well built, and I would argue its probably stronger even than the cast aluminum ones that come factory on the car.
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Quote:
Originally Posted by Jason@AAMComp
Ryan, maybe this will help answer what I think you are asking. Borg Warner designed the recirculating valves to reduce lag when you're off the throttle (e.g. shifting gears). Instead of dumping out through an atmospheric blow off valve, they recirculate back through the compressor housing to provide faster response once you're back on the throttle. The hybrid versions give you the staple bov sound (though it may be a bit quieter) yet still provide some benefit from the recirculating setup.  |
I see where the confusion is coming from now
. I didn't mean to imply him running full vta bovs instead of the 50/50. I was asking about his choice of mounting location. I understand the EFRs built in features and their benefits. I also understand though the desire to sacrifice some of the benefits of full recirc in order to gain that distinctive bov sound with a dual port.
I was curious why he decided to cut the mount (potentially sacrificing its strength) and bolt the Turbosmart Dual ports directly to the EFR Turbos rather than spending the extra time to weld flanges for them. I haven't seen the mount "pre-cut" so I wasn't sure how much material had been removed or if it was jeopardizing the mounts structural integrity. As Rid3_Famous pointed out this shouldn't be a concern so Tonys method will work just fine.