why do they only make .065 restrictors in this style?


compared to this style?


is there a design feature to it or ???

 

one of the best questions in this thread.. the return line is not flowing properly.. as a person who tried to do exactly that rubber/An fitting mate, it doesnt allow the oil to return properly under high boost.. get a steel braided -8 return line & AN fittings on both ends & you will be fine.. that rubber hose bottle necks sometime because its smaller at the top of the red AN fitting neck.. its designed to be the size of the interior walls of the braided line try replacing the return line its a $60 fix & another fitting under the turbo..

 

He's parted out the car since then, guys. He ran over 4 precision turbochargers before getting a BB 5857. then from what I read he parted out the kit and either went back to stock or sold the car. Whiteejcoupe had an *** load of problems subsequent.

 

damn im considering getting a Precision 5857 billet turbo now or 6262 but ive been reading all these threads my goal of 350-450hp seems like the 5857 would be better for a stock motor B16a2 turbo...

 

didnt part out the car. bought myself a ball bearing precision 5857 turbo and was the best thing i ever purchased. k series engines NEED ball bearing due to their high oil pressure. Bseries can get away with a Journal but def not a K

 

...I have never had an issue with K-Series cars and journal bearing turbochargers, ever.

 

your statement makes no sense. ball bearing turbos use LESS oil pressure.

 

obviously you never dealt with an 8th gen civic. go on 8th civic and find one person running a journal bearing. your not cuz everybody blows the $h!t out of them

ball bearing is less dependent on oil to lubricate/keep the chra straight. and your right, it does use less oil pressure. the restrictor regulates the oil amount and pressure going into the chra.

journal bearings rely on oil to lubricate the chra and oil only. run a journal bearing without a restrictor on a kseries making over 100psi of pressure? you blow out the oil seal. you put a restrictor on it, it starves the chra of the oil that it needs and you f up the chra anyway. its a lose/lose situation with journal and my motor.

im not here to argue. there are a handful of guys with the 8th gen civic that are on the forums. all that ran a journal bearings had them ALL fail. not one person since has run a journal bearing. i tried everything to make it work. 4 turbos, all blew the oil seal, with and without restrictor. ball bearing been on for over 5000 miles and not one puff of smoke except WOT in boost, which is probably not oil

this is a FACT. other 8th members and I been through all this...

 

the drain back hose.... all i got to say

 

ive been using the same -12an return system for 4 journals and a ball bearing. why doesnt people want to believe me? the problem WAS SOLVED by getting a ball bearing turbo

 

get a steel braided line man.. I be scarred for that rubber hose to melt or something..

 

The rubber line wont melt that's all ive ever used. I will be going to a bb unit to since my 6765 has done the same thing.

 

Hehe. I applaud your effort on trying to make your journal bearing version work.

I should have told you a year ago to use this.
http://store.forcedperformance.net/m...e=Acc-OilLines
they now have a smaller size that is adjustable to make it work.

I don't think a ball-bearing ONLY would have helped you. I've had plenty of 8th gens on garretts and Borg-warners that were journal bearing without any issues. the issue was simply your oil pressure at the time. You went through HELL to get this done.

 

I am running a ball bearing 6262 and i would never Use that setup you have for a return line... You spent alot of money on a ball bearing PTE turbo and you dont spend the extra for steel braided line and real an fittings?

 

The top one is made for simple 1/8" pipe holes.

The bottom one is specifically made for Garrett style cartridges.

 

Not true