Turbo Oil Feed Restrictor

[Guest Sbox]

Deleted

Edited May 24, 2008 by Sbox

[madrolla68]

While looking aroung the net for ideas on the plumbing of my turbo motor, I came accross this article.

 

How do I get oil to the turbo?

No matter what turbo you choose, it will need an oil supply. This needs to be a pressurized oil supply, so don't think that you can tap into the oil cooler lines. This feed must come after the oil filter, so your simplest choice is to tap into the oil pressure sender port that is on the block. The second choice is to drill the block and tap into the oil passage over near cylinder #4, but only do this if the engine is out and disassembled.

When using the oil sender port, the hole in the block is 1/8" BSP 28 tpi, not 1/8" NPT 27 tpi. A 1/8 NPT fitting WILL leak. The best setup is to put a fitting into the block and come off of it with a #3 Earls stainless hose. Run the hose to part of the chassis and mount a distribution block. Screw the original sender into the block and run another #3 stainless hose feed to the turbo from the block. The feed to the turbo will need a restrictor in the line to reduce the flow of oil. The turbo only needs a small steady flow, not the full pressure.

Some have used a distribution block, or a "T" that is mounted directly on the block. DO NOT do this. It WILL crack off at the surface of the block and it WILL cost you an engine

 

I have wondered about the turbo oil feed and whether it would take too much oil away from the engine, does anyone know what type of restrictors are available and where you would get one from?

Cheers

Sbox

 

PS this is worth a look

http://www.picasso.org/blog/

 

Restrictors on turbo oil feeds, don't go there, just plumb it in after the filter like above inline with the oil pressure switch or some such where, the oil holes in the sleeve bearings determine how much oil it needs not some idea of the internet.

 

BB turbo have a restrictor normally built into the feed line from factory but for a sleeve bearing turbo.

 

don't DO IT>

[Guest Sbox]

Deleted

Edited May 24, 2008 by Sbox

[madrolla68]

OK, I have a RB20DET so I will go and see what type of bearings it has? On second thoughts, your right it shouldn't be a problem. The only thing would be if the pressure was too much for the turbo seals, then lots of smoke.

 

Pressure is not the issue normally if its STD engine pressure its the drain that is the issue ,not enough fall or too small diameter.

[irokin]

From Garrett themselves:

 

http://www.turbobygarrett.com/turbobygarre...r/faqs.html#t16

 

 

Does my turbo require an oil restrictor?

Oil requirements depend on the turbo's bearing system type. Garrett has two types of bearing systems; traditional journal bearing; and ball bearing.

 

The journal bearing system in a turbo functions very similarly to the rod or crank bearings in an engine. These bearings require enough oil pressure to keep the components separated by a hydrodynamic film. If the oil pressure is too low, the metal components will come in contact causing premature wear and ultimately failure. If the oil pressure is too high, leakage may occur from the turbocharger seals. With that as background, an oil restrictor is generally not needed for a journal-bearing turbocharger except for those applications with oil-pressure-induced seal leakage. Remember to address all other potential causes of leakage first (e.g., inadequate/improper oil drain out of the turbocharger, excessive crankcase pressure, turbocharger past its useful service life, etc.) and use a restrictor as a last resort. Garrett distributors can tell you the recommended range of acceptable oil pressures for your particular turbo. Restrictor size will always depend on how much oil pressure your engine is generating-there is no single restrictor size suited for all engines.

 

Ball-bearing turbochargers can benefit from the addition of an oil restrictor, as most engines deliver more pressure than a ball bearing turbo requires. The benefit is seen in improved boost response due to less windage of oil in the bearing. In addition, lower oil flow further reduces the risk of oil leakage compared to journal-bearing turbochargers. Oil pressure entering a ball-bearing turbocharger needs to be between 40 psi and 45 psi at the maximum engine operating speed. For many common passenger vehicle engines, this generally translates into a restrictor with a minimum of 0.040" diameter orifice upstream of the oil inlet on the turbocharger center section. Again, it is imperative that the restrictor be sized according to the oil pressure characteristics of the engine to which the turbo is attached. Always verify that the appropriate oil pressure is reaching the turbo.

 

The use of an oil restrictor can (but not always) help ensure that you have the proper oil flow/pressure entering the turbocharger, as well as extract the maximum performance.

[madrolla68]

From Garrett themselves:

 

http://www.turbobygarrett.com/turbobygarre...r/faqs.html#t16

Does my turbo require an oil restrictor?

Oil requirements depend on the turbo's bearing system type. Garrett has two types of bearing systems; traditional journal bearing; and ball bearing.

 

The journal bearing system in a turbo functions very similarly to the rod or crank bearings in an engine. These bearings require enough oil pressure to keep the components separated by a hydrodynamic film. If the oil pressure is too low, the metal components will come in contact causing premature wear and ultimately failure. If the oil pressure is too high, leakage may occur from the turbocharger seals. With that as background, an oil restrictor is generally not needed for a journal-bearing turbocharger except for those applications with oil-pressure-induced seal leakage. Remember to address all other potential causes of leakage first (e.g., inadequate/improper oil drain out of the turbocharger, excessive crankcase pressure, turbocharger past its useful service life, etc.) and use a restrictor as a last resort. Garrett distributors can tell you the recommended range of acceptable oil pressures for your particular turbo. Restrictor size will always depend on how much oil pressure your engine is generating-there is no single restrictor size suited for all engines.

 

Ball-bearing turbochargers can benefit from the addition of an oil restrictor, as most engines deliver more pressure than a ball bearing turbo requires. The benefit is seen in improved boost response due to less windage of oil in the bearing. In addition, lower oil flow further reduces the risk of oil leakage compared to journal-bearing turbochargers. Oil pressure entering a ball-bearing turbocharger needs to be between 40 psi and 45 psi at the maximum engine operating speed. For many common passenger vehicle engines, this generally translates into a restrictor with a minimum of 0.040" diameter orifice upstream of the oil inlet on the turbocharger center section. Again, it is imperative that the restrictor be sized according to the oil pressure characteristics of the engine to which the turbo is attached. Always verify that the appropriate oil pressure is reaching the turbo.

 

The use of an oil restrictor can (but not always) help ensure that you have the proper oil flow/pressure entering the turbocharger, as well as extract the maximum performance.

 

 

Very true and it says the same thing i said, BB turbos benefit but sleeve bearings don't in most cases.