Well, I have one of them. I have the T60-1. The shaft play was not normal at all. It was blown to ****. I could grab it and wobble it up and down until it hit metal.......same in the rear. Soooooooooo.......perhaps even with NO restrictor I was having some major crankcase pressure ??

THE Most recent one that just went..............lasted 3 hrs. and was running WITH a .4 restrictor pill that came with the Turbonetics turbo. SOooooo, WITH a restrictor Pill how does it shoot oil past that seal ?? That means the bearing was torn to **** within 3 hrs. of boosting at 16 psi max.

I don't understand, mainly bec. we just put together a very nice oil return line with AN fittings and the feed line is clear as well.

What do you think ?

 

I think you mean .04, a .4 would be nearly 1/2 inch .04 is too small for a Journal bearing turbo, .035-.04 for BB, and .08-.125 for a journal bearing with an oil pressure of 70 or more lbs. Usually vent from the rear iron, and from the filler neck with a -4 to -6 line for each, and a vented can. If Turbonetics sent you a .04 restrictor witha journal bearing turbo, I would make them replace it, or take em to court.

 

Hey Carl I received this response which I was I was looking for with respect to my personal application.FYI. I must say Ken has been outstanding in there service as I am sure many of the reputable sponsors here are.

"the restrictor size is actually .060", and a carb jet, or nitrous jet drilled to .060" works just fine. the jet will be a flare type and will fit in the oil feed on the chra.
the to4r is the same compressor as the HKS TO4R, some people refer to it as a T67.
let me know if you have any other questions 1-877-23-turbo
thanks again
ken

 

I have a Turbonetics 60-1 HiFi which is getting 115+ psi oil pressure (race regulator) in a road race car. At the first dyno session when I got into a decent pull, a boatload of smoke came out the exhaust. I was running an AN 3 feed and an AN 12 drain line. I've since put in a T4 restrictor from ATP Turbo (0.06) and I plan to test it our again. I was surprised the AN 12 drain couldn't keep up with the AN 3 feed. I think the problem has something to do with my return line, as it goes almost perfectly horizontal into the front cover. Given the location of the turbo and the radius of the AN 12 90 degree fitting there is simply no other option. I'll test it out and see if the restrictor cures the problem.

-Trent

 

i dont use a restrictor with a t61, -4 in, -12 out... absolutly no smoking problems

 

trent, a -3 is alot bigger than .08, or .06. I run a .125, and get smoke after running the car up to redline a couple times(8500rpm). A -3 is ~.1875 ID. I am adding one more breather, then I will go down to ~.1, .09 etc, til I eliminate it. Remember, if it is a new turbo, the Carbon seal (If that is what you have) absorbs a certain amount of oil. Conditioning that seal takes some time, longer if you are running synthetic. So, this mean that a brand new turbo is prone to smoking more easily than one with a thousand miles on it. It is not that the -12 cannot keep up with the -12, that is not the restriction. the restriction is inside the CHRA by design, and that restriction on current model Garret Journal bearings can only handle ~60-70 psi before it starts bypassing a noticeable amount of oil. Carl

 

This is a wicked *** thread, with alot of information im sure alot of turbo users did not know about. Too bad we couldn't archive it or something..

I noticed that good ol corky bell does not mention anything on restrictors in his maximum boost book, doesn't surprize me thought cause obviously the problem lies between what kind of engine you have (what kind of oil pressure it puts out) and what type/make turbo you have as well.

One thing I noticed was that none of the websites that I have viewed that sell turbos mention restrictor requirements.. WHen you buy a turbo, are these specifications on the weight of oil, amount of oil pressure, etc mentioned on a sheet in the box?

 

K.....so I'm looking at putting a .08-.125 restrictor pill in. I called turbonetics and their tech told me anything under 90 psi oil pressure does not need a restrictor. Anyone have any idea how much max. oil pressure the FD runs ? I know by looking at the stock guage its no more than 90 psi, but that guage is crap.

 

I believe 110psi is SOP at WOT, but I'm just an FC owner It may well be that Tnetics CHRA is OK with higher pressures than Garrett, that is why everyone should be making sure they talk to their supplier, and most of all make sure that they have addressed EVERY other possible cause for excess oil pressure in the CHRA BEFORE restricting. My restrictor is equal to a -2 line, be very sure you have proper drains, straight down -10 or larger, and proper ventilation. I found a low loop in the line can cause enough extra pressure to make my turbo smoke. Understand, most turbo failures are from too little oil, the manufacturers are trying to stop you from killing the bearings. Carl