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Totally equivalent. Stock often goes from the comp cover because that's where the actuator is also installed and the factory needs 2" of hose to make the connection - and it comes as a pre-assembled unit. They totally have a boost reference from somewhere between the turbo and the throttle(s). Oh, jeez. Just do it in M12 then. We don't actually care that much. I would expect any such AN converter fitting to rely on an o-ring or some other seal onto a flat surface under the flange of the hex**, because bolt threads are no intended to provide a pressure seal. unlike..... pipe threads. **which also requires a suitably flat and smooth surface on the turbo's boss to provide the seal. -
I also used NP That’s were it’s seems to be the best place to fit it? All schematic shows also that it’s should be referenced from the turbo housing. But idk, I do see high hp cars without any connection or anything to their turbos, so I really don’t know how they connect their things -
I do have loctite 243 and 246 and a few more models. I could drill it now in place and make new threads for m12 and order an4 - m12 coupling and fit that to the turbo. Run a braided hose to the EBC which I could get a an4 to 1/8npt
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So M12 and sealant should be fine? NPT ” because that’s what I had and what I could get atm.
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Wouldn’t touch par if they gave it to me. You need to ask how much power you’re looking to make and then add about 50% to it because that’s what you’ll end up making The factory box says no more at about 350kw or so, the upgraded synchro boxes won’t handle much over 500kw for long and at that point you’re looking at an auto or dog engagement manual, once you’ve gone dog engagement you may as well go sequential, they cost a little bit more but it’s worth it also while you’re at it you should upgrade the transfer case with 10 friction plates
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