I blew my SCM6152

[1991GSXAWD]

It was fed from the oil filter housing, approx. 5K miles on it since new and it locked up solid after doing some tuning at 22 psi with a spike to 25 It pulled hard than started smoking boost dropped off which was odd I was only a block away from the house, got it home, checked for play and it won't budge so pulled the turbo apart and noticed that the backing plate where the shaft goes through(small seal compressor side) had a nasty gouge, and wheels had some contact. No idea what could have caused it as I checked for play last week while doing a head rebuild and it looked perfect Yes, it's out of warranty. Anyways since it's a Garrett based turbo, will the exhaust housing bolt up to most Garrett T3 turbos? That is the only part that is reusable from the looks of it. For time being I guess the 14b will go back on until I find something else. Throw out some ideas guys

 

[Project2G]

Sorry to hear that. Damn. I have the same turbo.

 

[sb7775]

It was fed from the oil filter housing, approx. 5K miles on it since new and it locked up solid after doing some tuning at 22 psi with a spike to 25 It pulled hard than started smoking boost dropped off which was odd I was only a block away from the house, got it home, checked for play and it won't budge so pulled the turbo apart and noticed that the backing plate where the shaft goes through(small seal compressor side) had a nasty gouge, and wheels had some contact. No idea what could have caused it as I checked for play last week while doing a head rebuild and it looked perfect Yes, it's out of warranty. Anyways since it's a Garrett based turbo, will the exhaust housing bolt up to most Garrett T3 turbos? That is the only part that is reusable from the looks of it. For time being I guess the 14b will go back on until I find something else. Throw out some ideas guys

There is a thread on the pte thrust bearing failure.

Steve

 

[JusMX141]

Another PTE turbo bit the dust?!? Add this thread to the pile of most recent failures....

http://www.dsmtuners.com/forums/turbo-system-tech/344931-whats-deal-garrett-t3-thrust-plates.html

http://www.dsmtuners.com/forums/turbo-system-tech/347365-keep-blowing-thrust-plates.html (scroll down, you'll see the turbo is actually a 6152 and not a FP Green as the O.P. originally thought)

http://www.dsmtuners.com/forums/new...who-have-smoked-journal-bearing-pte-step.html

I've lost all faith in that company.

Anyways since it's a Garrett based turbo, will the exhaust housing bolt up to most Garrett T3 turbos?

Only those using a Stage 5 / T352 turbine wheel.

 

[sb7775]

Another PTE turbo bit the dust?!? Add this thread to the pile of most recent failures....

http://www.dsmtuners.com/forums/turbo-system-tech/344931-whats-deal-garrett-t3-thrust-plates.html

http://www.dsmtuners.com/forums/turbo-system-tech/347365-keep-blowing-thrust-plates.html (scroll down, you'll see the turbo is actually a 6152 and not a FP Green as the O.P. originally thought)

http://www.dsmtuners.com/forums/new...who-have-smoked-journal-bearing-pte-step.html

I've lost all faith in that company.

I don't have much faith in the old PTE stuff at all. The new billet stuff seems good so far.

Steve

 

[JusMX141]

It's possible the new billet compressors have a lighter rotational mass, making them less likely to succomb to a thrust failure.

From what I've seen it seems the very large-wheeled T3 PTE turbos are the most likely to fail at high boost. Perhaps the small T3 shaft isn't enough to support the loads that the 6152's GT40 compressor can dish out. If you were to surge a turbo with such a large compressor and small shaft diameter on a regular basis, it could twist the shaft like a pretzel.

I think this is the main reason Turbonetics goes to the big shaft turbines on all of their larger-wheeled turbos, although Turbonetics isn't a great example of reliability either.

 

[1991GSXAWD]

That is a lot of horror stories, I had no restrictor and no ballance shafts, guess too much oil pressure, I've had stock Garrett turbo's before operating way out of it's efficiency and never a hint of any problems so back to the drawing board. I'm not so sure if I will run another PTE turbo anytime soon after reading all the other failures.

 

[Boosted98gsx]

Company knocks off FP's wheels, and Garret's parts, and then they start failing.

HAHAHA, not surprised, and honestly, well deserved.

 

[Killa_dsm]

Company knocks off FP's wheels, and Garret's parts, and then they start failing.

HAHAHA, not surprised, and honestly, well deserved.

All you do is state that they are knockoffs, but is there any proof? If so can you please link? I think it would be a interesting read.

 

[sb7775]

Company knocks off FP's wheels, and Garret's parts, and then they start failing.

HAHAHA, not surprised, and honestly, well deserved.

They use real garret parts and do you have any evidence that they knocked off the FP stuff. None of the new stuff has any of the problems mentioned here.

Steve

 

[GSXSixteenG]

Company knocks off FP's wheels, and Garret's parts, and then they start failing.

HAHAHA, not surprised, and honestly, well deserved.

You my friend never give up, and I think its funny because it always starts a hissy fit.

 

[Killa_dsm]

You my friend never give up, and I think its funny because it always starts a hissy fit.

Yeah I have noticed that he tries to bash pte every change he gets, but I have yet to see him post hard facts on pte using knockoff stuff from fp.

 

[JusMX141]

That is a lot of horror stories, I had no restrictor and no ballance shafts, guess too much oil pressure...

Honestly, I don't think so. You would've seen signs prior to this event had that been an issue. Smoke, shaft play....yet you said you checked the play just the other week and nothing was wrong at that time.

