I will be this week. Getting the ST one turned and threaded hopefully tomorrow to accept the Garrett Clevis.Is anyone running the TS WGA?
Let me know what part number it is and if they have any instructions on install. The ONLY info i could find was slacked plus 2mm preload as a general installation for the IWG75 in general. This seems to equate to between 1.5 and 3 turns of preload.I believe it is the RS. Panda motorworks only sells that model for focus.
Would appreciate a how-to for the WGA install.
It looks like my turbo and WGA are arriving tomorrow. Im thinking I’ll have to install the WGA because the tracking number has two packages.
My ST WGA will arrive tomorrow. It better fit. The RS BOV will arrive tomorrow too.I will be this week. Getting the ST one turned and threaded hopefully tomorrow to accept the Garrett Clevis.
One of us needs to get our hands on a focus RS WGA to see if it's the correct application, because this turbo does NOT use an ST WGA
They probably did what all us old timers did. They took the physical measurements of the actuator and ordered the parts to build one.Let's see how Panda address this issue.
Thats exactly what my coworker is doing for me. The rod has to be reduced .5mm in diameter in order for threads to be cut, he's going to turn it down on his lathe and run a die over it. There are plenty Of ghetto ways it can be done at home but I'd rather do this correctly.Can the rod be cut off shorter and rethread, or the diameter is different? Rethread the rod and coupling to match?
I wonder this also, all that talk of efficacy zone, reliability, pumping pressures ect…Here we are trying to push this turbo into hairdryer zone just like the stocker.For those of us who are not all that knowledgeable regarding turbochargers, but are still interested in this unit. Are you guys changing the WGAs’ and etc. on these out of necessity, or is this just to maximize its potential? I most likely wouldn’t be going that route myself, I’d be getting this for a little kick in the pants over the OEM. And I like the plug & play direct fit aspect.
While the boost dip wouldn't affect peak power, it sure as heck would impact area under the curve. I'm not super knowledgeable about turbo dynamics, but it seems to me the spike to 23 with an immediate drop to 19 would indicate that it is related to the wastegate actuator not being "fast" enough to control the boost level and potentially overcorrecting.My hope is that the Turbosmart unit will remedy this boost dip. Thats basically the only benefit of going this route. It's not necessary Though and will not make any additional peak power out of this turbo.
Would this be associated with the EBCS in anyway? I'm a bit lost if this is purely mechanical, or if the 'command' for boost could be modified to compensate that deliberate 'dip' in boost pressure due to a somewhat premature venting of pressure.the dip can definitely be felt and it's become annoying to me. So i agree, if the boost spiked and held, the car would be faster just by carrying power more evenly.