EsotericImage

iTrader: (8)

I went with a Jaz mini breather tank..

found on amazon for 49.99 shipped and summit will price match

Whiterice-gsr

how many lines in can u have? i was looking at the go autoworks and spoolin performance kits up in the 500 dollar range.

EsotericImage

iTrader: (8)

oh, its just 2 lines.. i just use it for back of the block venting..

some of the asking prices for the aluminum cans are crazy.. but since people will pay it, they keep making them.

theres alot on summit if your bored. I dont have my battery relocated so space is tight which is why i went with the Jaz.

check xenocron.com , they also have a couple tanks

b20ricepower

Ok so it seems that the vibrant adapter is part of the problem. Since the oil cap is not baffled, the oil flies off of the lobes of the cam and straight into where the adapter is. So its probably throwing tons of oil straight into the line at high rpms. I'm going to get the block fittings that were posted earlier and reroute my catch can lines. I had no clue honda made oem fittings like that. I am also going to redo the oil drain on the turbo tmrw so...fingers crossed

Whiterice-gsr

u know i was gonna say that exact thing about the cap but i looked at them online before i posted and found that most have a built in baffle so i just assumed yours would so i didnt suggest it was flying up the cap line lol.

b20ricepower

Yea the vibrant kit itself is baffled, but its still throwing a decent amount of oil directly onto it so the oil still gets past it. Still waiting on the fittings so hopefully within the next few days I can see if the issue is resolved

Whiterice-gsr

cool man let us know.

b20ricepower

update: I now have a 5/8 turbo oil drain with a straight shot to the oil pan. It is a moroso pan so I'm fairly sure that the bung is located correctly as well. I redid my catch can setup and had 2 bungs added to the valve cover. So I have 2 block port fittings and 2 valve cover fittings all -10an hose so the motor definitely has proper crankcase ventilation. Problem is that it is still smoking pretty bad. Seems to do it under hard throttle and under decel worse than just cruising around. Idk wtf is goin on here. By process of elimination I'm guessing it can only be the turbo letting oil past it on the exhaust side or bad valve seals which are brand new supertech. It doesn't really smoke at startup though so I ts more than likely the turbo I suppose. I contacted precision and they told me they reccomend a 4an feed unrestricted and a 10an return with return above oil level. That's exactly how I have it buut I've heard of some guys still running a restrictor anyways because they had seaal issues. I re emailed them about possibly running a restrictor and they said "DO NOT RUN A RESTRICTOR!" Idk what to do at this point. I think I might order a .065 restrictor and try it for a day and see what happens because I'm kinda stuck at this point. My oil pressure is on the high side which I also mentioned in the email but he said not to use one. I'm super stressing over this issue and its eating away my soul

effin

iTrader: (1)

Id try a restrictor, even after they said dont run one lol. Thats just me though, id at least try.

b20ricepower

I ordered a .065 restrictor yesterda so I guess I will try it later this week. I seen that other people hve this issue with some precision turbos as well so hopefully that's it

racebum

-8 is 1/2" and -10 is 5/8

as for the op, do a compression test and vacuum test, let us know the numbers, also pay attention to if the vacuum idle test has a bouncy needle or if it's solid

boosted_D

iTrader: (1)

In for updates on this, I hope it fixes your problem.

I have gone rounds with precision on this exact issue as well, seems like a lot of precision owners have had seal issues when going wide open with no restrictor. I too will be using a .065 restrictor against precisions advice.

Funny thing is....all the other companies garrett and turbonetics say to USE a restrictor on their turbos, what the hell makes precision so different? I think they should have one, and why the hell precision is so anti restrictor is beyond me, maybe they want people to blow out seal so they have to pay them to rebuild? I know that's a bold statement, but what gives>?

racebum

i called and talked to them awhile back. they claim the new turbos can handle 180psi of pressure with their steel piston rings. their advice on a vtec was a dash 3 line unrestricted

boosted_D

iTrader: (1)

I still am going to run a .065....... It is enough volume to keep the turbo happy and not worry about blown seals, so why test the excess oil to see if the turbo can handle it ?

I mean seriously, I know precision now makes their own center sections, but for a long time precision turbos were just garrett center sections that required a restrictor, so precisions center section must be designed based on garretts right.

mines13

I can't say if no restrictor would be fine, but I am running a .065 in to my 5857 and ithas been trouble free since installing it. No smoke, etc.

justYncredible

iTrader: (1)

i had to make one. my can was getting full to damn quick and this is without the turbo not even installed yet.

