ok well first I will list my setup, then I will explain whats been going on and why I have started this thread..

"B18A1 LS sleeved block with AEBS sleeves 85mm(Block has 1800 miles)
B16 VTEC head with FULL port and polish (head has 5000 miles)
skunk 2 pro 1 cams
Ferrera Oversized valves
Dual Valve Springs
Titianium Retainers
5 angle valve job
Head was built by RLZ Engineering and can handle a 13,000 rev limit."

my turbo setup is as followed

precision t4 sc6265
boostflow twin scroll top mount
dual 38mm tials
tial Q
800hp vibrant core w/ a back door setup
3" cold side charge pipes
3" exhaust out of front bumper

now heres the thing.. I was running an inline pro manifold, so the top mount is a new setup, as we were switching out manifold when we realized my precision turbo had a bunch of play in the shaft, and after further inspection the journal bearings were shot, now keep in mind i have less than 1500 miles on the turbo and the boost was never turned up past 12lbs so really the turbo wasnt even breaking a sweat, after running the car i had it set on a 2-3 min turbo timer, anyway precision called me after shipping it back and needless to say they said it was contaminated oil, which i was running a -3an line from filtered oil samwhich plate.. NOW, i know it wasnt contaminated oil because i change my oil every 2,000 miles in this car, im running a magnetic drain plug, and theres no signs of the oil being contaminated.. however I've done some research and found that shutting the car off too soon after running it can burn up your journal bearings.. IF thats the case would an oil cooler help at all, seeing as my oil would stay cooler, and maybe i run a 4-5 min shut down on the turbo timer.. any help would be greatly appriciated.. im all for listening to precison about how to go about keeping my turbo from going to ****. but they suggest I go from the samwhich plate to the unfiltered oil sending unit on the back of the block?? Im lost...

 

So...what was the max oil pressure that turbo saw? Max is ~55psi, and at idle it has to see a minimum of 10psi.

When precision says contaminated, they will mean either the filter's high-pressure bypass opened up due to very high cold pressure, or not purging the line before connecting to the turbo. Any gunk that may be in the fittings or feed line from shipping/etc will go right into the turbo at first startup.

Also, it doesn't have to be metallic to be a contaminant, so the drain plug only tells half the story.

 

Good point.

In addition, An oil cooler will not address your hot shut down "coking" issues. you need to take 30 seconds after driving (yes, even around town) to cool down before shutting the engine off. Some people use a turbo timer, others wait manually.

 

the turbo has def seen 55psi max.. but at idle its usually 12-16 or so.. as far as the line being purged before start up, i guess i'll have to ask my tuner, but you can rest assure that once this turbo is finally home and going on the car again that every little precaution will be taken to make sure this turbo lasts and that nothing is in the lines.. and im sure it wouldnt hurt if they put a garrett center in it this time either

 

That depends upon the rebuilder. Luckily the Precision CHRA can housing Garrett internals

 

What about running a oil restrictor, arent they recomended for journal bearing turbos? Maybe the turbo was just overfilled with oil and blew the seals.

 

http://www.summitracing.com/parts/EAR-230304ERL/ if you're running -3an feed they make -4 to -3 an fittings

 

The oil ring doesn't just "blow", even after the symptoms may occur. If oil pressure at cold start and WOT are over 85psi, time for one of .060" or .065". it is based upon your oil pressure at the turbocharger.

 

Im actually running a .065 atp restrictor, because of having that problem with a precision turbo before, then I went to a garrett for awhile and had no problems, and i wanted more power so i went on to this 6265 and now this