Ha Ha, LOL, you all but called me out on that one. The specs I gave you were for journal bearing as that is what we were discussing. It comes out to roughly 30psi if I remember correctly. Keep in mind it never states a maximum in the tech drawings only minimums. Believe me I wish I could post them up. I cannot I'm not supposed to have them, and I gave my word I wouldn't show them around in order to get them. I will say this much the people I deal with build more turbos for more varied apps than do the performance warehouses.They've also been doing it longer. I trust both of them implicitly. I wonder if the one you saw cut out had the pin side missing. I would need to see it(cut out) but there is a pin that holds it in place.

you know, maybe what they meant is that when the pressure is too high you get to much oil and pressure built up inside the turbo and the oil will blow out past the rings...which would cause smoke....but then again, I wasnt there for the conversation....just trying to make some sense of it in my head. That may not be what they meant at all....I dont know lol

Stephen

Sean, I think this is big enough that we can get Garrett, or at least ATP/Precision to release a little more information. Precision did say they would recomend the restrictor / or not on a case by case basis. That way each person is covered as far as warranty goes. It seems that they will take care of the failures, but as inmy case, it cost me nearly a thousand dolars, and two days of my life, not to mention missing debuting my car at Mazfest vs some other non-mazda venue :( In order for someone to get a recomendation, they will need to know exactly what turbo, oil pressure peak, oil weight, and feed/drain line sizes. I also talked to another very knowledgeable forum member who is using a .09" restrictor with good success after other oil related failures. Sean, can you answer my other questions when you get a moment? Thanks Carl

For $12 a pop , I'll put a restrictor on each of my turbos and avoid the head , heart and ass ache .!

If it's a journal bearing, .08-.1 s/b fine

I'll be two GT3071R's.

I agree with Carl.The consumer has the right to be informed on the proper performance and setup to insure a purchased product is not damaged. I would bet that the Turbo manufacturer would prefer not to have a liabitiy of not informing its clients of what are designed specification for lubrication etc. By the way the spec stuff...B.S. 1st they have design protection in patents, second any competitor can by a model and disassemble then cut up. Engineers/designers of turbos .......come on this aint CIA stuff. I challenge them to sue me. Send me spec I post them any where.Only an confidentiality agreement in R&D in an employment agreement has that provision.
I know this ...cause I have a patent and employees.Thats the same as not being able to mix synth with mineral based oil. Can you imagine the millions ignorant people who have put oil in their cars?The SAE would not allow such a catastrophe of damage and suits to follow..what company wants that liability ...just to defend.
I believe the import tubo-ing has been a boom for this sector like never before.After market ,grass roots build up was never as big as now.I think they will provide the proper oil flow and restriction guidlines. Ok Carl you were saying ...... I can restrict my journal TO4Rwith a .08 .Where do I order this?Wheeeeeewwww.

so my turbo has been smoking without the restrictor. But i havent boosted on it yet and not even really drove it, just turned it on. If i put the restrictor should it cut down the smoke?

Go back to page on and read my post. Dont just state restricting till the smoke stops you'll end up with a oil starved turbo if restriction isnt the problem. You need to make sure everything else is in order first....oil feed, oil drain, crank case vent. If all of that is right then try a oil restricto thats within manufactur spec which is about .08 for a journal bearing turbo or .4ish for a ball bearing turbo.

Stephen

I can only imagine this was directed at me, if so oh well, I keep my word when someone askes me not to do something and I agree to it. CIA stuff is not the point at all. Guess you missed that point.

I can only imagine this was directed at me, if so oh well, I keep my word when someone askes me not to do something and I agree to it. CIA stuff is not the point at all. Guess you missed that point. Sorry for the confusion.

Well not directly, Its more towards the people that make that type of request in which they over look the obvious. I can appreciate how you are obliged by your relationship with another. My apologies if it seemed a personal call out.I didnt intend it to be such......and off topic.

No harm no foul, maybe I read it wrong. Just wanted it to be clear, I'm not being secretive I'll tell you whatever info is on there, I just promised I wouldn't go posting copies all over forums everywhere.

What other questions??

