oil restrictor placement?
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Joined: Nov 2001
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From: Alabama, us
Re: oil restrictor placement? (cjordan)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by cjordan »</TD></TR><TR><TD CLASS="quote">im not entirely sure, but i do know from experience which i prefer now. i had my restrictor at the back of the block and my GT35R blew out seals after 800 miles ( couldn't figure out why. ) when i swapped the turbos out i moved the restrictor to on top of the turbo and been running strong for 2000 miles now.</TD></TR></TABLE>
Perfect example of why you need to verify what the turbo is seeing.
Perfect example of why you need to verify what the turbo is seeing.
Re: oil restrictor placement? (turbodano)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by turbodano »</TD></TR><TR><TD CLASS="quote">People when you install a restrictor it is not a place to guess what psi you have at the turbo. So dont just go putting a restrictor in place without having a way to first check the oil pressure at the turbo before you install the restrictor and also a way to check the oil pressure at the turbo after you install the restrictor. I would hate for people to just put one in cause they think they need it and cause a turbo failure.
Just because the factory gauge in the car says one thing it doesn't mean that the turbo sees the same. So check the oil psi at the turbo first to verify what you have. It will save you from starving your turbo of oil and needing a repair later on. </TD></TR></TABLE>
Exactly as I was stating earlier my friend
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TheShodan »</TD></TR><TR><TD CLASS="quote">
There's plenty of reason NOT to run one, but you must look at it at a case by case basis based upon the oil pressure of the application (engine), the hardware used, the SIZE of the restrictor, and the Type of turbo used.
All this is really to say that using a restrictor should be APPLICATION BASED, and not simply an assumption. Too many have ruined brand new units because they have become almost overly-concerned, and didn't take the time to research their application or similar to see if the restrictor is needed. This is why it is important to inform people of WHICH turbo you are using.</TD></TR></TABLE>
Just because the factory gauge in the car says one thing it doesn't mean that the turbo sees the same. So check the oil psi at the turbo first to verify what you have. It will save you from starving your turbo of oil and needing a repair later on. </TD></TR></TABLE>
Exactly as I was stating earlier my friend
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TheShodan »</TD></TR><TR><TD CLASS="quote">
There's plenty of reason NOT to run one, but you must look at it at a case by case basis based upon the oil pressure of the application (engine), the hardware used, the SIZE of the restrictor, and the Type of turbo used.
All this is really to say that using a restrictor should be APPLICATION BASED, and not simply an assumption. Too many have ruined brand new units because they have become almost overly-concerned, and didn't take the time to research their application or similar to see if the restrictor is needed. This is why it is important to inform people of WHICH turbo you are using.</TD></TR></TABLE>
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Joined: Mar 2000
Posts: 2,859
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From: Toronto, ON, Canada
Re: oil restrictor placement? (welfarepc)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by welfarepc »</TD></TR><TR><TD CLASS="quote">
why exactly would it lose its function? that doesnt make any sence
</TD></TR></TABLE>
Not going to "argue" with you here at all, but I don't guess these things. We can bust out our theories, yada yada, when all it needs is a gauge.
Good 'ol oil pressure gauge at the turbo tells me EVERYTHING.
If the line is large, and a really small restrictor ie: 0.040" is placed far ahead (the source), you will have a huge delay before oil pressure builds at the turbo. This all depends on the size of the restrictor, the length of line and also how large the turbo's CHRA passages are. Obviously, a medium framed turbo is going to have lesser volume of oil flowing through the CHRA vs a large framed turbo at the same PSI. A turbo with a shitty oil drain line would build pressure almost instantly at the oil inlet, but then too much pressure from the shitty drain means oil through the seals obviously.
In my case, there was an undeniable 7-8 seconds delay before my turbo received oil pressure with the restrictor placed at the oil filter sandwich plate vs right at the turbo. My oil feed is a -4AN line, roughly 3ft in length. Results were almost identical with a completely hot engine. Honestly, I'd hate to have my turbo starve of oil for 7-8 secs with a HOT turbo and engine.
I can already imagine the much slower response as well, with the turbo receiving XX amount of oil pressure from the pump about 7-8 secs later. Imagine your engine idling with 12 psi of oil pressure and your turbo is also getting the same PSI if you are sitting in traffic. I would slam my throttle and build boost instantly (my car has a 4500RPM stall converter). Wow, it would majorly suck when my turbo is winding 26 PSI in matter of 3-4 secs, but my turbo is still chilling with 12 psi with pressure slowly rising
Answers come from here:
why exactly would it lose its function? that doesnt make any sence
</TD></TR></TABLE>
Not going to "argue" with you here at all, but I don't guess these things. We can bust out our theories, yada yada, when all it needs is a gauge.
Good 'ol oil pressure gauge at the turbo tells me EVERYTHING.
