Car is booked into GotBoost/Muzz Race tomorrow for a new oil return pipe.
Fitting my 70mm throttle body tonight and might take it for a blast, will be going down with my mate in his RS4 tomorrow so should be interesting. lol.
Fitting my 70mm throttle body tonight and might take it for a blast, will be going down with my mate in his RS4 tomorrow so should be interesting. lol.
Popped into Muzzrace/GotBoost last night on the off chance to chat about the car, had a good look at the options for the oil return but found some more serious issues, which i was kind of expecting to see at some point.
Pulled the pipe off the turbo outlet to find a pool of oil sat in the bottom of the turbo.
Turbo is coming off and being sent to Turbo Dynamics for a check over to see what needs doing. Oil return is being completely re-done, 45° fitting off the turbo then a braided -10/-12 line down the bulkhead then under the drive shaft into the sump. Should be a lot better than what is there now.
Pulled the pipe off the turbo outlet to find a pool of oil sat in the bottom of the turbo.
Turbo is coming off and being sent to Turbo Dynamics for a check over to see what needs doing. Oil return is being completely re-done, 45° fitting off the turbo then a braided -10/-12 line down the bulkhead then under the drive shaft into the sump. Should be a lot better than what is there now.
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Got an update from TD regarding the turbo. Really not sure what to do now.
"Axial and radial float is high – lots of play in the shaft. This has allowed the compressor wheel to rub on the compressor housing. I’m not sure if we have been here before, but all ball bearing cores are essentially considered scrap once axial and radial float exceeds the maximum tolerance. The compressor housing and exhaust housing are OK for use, but it does need a new core. The actual cause of failure is very difficult in this particular case. There is no significant damage, it has just appears to have been worked very, very hard.
Craig mentioned last week that the oil return line was not very pretty. I assume this may mean it was kinked/too small diameter /fighting gravity, which would certainly cause the turbo to leak, but shouldn’t have caused failure in this way unless the car ran with very little oil.
Craig being Craigh @ GotBoost btw.
Awkard situation, first of all the cost of the work is high, second hand is gonna cost a fair amount as you very rarely see v-banded 3071 so that means id swap out a flanged one for mine then you wouldnt know the condition so i would get that checked out and also brand new is costly.
I think the only route forward is to break.
"Axial and radial float is high – lots of play in the shaft. This has allowed the compressor wheel to rub on the compressor housing. I’m not sure if we have been here before, but all ball bearing cores are essentially considered scrap once axial and radial float exceeds the maximum tolerance. The compressor housing and exhaust housing are OK for use, but it does need a new core. The actual cause of failure is very difficult in this particular case. There is no significant damage, it has just appears to have been worked very, very hard.
Craig mentioned last week that the oil return line was not very pretty. I assume this may mean it was kinked/too small diameter /fighting gravity, which would certainly cause the turbo to leak, but shouldn’t have caused failure in this way unless the car ran with very little oil.
Craig being Craigh @ GotBoost btw.
Awkard situation, first of all the cost of the work is high, second hand is gonna cost a fair amount as you very rarely see v-banded 3071 so that means id swap out a flanged one for mine then you wouldnt know the condition so i would get that checked out and also brand new is costly.
I think the only route forward is to break.
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butch20vt
Guest
bad news phil sorry to hear mate
but if you brake i will have a few parts as i mentioned on so-wal.
but if you brake i will have a few parts as i mentioned on so-wal.
just replace the CHRA if the housings are fine... Thats all thats wrong..
its exchange anyhows for chra's
its exchange anyhows for chra's
Housings are fine apparently, can i fit a new chra myself or is that something to be done by a specialist?
Do think the cost for the work from TD is too much bill? Especially if a chra is on exchange.
Do think the cost for the work from TD is too much bill? Especially if a chra is on exchange.
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Ouch, sad news. You can get new cartridges for ~£500 from Garrett I think. Would of thought you could changed it yourself. At least give it a go and then take it somewhere if all else fails.
Yeah as far as i can see you can replace the chra yourself as its a contained unit. Will speak to Owens about it, just need more info about my turbo as i cant find the spec numbers.
That's not toooooo bad. Reaslistically though how much are you using the car and does it justify the cost? If you're planning on breaking in a few months I wouldn't bother personally.
Yeah its gettin better.
I cant really say how much im using it as im not driving because i know its not right. So if I fix it I know id drive the car a lot more.
I cant really say how much im using it as im not driving because i know its not right. So if I fix it I know id drive the car a lot more.
Can they not just replace the bearings and seals using the old CHRA?
And fit an HTA billet compressor wheel!
Starting to think you should have kept your car on the KO3s you had less/no problems!
Think you only had one outting and that was Pembrey which had issues then!
Any thought of going back to that set up and sell off your BT instead?
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Think you only had one outting and that was Pembrey which had issues then!
Any thought of going back to that set up and sell off your BT instead?
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