Venting to atmosphere seems to help a lot. The crankcase that is.

umm... im running a -4 line to the turbo... has some smoke but not noticeable on the street... im using no restirctor

Well I just received a restrictor .035 for the gt series.Will I am ignorant in such I "feel" this is a bit small from the looks of the pin hole.Its design is the same as my straight thread connector (to the elbow -4) except that its fitting side is restricted.
I will have to split hairs and enlarge it a little. I see and Sean can explain better that Garrett post that the "bearing centers requires less oil flow than that of the journal style and that the bearing is more tolarent to a limited low oil condition"armed and dangerous with this info ....I AM STILL FUCKING IGNANT. We just want to implement the design flow(which I think is for the standerd piston motor of 20 PSi at idle to 60 PSI at load)where as our FD do 80-120PSI.And I am running a short -12 retun too sooooooooo. Feel like a bunch a monkeys guessing how to peel a coconut

AGREED. Remember my first post, you should call your distributor, give them your oil pressure at WOT, weight, line sizes etc, then get the advice. Stephen's above statement has certainly been borne out. A .6 on a journal bearing caused a bearing failure due to starvation(known), that person is using a .9 now. The restrictor on my old turbo is 1/8", and was made 10 years ago by the guy that originally built my engine. Apparently this is not a new problem LOL. So that is .125, and that worked well on an old Garrett TO4B on my motor, I am tempted to use that, and switch to 30 weight oil as opposed to the 5w50 I am using now. Carl

Just FYI , I received my pair of brand new Garrett GT30 turbos and they both came with a restrictor already installed . It is -3AN on the hose side , the turbo side has just a pin hole in it.

I'll bet it measure .035 if you could measure it;)

What's up Phat. Long time no see. If you put a restrictor where a restrictor wasn't meant to be put you'll have oil starvation. If you don't put a restrictor where you need one you'll end up with a flooded cartridge...so you want to make sure you know what's wrong before you do one thing or another....whether or not to use a restrictor and what size restrictor to use will vary depending on the pressure in your oil feed line. Btw, are you sure it's your turbo that's smoking? If you used some WD-40 to break the bolts loose it could just be the WD-40 that's burning off...

On Previous T60-1 that lasted 6 months, I ran NO restrictor pill and turbo bearing and seal were a goner after 6 very short months (3500 miles).

Then I just replaced it 2 weeks ago with a T60-1 Hifi that lasted for about 2 hrs. worth of driving before it either blew the bearing or blew the rear seal. Oil all in the exhaust housing and tons of smoke out the aiiisss. That turbo came with a .4 Pill already in a brass fitting at the feed line.

SO, I blew seals with a restrictor pill and the most recent one w/out a pill. Feed line and return line have been carefully inspected and they are both clear.

Was not running any type of oil catch can for crankcase venting though. Still running stock PCV system. Perhaps was building up excess crankcase pressure ??? Anyway, will be addressing that before this next turbo goes in.

Got a T62-1 coming in and don't want to go through the same thing again. Good thing Turbonetics covered it under warranty !!

What do you mean by you "blew the seals"?

The bearings on both went along with the rear seal. Major shaft play up and down and oil all in the exhaust housing.

The reason I ask, is that with no restrictor you had plenty of oil. therfore, the bearings should be fine. the seal is a piston ring style in a land, and cannot be forced outby oil pressure, until they are very worn. So, this means that with a new turbo, typically you need only clean everything up, reduce the pressure at the turbo, and try again. I thought my seals were blown to, then what I just told you was described. I cleaned everything up, restricted the feed, and viola, no problem. My dealer(reputable), and Precision did not dispute that I had blown a seal even though I told them what happened, I spoke with three shops before a buddy of mine took apat a turbo for me, and showed me what I thought hadhappened was impossible. I bypassed almosta quart of oil, you can imagine the smoke, and the mess. my point is with a new turbo, unless it was defective, your turbo was probably fine. As for the seal, if you pressurize the CHRA, you will have a gurgling sound out the hotside, that is the oil bypassing. now, if you put so much pressure to it that the hotside cannot bypass all the excess pressure, it will bypass on the cold side. As for radial play, most turbos, even new can have enough play for the compressor to almost touch the housing(only a couple 1000ths clearance). Once you put pressurized oil in the CHRA the play goes away. I am not generally one for conspiracy theories, so I'll call this a turbo companies dirty little secret. think about it, a journal bearng turbo will sart to bypass oil between 60-80psi. Many cars run more than this, esp. forced induction. So, car seems to have blown turbo, owner thinks it's his fault as often as not, returns turbo, turbo is "rebuilt" owner adds restrictor to stop "problem" from happening again, smoke goes away, problem solved...Problem is the turbo was likely fine all along. The more I dig into this topic the more of a cynic I become.... Any Turbo resellers want to comment??? Perhaps I will start a thread. Imagine if even 25%(I think the # is MUCH higher) of all the failures are not failures at all, how much money is that for turbo sellers/rebuilders??? I suppose it is possible that they are dong this unknowingly, in which case, it's time to get "edikated" people. The saga continues... Carl Byck

Do you still have the "blown" turbos?