If the line is large, and a really small restrictor ie: 0.040" is placed far ahead (the source), you will have a huge delay before oil pressure builds at the turbo. This all depends on the size of the restrictor, the length of line and also how large the turbo's CHRA passages are. Obviously, a medium framed turbo is going to have lesser volume of oil flowing through the CHRA vs a large framed turbo at the same PSI. A turbo with a shitty oil drain line would build pressure almost instantly at the oil inlet, but then too much pressure from the shitty drain means oil through the seals obviously.
In my case, there was an undeniable 7-8 seconds delay before my turbo received oil pressure with the restrictor placed at the oil filter sandwich plate vs right at the turbo. My oil feed is a -4AN line, roughly 3ft in length. Results were almost identical with a completely hot engine. Honestly, I'd hate to have my turbo starve of oil for 7-8 secs with a HOT turbo and engine.
I can already imagine the much slower response as well, with the turbo receiving XX amount of oil pressure from the pump about 7-8 secs later. Imagine your engine idling with 12 psi of oil pressure and your turbo is also getting the same PSI if you are sitting in traffic. I would slam my throttle and build boost instantly (my car has a 4500RPM stall converter). Wow, it would majorly suck when my turbo is winding 26 PSI in matter of 3-4 secs, but my turbo is still chilling with 12 psi with pressure slowly rising
Answers come from here:
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Joined: Sep 2002
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From: Florida
Re: oil restrictor placement? (Tony the Tiger)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Tony the Tiger »</TD></TR><TR><TD CLASS="quote">
Not going to "argue" with you here at all, but I don't guess these things. We can bust out our theories, yada yada, when all it needs is a gauge.
Good 'ol oil pressure gauge at the turbo tells me EVERYTHING.
If the line is large, and a really small restrictor ie: 0.040" is placed far ahead (the source), you will have a huge delay before oil pressure builds at the turbo. This all depends on the size of the restrictor, the length of line and also how large the turbo's CHRA passages are. Obviously, a medium framed turbo is going to have lesser volume of oil flowing through the CHRA vs a large framed turbo at the same PSI. A turbo with a shitty oil drain line would build pressure almost instantly at the oil inlet, but then too much pressure from the shitty drain means oil through the seals obviously.
In my case, there was an undeniable 7-8 seconds delay before my turbo received oil pressure with the restrictor placed at the oil filter sandwich plate vs right at the turbo. My oil feed is a -4AN line, roughly 3ft in length. Results were almost identical with a completely hot engine. Honestly, I'd hate to have my turbo starve of oil for 7-8 secs with a HOT turbo and engine.
I can already imagine the much slower response as well, with the turbo receiving XX amount of oil pressure from the pump about 7-8 secs later. Imagine your engine idling with 12 psi of oil pressure and your turbo is also getting the same PSI if you are sitting in traffic. I would slam my throttle and build boost instantly (my car has a 4500RPM stall converter). Wow, it would majorly suck when my turbo is winding 26 PSI in matter of 3-4 secs, but my turbo is still chilling with 12 psi with pressure slowly rising
Answers come from here:
</TD></TR></TABLE>
Do you have any close up on this pic? specially the gauge. looks really good tony.
Not going to "argue" with you here at all, but I don't guess these things. We can bust out our theories, yada yada, when all it needs is a gauge.
Good 'ol oil pressure gauge at the turbo tells me EVERYTHING.
If the line is large, and a really small restrictor ie: 0.040" is placed far ahead (the source), you will have a huge delay before oil pressure builds at the turbo. This all depends on the size of the restrictor, the length of line and also how large the turbo's CHRA passages are. Obviously, a medium framed turbo is going to have lesser volume of oil flowing through the CHRA vs a large framed turbo at the same PSI. A turbo with a shitty oil drain line would build pressure almost instantly at the oil inlet, but then too much pressure from the shitty drain means oil through the seals obviously.
In my case, there was an undeniable 7-8 seconds delay before my turbo received oil pressure with the restrictor placed at the oil filter sandwich plate vs right at the turbo. My oil feed is a -4AN line, roughly 3ft in length. Results were almost identical with a completely hot engine. Honestly, I'd hate to have my turbo starve of oil for 7-8 secs with a HOT turbo and engine.
I can already imagine the much slower response as well, with the turbo receiving XX amount of oil pressure from the pump about 7-8 secs later. Imagine your engine idling with 12 psi of oil pressure and your turbo is also getting the same PSI if you are sitting in traffic. I would slam my throttle and build boost instantly (my car has a 4500RPM stall converter). Wow, it would majorly suck when my turbo is winding 26 PSI in matter of 3-4 secs, but my turbo is still chilling with 12 psi with pressure slowly rising
Answers come from here:
</TD></TR></TABLE>Do you have any close up on this pic? specially the gauge. looks really good tony.
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