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bridrive55 · Aug 1st, 2006, 09:24 PM

Oil starvation and bearing oil seal hyperpressurization are two leading causes of premature turbo failure, when douchebaggery and idiocy are not considered causes of failure. Ensuring the right pressure for your turbo by variable resistance would be the most reliable method of controlling bearing lubrication, but it would be difficult to monitor the pressure adequately right before the oil inlet on the turbo. I've kicked around the idea of a rising-rate resistor linked to a vacuum line (boost line) that would open a valve under boost and permit more oil flow to the turbocharger, but my first design using a modified fuel-pressure regulator failed. The best way remains unilinear resistance of a large aftermarket oil line.
This unilinear (constant, as opposed to variable) resistance is usually achieved by placing a NOS jet in the oil feed line right before the inlet to the turbo. Other down-and-dirty methods include the tapered head of a BIC ball-point pen and the actual piece that I use, which is a selectively cut plastic tip from a micropipet, a device used by molecular biologists (such as myself) to accurately aspirate and deliver small quanitities of liquids. This is a polystyrene cone that I cut at two sections to create a tubule that supplies the peripheral resistance needed to save the turbo bearing seal from hyperpressurization. I recommend the NOS jet route. Do NOT run a turbocharger (especially a T2) without oil resistance of some sort.
Oil starvation can be prevented by monitoring oil lines carefully. If an oil line becomes kinked, the turbo seal will dry out and the bearing will blow. This destroys the turbocharger. Too many good people have sold their cars after the frustration of blowing multiple snails.

Aug 1st, 2006, 09:24 PM	#27 (permalink)
bridrive55 KA24DET Join Date: Aug 2004 Location: UW Madison Posts: 1,000	Oil restriction Oil starvation and bearing oil seal hyperpressurization are two leading causes of premature turbo failure, when douchebaggery and idiocy are not considered causes of failure. Ensuring the right pressure for your turbo by variable resistance would be the most reliable method of controlling bearing lubrication, but it would be difficult to monitor the pressure adequately right before the oil inlet on the turbo. I've kicked around the idea of a rising-rate resistor linked to a vacuum line (boost line) that would open a valve under boost and permit more oil flow to the turbocharger, but my first design using a modified fuel-pressure regulator failed. The best way remains unilinear resistance of a large aftermarket oil line. This unilinear (constant, as opposed to variable) resistance is usually achieved by placing a NOS jet in the oil feed line right before the inlet to the turbo. Other down-and-dirty methods include the tapered head of a BIC ball-point pen and the actual piece that I use, which is a selectively cut plastic tip from a micropipet, a device used by molecular biologists (such as myself) to accurately aspirate and deliver small quanitities of liquids. This is a polystyrene cone that I cut at two sections to create a tubule that supplies the peripheral resistance needed to save the turbo bearing seal from hyperpressurization. I recommend the NOS jet route. Do NOT run a turbocharger (especially a T2) without oil resistance of some sort. Oil starvation can be prevented by monitoring oil lines carefully. If an oil line becomes kinked, the turbo seal will dry out and the bearing will blow. This destroys the turbocharger. Too many good people have sold their cars after the frustration of blowing multiple snails. __________________ StreetTech S13 KA24DET, .70A/R T04E, FMIC, VLSD, SAFC-II, 550cc's, Q45 MAF.