turbo restrictor? (plug size info needed)
#17
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#18
Burning Brakes
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My gut reaction told me it was 12mm since you said it was close to 1/2". Looking at your photos the ruler convinced me it was smaller than 12mm. I also would have bet it was 1mm thead pitch. Hard to tell from a photo.
Anyway glad you found it.
Lou
Anyway glad you found it.
Lou
#19
who is the supplier of your turbo? Is it meant to be a true Garret center section?
I doubt it is the restictor, my guess is it leaking oil out the hot side. Typicly the smoke at idle when the oil pressure is to high not on boost.
Remove the turbo, fill the oil passage/center section with oil. Let it sit overnight sitting on the turbine houseing. if the next morning you find oil in the turbine housing you know it leaks.
I doubt it is the restictor, my guess is it leaking oil out the hot side. Typicly the smoke at idle when the oil pressure is to high not on boost.
Remove the turbo, fill the oil passage/center section with oil. Let it sit overnight sitting on the turbine houseing. if the next morning you find oil in the turbine housing you know it leaks.
#20
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Good to know, thanks for your insight...you are probably right but I figured I would at least give this a try first before pulling it out and having it rebuilt. If/when I pull it, Ill do your test.
I wont disclose the turbo builder publically yet - but its not a vendor and they have already agreed to rebuild.
Thanks again.
I wont disclose the turbo builder publically yet - but its not a vendor and they have already agreed to rebuild.
Thanks again.
#22
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Thanks aribop, I will be having a longer chat with the builder if indeed it comes out for a rebuild. Im not planning on making this a common theme...although dreams of an LS1 in place of the turbo-4 have already started
#23
Hey Man
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If it is truly a Garrett center they have various restrictors somewhere on there website. They base it on the normal oil pressure range of the engine. I would measure mine since it's still in the box if I had only had a good set of jobbers drills.
#24
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get it right from the horse's mouth;
http://www.turbobygarrett.com/turbob.../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.
http://www.turbobygarrett.com/turbob.../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.
#25
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Im not sure if its a true Garrett center - way to tell? It was a brand new journal bearing - T04E
Got the M12 x 1.50 allen head plug today from McMaster-Carr so car should be back together tonight. Ill update after I drive it around. Thanks.
Got the M12 x 1.50 allen head plug today from McMaster-Carr so car should be back together tonight. Ill update after I drive it around. Thanks.
#27
Car runs great, boosts well, doesnt smoke at idle or mid throttle (from what I can tell - havent driven it much), seems most apparent at full boost (15+) and I just noticed it recently. Its not major, but just a grayish smoke (not a lot, but enough to **** me off) Dont think it was doing it from day one but I can't be 100% certrain.
*IC pipes clean, minimal oil residue...turbo looks clean -
T04E - 57 trim, #8 hotside, oil only.
*IC pipes clean, minimal oil residue...turbo looks clean -
T04E - 57 trim, #8 hotside, oil only.