chinese t3/t4
#41
Re: chinese t3/t4
It is an Ebay turbo. $190 shipped. ol:
Installed
With heat wrap and shielding.
I have been running it about 4-500 miles so far. And it hasnt grenaded! I have boost set @ 15-16 psi. No boost creep (I milled out the exhaust housing for max flow)
I havent been on a dyno yet to tune it, but I am pretty sure it will be about 250whp @ 17 psi...
Boost is "laggy", full boost @ 4250-4500 rpm. But it is totally untuned on a 1990 LEGACY ECU. But the motor is a built 2.5....
Installed
With heat wrap and shielding.
I have been running it about 4-500 miles so far. And it hasnt grenaded! I have boost set @ 15-16 psi. No boost creep (I milled out the exhaust housing for max flow)
I havent been on a dyno yet to tune it, but I am pretty sure it will be about 250whp @ 17 psi...
Boost is "laggy", full boost @ 4250-4500 rpm. But it is totally untuned on a 1990 LEGACY ECU. But the motor is a built 2.5....
#42
Re: chinese t3/t4
Originally Posted by BoostForLife
I have been running this ebay trash with 0 problems since last december/january. Very very tiny side to side shaft play, nothing abnormal. Never smoked and boost like new all the time. I have never used turbo timer on this. I think that the oil feed line and drain play a big part in this turbo's longetivity.
#43
Re: chinese t3/t4
Originally Posted by apexsilver06mr
i was just asking you if you ran one... im wasnt asking on how small lil bo pete was. im not gay
lill bo pete was a little little for the job but not the cause of distruction
#44
Re: chinese t3/t4
Originally Posted by turbo4life
garret recommends a .052" restrictor and 1/16 in drill bit dose the job
lill bo pete was a little little for the job but not the cause of distruction
lill bo pete was a little little for the job but not the cause of distruction
#45
Re: chinese t3/t4
Originally Posted by turbo4life
garret recommends a .052" restrictor and 1/16 in drill bit dose the job
lill bo pete was a little little for the job but not the cause of distruction
lill bo pete was a little little for the job but not the cause of distruction
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.
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.
#46
Re: chinese t3/t4
Originally Posted by I_steal_Tranny_Stalin
What about now..... is it still good..?
#47
Re: chinese t3/t4
Originally Posted by BoostForLife
Yep, need to get a little waste gate elbow as my hood doesn't close with the wastegate I have now. Need to pass emissions before I drive again daily, will try to pass with no cats and kit still on the car, just put some rubbing alcohol in it and you're good for emissions.
Hey I been looking through last year honda meet pictures, I found these...