There are many locations you could tap the engine for oil, and you could certainly tap the oil pedistole if you can fit everything.

 

Well... heh.... I kinda forgot about the fact that Im going to use TII irons (all three), and if im not mistaken that one threaded hole on the top is for the oil conection.

 

As aaron said, I tapped the oil pedistal with a 1/8 npt, then used a 90 degree elbow to convert that to a 1/4 npt, and i just put a hose barb on the other side, this made it point forward so I could route it easier. Been working fine so far, with no leaks.

 

Very nice. BTW i dont know if i complimented you on yoru install but it looks very nice.

When im done with mine, I'll post it, although it'll pretty much look like a TII engine in there.. well.. hell.. i guess it is a TII engine in there.. or something. Damn mutt engine.

Charles

 

whats the minimum an line you should feed the turbo with? would an 1/8npt-4 an adapter with 4an line to turbo provide sufficiant lubrication?

 

Well since the turbo has a tiny pin ***** sized entrance to where the bushings and what not are, any size line would most probably work fine.

 

thats true but does the spinning turbo create more suction than the oil pressure can supply if its a small line? i doubt it but you never know.

also in terms of return line design, how much clearence ois there between the pan and internal components. couldnt one just use a bulkhead an fitting and not worry about welding, just drill a hole, silicone it up and tighten down the bulkhead? is there a standard return line size?

 

The line isn't very big to begin with, as you can see if you look at the hard lines, so it doesn't have to be a 'huge' line. I still think it's a better idea to tap the front cover. My return size was around 3/4" to 1", can't remember off the top of my head.

 

What about using a T fitting on the oil cooler lines. I already have SS lines with AN fittings. So a T fitting should work for both return and sending right?

And for the coolant, could you use the heater core lines?

 

There's no need to use the heater core lines. Use the line that comes off the back of the waterpump, and then run the return to the nipple on the back of the engine block, there's no need to do anything different for coolant.

 

You can use a T fitting on the oil feed line, but the drain must go to a point of zero pressure like the front cover or oil pan.

Don't put the turbo in series with the heater core. Like most cars, the FC cuts coolant flow through the core when the heat is not on.

 

A little off topic, but is this cut-off at the heater core, or at the radiator? Just wondering because if it were at the core, and the tap was before it, wouldn't it still provide enough pressure to provide a feed, regardless of if the core were closed/open? (Though, this is 800x harder and absolutely not required, I just wonder for the sake of knowing)

 

okay, but if I don't have those lines what could I use. The line from the waterpump has a temp guage probe in it, and the line at the rear rotor is blocked off from inside the motor(I bought it like that)

I think for oil I will use the pedestal and drain into a tapped hole in the front cover. Thanks guys.

 

The coolant feed to the heater core is valved at the core, so tapping it before the core will still provide coolant regardless of heater operation. Not sure where you would drain it to though, unless you want to T into the upper rad hose.

If you're really stuck for coolant sources, just put a piece of pipe into each rad hose and tap for a nipple.

 

Thanks Aaron. Good ideas. Sonic thanks also, you guys are both being big helps to my last few concerns on my project. Aaron I pmed you so I don't jack this thread anymore

 

Heh, which lines do what on the turbo, thats it for the stupidest question on the forum award.

 

I got a question.
With the spacer moving the turbo outwards, will the aux actuators still fit??
I would assume it would give it better low end and off boost throttle response if they are still intact.

Actually, I am planning on keeping both the VDI and Aux ports in the car.
But instead of them operating on the air pump, I will have a line from the manifold to operate them. VDI will still open at 5500 rpm while while the aux ports will open when ever the car is in P.I.M.P.

Does that sound good or would I be better off ripping everything off?

 

Not quite sure if you're being serious or not, but coolants are on the side (banjo bolts), and oil is on the top and bottom.

 

There is no room for them, not in the least. You could mount them remotely possibly and use wires to pull them open if you really wanted. Nobody can really prove if they serve any use or not being closed at low throttle, but the turbo spools so fast you can't even notice a difference with them open.

 

I got that much, the i just dont know which is in and which is out for both. Ive never owned a turbo car, just a turbo.

 

Inlet is on the right side (closest to LIM), outlet on the left, (closest to pass fender), oil inlet is on the top, return on bottom.

 

someone diagram where in the front cover they tapped? similar location to where the tII return is?

 

i'm thinking VDI would be totally useless with boost...

 

Thanks man, now im edumacated!

 

Why would you say that?
When you are out of boost, you want the long runners for tq.
When you are in boost, you want the short runners for faster air flow