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Message: [QUOTE="TARM, post: 1424487, member: 578"] I understand and I hope you did not take my comments as to insinuate I was calling you a lair. Not my intention what so ever. Just that something was up. BTW pulling fuel out as I meant it is not the same thing as just letting off the throttle a bit. There are ICP ramp up actual pressure etc. With hybrids it directly effects not only fuel quantity but quality. When you look at hybrids because of the effect the lower hydrualic ratio has makes them more configurable in terms of tuning but that also means more complex. Nothing that has not been well figured out by the top tuners and many that tune for themselves just that you can effect fueling more with hybrids in tuning than say A or B codes in that order. So it could be a +or - depending on what your tuning is like. Then you have the turbine side of things such as the housing design and ratio. You will, nor do I think you could ever find, a post by me or anyone that understands even the basics of this stuff that the 38R is without flaw. Far from it One thing I am not is a fanboy of any person, shop, or product. In fact, I have to always be careful as my past professions have me seeing the faults and weakness in most things first and foremost vs seeing all the positives so I have to be careful to take the time to balance things objectively. If the 38R was perfect that means no room for reasonable improvement without seriously effecting other critical areas to include production costs. Most anything you get that is not customized is made to be a broad compromise the 38r is no different. I did get to speak to one of the garrett turbo design techs on time for a bit. He was going into wheel tech most of which was over my head but he was clear they as a general rule garrett leaves a good 15% of air flow potential off there wheels to keep durability at OEM levels. He basically said you could take any of thier say wheels and machine out a good hunk of material away and get a nice amount of air flow increase but with that you lose durability. I think we see that when you look over a longer period at the various turbo lines. The 38R is never going to be the top dog for its size in air flow but its a good compromise turbo for good perf for its size and frankly better that OEM ( in the case of comparing it to stock turbo) in terms of durability. Even take the GTX line like my gtx4294r. It was close to as good as you could get for its size when it first came out as it at some good tech built into it. Now people have taken it and buy customizing getting even more out of them. Are they lowering durability? May be/ most likely but then their goals and what the level of durability they need are different than garretts. The one are I think many people leave off because its a PITA costs $$n and they feel does not directly effect power/perf is a perf wastegate setup. Setting one of proper size for the turbo using a spring weights with ref pressure from boost and drive to hold a certain pressure differential IMO has many positives not to mention increasing turbo life. It can significantly help in keeping the turbo in its perf / efficiency window. What is important here is you have a good running setup now for you. Thats always a win. The ONLY reason I injected myself into the whole 38R thing is I got the impression it turned into a lets **** on the 38R to help elevate the new cool kid ( turbo) on the block. Not that the new turbo is not everything its said to be ( I can not comment as I have not personally used it or been in a truck with it) just that it being great does not make the 38R a POS. And that is what I felt the tone of the thread started to take on. IMO that givens new people a incorrect impression for the reality of it. I am glad you got your situation squared away. It sucks to spend all this money and then not have it working properly and driving it day and day out. It puts a bad taste in your mouth. [/QUOTE]