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I suspect that if some part of a car is defective, than perhaps there is a common failure cause or general lack of thorough inspection which may have otherwise found faults like contact between compressor or turbine & housing, failed air filtration or general turbo bearing wear before it got to failure point? The other question is, has there been ignition events in the exhaust from rev cuts or inaudible missfires at high load, which would be far more damaging to the rotating assembly than any intake event less than a solid object jamming in the compressor.

The problem with those setups is, the pre-turbo intake is at atmospheric pressure, the velocity of the air out of that pipe is not really going to be enough to make any measurable difference in the pressure the compressor inducer is seeing & thus work or energy it is imparting to the intake air or is imparted to it, the air will still partially recirculate turbo>BOV>intake while the excess goes through the engine (remembering the throttle is not completely sealed) & back out the intake. All of this is doing nothing more than heating the air up to higher than what the normal air feeding the turbo would be without a back feed from the BOV, & thus reducing your available power when the throttle opens again.

The fact is any of those issues as regards routing etc are immaterial & of no consequence in comparison to having an intake full of boost to get the engine & turbo accelerating hardest again after a throttle off.

speedjunkie

iTrader: (3)

I had sent an email to Synapse with pics of my proposed setup and this is the response I got...