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Behind every contractor fuckup, there's an FTE that signed off on something they shouldn't've.

Likely because the subframe is assembled whole during production, then mounted to the car.

You're correct. Thermal management is easier down low, as the engine and engine bay are designed for the turbo in this location. It also makes for a comparatively easier install (IMO) as all the hookups for the turbo are down there as well, and you can re-use the EWG if that's what your setup...

Yes, Zack, I am aware that there is one good one lol.

The soft DTCs are normal, but the real code people are worried about (ASE code P0420 and P0410) actually cause a CEL on the dash. That's what people are trying to avoid.

Repeating this for the people in the back.

The downpipe exit is 3.15" and that determines the maximum flow for anything attached thereafter.

In fluid dynamics, flow of a system is limited by the narrowest point. If his exhaust attached to the stock 3.15" restriction of almost any downpipe, then flow and backpressure is unchanged.

You can do whatever you want with the exhaust, tuned or untuned.

Name and shame, baby. ¯⁠\⁠_⁠(⁠ツ⁠)⁠_⁠/⁠¯

I'm definitely excited about it. I've been largely unimpressed with the turbo offerings on this platform. The bottom mounts have been underwhelming (lackluster components), and top mount is not a use case I want anything to do with (not the spool characteristic I want). RP is the first solution...

You'll still need tuning to leverage the headroom of the HPFP.

I absolutely love the T51R sound. I understand and appreciate it's controversial, but I run an RP turbo with T51R on my other car and it's currently the stock block record holder for the platform. I loooove the sound of T51R. But it's like fuel dump on timing retard. Some love it, some don't.

Anyone with a passing knowledge of turbos should have seen the red flags around CTS. 1) Their power claims changed several times, and later fell apart under scrutiny. 2) They scraped the parts bin for old-gen GTX turbo parts, which are known to spool slowly and flow poorly. 3) They couldn't...

I don't think it's about promising the world, dude. Just about being realistic. It's not another bog standard header/vband/turbo setup, so it takes more time. ¯⁠\⁠_⁠(⁠ツ⁠)⁠_⁠/⁠¯ As a sidenote: their turbo ODM is the same as Garrett. Yes, Garrett does not make their own turbos. They license ODM...

It's a long wait because the product does something others don't. 1) It reuses the EWG for easier tuning, even with a significantly larger compressor housing. That requires unique R&D to relocate the wastegate actuator without binding. The compressor housing sits notably further away from the...

And the engine/head is thermally designed to locate the turbo down low. It's just better packaging.

Because it "seems" easier on its face. Unbolt the old one, plug in the new one. 20-minute job. But, as always: the HPFP providers prey on the appearance of ease and are not especially forthcoming about other limitations lurking beyond.

You can already max out the stock turbo.

I'm still surprised someone hasn't fabbed up swap brackets to support any one of the many cheap Brembo kits from GM cars. There are some extremely capable used setups for under $1k. Corvette C7 is 6-pot front, 4-pot rear, monoblock and you can get a full set shipped for $1100 on eBay. One of...