Whiterice-gsr

you have an issue somewhere with your setup, u should have maybe a drop or 2 a year with no turbo, do u have some pics or more info on your setup?

justYncredible

iTrader: (1)

all the info is in my thread

http://www.team-integra.net/forum/20...e-arrived.html

i might have more blow by because im using the plugs behind the block. but i do have a drain back. but if you see something odd let me know, because ill be finally installing my turbo.
for short i have

cp 9.1 pistons
eagle rods
itr cams
and some other bolt stuff

but everything has been redone by me and the machine shop

and most recent photo as of two weeks ago



if you need something closer let me know. it could be that the hose that returns to the passenger side of the block is to long, i just dont know. thats why i made a return line

SpeedwaySlick

Maybe post some closer pics in a separate thread on h-t.

justYncredible

iTrader: (1)

Copy that
I should have done a pm

TheShodan

iTrader: (14)

Sort of. remember guys, the use or no use of a restrictor is based upon 2 main areas. 1) return line setup and its ability to avoid oil back up, and 2) Oil pressure (most notably at WOT and at cold start). With the correct oil pressure at the line, you can determine whether or not a restrictor of the appropriate size is needed.

Precision has not had a contract with Garrett since 2006. Since then, although their proprietary cartridges have similar parts to Garrett, due to copy-write laws, it can't be to exact same measurements as Garrett, therefore their parts are not at all interchangeable (they are same design, but different sizes and different materials). the only ones that are able to do that are the older turbochargers that are becoming few and far between now, but there are still some out there.

The oil sealling ring is not something that is like some sort of rubber grommet. its no different than a piston ring. If there is an excess of oil pressure in the internal system, and it starts to blow past that ring, that does not automatically mean that is ruined. like any fluid under pressure, it will go past any point that is not enclosed; such as a rear sealing ring. It may be over pressured, but not necessarily permanently damaged. It may simply need to have the oil return line checked for the possibility of back up in addition to oil pressure issues that may be the cause of blowby past a sealing ring (or as you call "blown seals").

Precision tends to not understand individual engine platforms when it comes to oil pressure (at least they don't express that they do). This is because they can't know everything about every platform; the very nature of the product allows it to be hooked up to any internal combustion engine which has variety of oil pressures that need to be controlled. However, I don't understand why in recent years they don't have specific import specialists that understand which oil pressures and line sizes belong where, since the import market has expanded quite a bit over the last couple of years, (as an example, the DSM and 8th Gen civic communities are suffering horribly because of a lack of consistent information from Precision regarding proper size of feed line and any restrictors that are needed since the oil pressures of these engines remains consistent).

This all goes to say, CHECK YOUR OIL PRESSURE FIRST. As a rule of thumb, if its over 85-90psi at startup, .080"-.065" restrictor is recommended (.065" is smallest allowed for journal bearing CHRAs,) for Garrett-styled turbochargers like Garrett, Precision ,Turbonetics, or Comp-Turbo for a Honda B-series. For K-series , about .060" minimum since they run over 100psi of oil pressure. BUT CHECK FIRST. Its better to try it out without one first; any sign of it pushing oil outside of the turbine side of the cartridge, stop the car and add the appropriately sized restrictor. Don't just get one from ebay and not know what size it is; KNOW WHAT YOU ARE BUYING before buying it. (as a general note to all).

Sorry for the book, but I get about 50PMs/month regarding restrictor questions. we need a sticky on this, pronto.

b20ricepower

Idle is steady at about 23 to 24 in.hg. and compression is 185 across all 4 cylinders

b20ricepower

I agree we definitely need a sticky. Good post btw. It must be exhausting to keep posting about the same issue. When I searched your name came up frequently in threads discussing restrictors and smoking issues. I will be running a .065 restrictor for now. I tried to find something a bit bigger (around .070-.075) but there isn't many options out there. Anyone found any different size restrictors? I heard you can use nitrous fittings but not sure.

Whiterice-gsr

i went with a .08 restrictor because my oil pressure doesnt go higher than 80 ever.

Whiterice-gsr

if u want to start a thread on your catch can setup and post a bunch of pics im sure everyone here would be happy to take a look at your setup. im sure there is something not routed properly or oil is directly entering a line because there is no way a n/a engine should have the crankcase pressure to fill a catch can that quickly.