Oil Restrictor?

[jamiebennett81]

I had an oil restrictor to put onto my gt2x, but for some reason, one end was smaller than the other i.e. it would fit onto the block but then the braided hose was too large to fit onto it

unfortunately I have lost the dam thing so I cant send it back to CR Turbo's to get another one made up with the correction put in place

Speaking with CR Turbo's they really need the unit here to make up one (which is not possible to take off the whole turbo just for the restrictor)

does anyone know at all what size fitment/thread this would be at all? I will have a dig around again tonight, but in the mean time if someone could help please

 

[DPJ]

I had an oil restrictor to put onto my gt2x, but for some reason, one end was smaller than the other i.e. it would fit onto the block but then the braided hose was too large to fit onto it

The oil restrictor screws into the turbo....

 

[jamiebennett81]

The oil restrictor screws into the turbo....

I was told it it can screw into the block or turbo, preferably the turbo, but does not matter which end of the braided hose it goes right, as all it does is reduce the pressure?

 

[DPJ]

I was told it it can screw into the block or turbo, preferably the turbo, but does not matter which end of the braided hose it goes right, as all it does is reduce the pressure?

THe oil feed goes from the oil filter housing to the turbo, Jamie. No block connection.

 

[jamiebennett81]

THe oil feed goes from the oil filter housing to the turbo, Jamie. No block connection.

hmmmm ok

technically it can fit though as it has the same thread type fittings - tis what AMD told me as all it is, is a restrictor with the braided hose, so does not matter which end it fits on, block or turbo as it is fed from the block right?

oh well, anyway - my original question was - is this a standard fitment or one has to be made up as bespoke?

 

[DPJ]

hmmmm ok

technically it can fit though as it has the same thread type fittings - tis what AMD told me as all it is, is a restrictor with the braided hose, so does not matter which end it fits on, block or turbo as it is fed from the block right?

oh well, anyway - my original question was - is this a standard fitment or one has to be made up as bespoke?

There's no standard fitment oil restrictor.

 

[ibizacupra]

restrictor should be at the turbo end so pressurised oil is there.
usually req'd on roller bearing units... kinda surprised a GT2X based unit would want one, as its lifeblood is oil, cooling and lube!

 

[jamiebennett81]

There's no standard fitment oil restrictor.

dam, thats what I thought

ok thanks for the help - will have to have another search for it tonight *prays I find it*

 

[jamiebennett81]

restrictor should be at the turbo end so pressurised oil is there.
usually req'd on roller bearing units... kinda surprised a GT2X based unit would want one, as its lifeblood is oil, cooling and lube!

going on what Rob has done to his, as apparently the oil pressure is too high and can blow the seals, so a restrictor is introduced to aid this

although my worry has always been, wont this be starving it of oil? otherwise ATP would have put this in as standard right?

 

[ibizacupra]

Hmmm.. its not roller bearing its a total loss plain bearing turbo. std KKK units dont need it.

the only thing cooling the turbo and lubricating it is the oil, I would be very wary of adding a restrictor to it..

CR could confirm tho (as they carry the warranty on it) is if your oil pressure was the same as mine is do they say you need one with up to 7bar oil pressure on cold cranking and 3 bar idle oil pressure

 

[DPJ]

From the Garrett site. (Don't forget 1.8Ts run high oil pressure)

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.

The use of an oil restrictor can (but not always) help ensure that you have the proper oil flow/pressure entering the turbocharger, as well as extract the maximum performance.

 

[jamiebennett81]

From the Garrett site. (Don't forget 1.8Ts run high oil pressure)

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.

Thanks Dave - I interpret that as it does not require an oil restrictor in essence then? There is certainly an amount of seapage around the front of the block which I am told a catch can will stop this which is due to excessive crankcase pressure right?

however, I am still short of getting a clear cut answer really.

Bill can you advise any further at all please? it states the oil restrictor is dependant on how much oil pressure the engine is generating

so....

how or indeed can I find out how much oil pressure the engine is producing, and if this is possible, this would then equate to a clear cut answer on an oil restrictor being needed or not?

 

[DPJ]

Thanks Dave - I interpret that as it does not require an oil restrictor in essence then?

Jamie - you quoted the part about Journal Bearing turbos. Your GT2X is a roller bearing. You've missed the point entirely.

 

[RobDon]

When I told CR Turbos about the oil pressure in the 1.8T hitting 4 BAR + (60+PSI) they said yes, a restrictor would be required to stop the seals from blowing, as this is what caused my turbo to blow, I've been running a restrictor now since the rebuild and all seems fine.

They recommended a 1.5mm restrictor which is what they made for me, it's bigger than the 0.5mm of a ball-bearing turbo and large enough to regulate pressure whilst letting enough oil in.

CR Turbos know an awful lot more about turbos than ATP!

 

[RobDon]

Jamie - you quoted the part about Journal Bearing turbos. Your GT2X is a roller bearing. You've missed the point entirely.

No it's not, GT2X is journal bearing.

 

[DPJ]

No it's not, GT2X is journal bearing.

Cheers Rob - (I didn't know that - I always assumed all the eliminators were ball bearing turbos) I stand corrected.

Apologies, Jamie.

 

[ibizacupra]

Jamie - you quoted the part about Journal Bearing turbos. Your GT2X is a roller bearing. You've missed the point entirely.

its a journal bearing turbo tho is'nt it Dave? GT2X that is

 

[ibizacupra]

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.

Thanks Dave - I interpret that as it does not require an oil restrictor in essence then? There is certainly an amount of seapage around the front of the block which I am told a catch can will stop this which is due to excessive crankcase pressure right?

however, I am still short of getting a clear cut answer really.

Bill can you advise any further at all please? it states the oil restrictor is dependant on how much oil pressure the engine is generating

so....

how or indeed can I find out how much oil pressure the engine is producing, and if this is possible, this would then equate to a clear cut answer on an oil restrictor being needed or not?

Give CR a bell, tell them the oil pressures 1.8t can see, and let them supply one of the right bore. restrictors for bb garrets are small holes, and i seriously doubt they would flow enough oil to supply a journal bearing turbo...
KKK's dont use one. journal bearings also.

Robs 1.5mm restrictor is a guide, but let CR supply it.

 

[jamiebennett81]

Give CR a bell, tell them the oil pressures 1.8t can see, and let them supply one of the right bore. restrictors for bb garrets are small holes, and i seriously doubt they would flow enough oil to supply a journal bearing turbo...
KKK's dont use one. journal bearings also.

Robs 1.5mm restrictor is a guide, but let CR supply it.

thanks Bill, I called them earlier, but they were struglling to understand what size restrictor I would need as they said they need the turbo in hand....

just searched the house and car from top to bottom, but can't find it anywhere

going to send them these pics tomorrow, and hopefully they might be able to help out a little more

 

[RobDon]

Here's pics of mine when I got it:

http://i312.photobucket.com/albums/ll330/SonicBlueLeon/cr8.jpg
http://i312.photobucket.com/albums/ll330/SonicBlueLeon/cr9.jpg

I'm sure they modified mine with a press-in fitting, so you may have to remove yours off your turbo and send it to them? Given that 1.5mm is 3-times larger than a ball-bearing restrictor, I'm sure they've got it right.

Restrictors always screw into the turbo, never the block.