This is what I'm talking about when I say that more Garrett-based turbos fail for no reason than any other brand. Here we have a turbo with 5k on it receiving oil from the filter housing as PTE recommends. If it were over-oiled, it would've smoked out the exhaust well before it ever gave you a failure symptom. If it were unbalanced it would've failed at 50 miles, not 5000. It just doesn't make sense.

I would continue to tear the turbo down and see if there was any sign of foreign matter entering through the oil supply. Sometimes a random turbo failure can be blamed on something engine-related that is dirtying your oil supply.

Company knocks off FP's wheels, and Garret's parts, and then they start failing.

Where do you come up with this shit?

Turbonetics is the company that uses their own Garrett-spec wheels, not Precision.

The 6152 is created by taking a Garrett GT40 compressor wheel and cutting the pre-formed nut off the front of the wheel, then mating it to a Garrett Stage 5 (T352) turbine. This is why the 6152's compressor has a visible hex built into the front of it and no other T3 journal-bearing compressor does.

As far as PTE not using Garrett wheels, here's the AiResearch "A" visible on both the compressor and turbine of SB7775's old 6152:

 

[TRBOBLU]

My journal 6169SP died before it even hit 7k miles. Always ran at 30-31psi. I will never buy a journal PTE turbo again after reading all the horror stories and my personal experience. I do hear good things about their ball bearing units.

 

[AndrewD5418]

Honestly, I don't think so. You would've seen signs prior to this event had that been an issue. Smoke, shaft play....yet you said you checked the play just the other week and nothing was wrong at that time.

This is what I'm talking about when I say that more Garrett-based turbos fail for no reason than any other brand. Here we have a turbo with 5k on it receiving oil from the filter housing as PTE recommends. If it were over-oiled, it would've smoked out the exhaust well before it ever gave you a failure symptom. If it were unbalanced it would've failed at 50 miles, not 5000. It just doesn't make sense.

I would continue to tear the turbo down and see if there was any sign of foreign matter entering through the oil supply. Sometimes a random turbo failure can be blamed on something engine-related that is dirtying your oil supply.



Where do you come up with this shit?

Turbonetics is the company that uses their own Garrett-spec wheels, not Precision.

The 6152 is created by taking a Garrett GT40 compressor wheel and cutting the pre-formed nut off the front of the wheel, then mating it to a Garrett Stage 5 (T352) turbine. This is why the 6152's compressor has a visible hex built into the front of it and no other T3 journal-bearing compressor does.

As far as PTE not using Garrett wheels, here's the AiResearch "A" visible on both the compressor and turbine of SB7775's old 6152:

Do you stock compressor covers? I'm looking for one just like that for my 6152 which will be upgraded to a 6169. Maybe even the SP cover.

 

[JusMX141]

I have a 6152E cover here, not an S cover though. The E is your standard 3" inlet / 2" outlet .60 a/r while the S has the 4" inlet / 2.5" outlet and is .70 a/r.

 

[1991GSXAWD]

Yeah, that makes sense jusmx141, as I had no smoke until it failed. I'll try to take a pic of the failure and see what you think made it fail. It looks like parts were welding to each other on the compressor side and no blue marks on shaft, mine has a 270* journal bearing and not a 360* I'm told that the new one's have the 360* I just installed a 14b tonight and everything looks good so far (feeding from the head) so now the hunt begins for another decent size turbo.

 

[Burnett03]

Another blown PTE? NO way! Man i must have went through 2-3 of those crap turbos before i bought a real 100% garrett. I blew the first one with oil from the ofh, still had balance shafts, blew the second from the filter housing with a .065 restrictor and -3an line, finally blew the third from the head. They are crap turbos.

 

[jeremy19984g63]

well sorry about that. I've had mine for 5 years, and 20,000 mile. Boosted to 20psi every day. Needs rebuilding now, but from bearing contamination. do to my engines rod bearings.

 

[1991GSXAWD]

Ok, here are the pics, this is where the 2 parts welded together.

 

[JusMX141]

Another thrust plate failure; this is the only type of failure that will allow the thrust collar to slide toward the compressor side far enough to contact the backplate.


PTE should build one more 6152 and stop. Permanently.

 

[Archer Fabrications]

Another thrust plate failure; this is the only type of failure that will allow the thrust collar to slide toward the compressor side far enough to contact the backplate.


PTE should build one more 6152 and stop. Permanently.

bringing this back from the dead cause of lack of information in other websites...

is there a compressor map for the 6152R? i agree its a crap turbo in journal form.. i havent had any issues with my DBB one and its got about oh 5k miles since new... fed from the head (where pte sugguests OFH) didnt listen to them cause they are idiots... and lucky for me it didnt matter if they covered it under warranty or not because i got it with no warranty! (if you are covered under warranty, follow PTE'S stupid instructions.. at least if it blows its covered. If you are out of warranty feed from the head if you are ball bearing and disreguard PTE's stupidity)

anyway. what are the specs for the turbo in terms of exducer and inducer sizes? the turbine wheel is still a 35R wheel correct?


esentially a 40R compressor and a 35R turbine?

ive been talking with you a bit and i also talked to FP about the 3065, the DSM82 is the new 3065 replacement with the HTA compressor and apparent 35R turbine which is apparently the exact same as the SCM6152 correct? they said the difference between the DSMHTA82 and DSMHTA86 is only 7lb/min. not really worth the extra 80 or so dollars for 7lb a min for me anyway even if it is a theoretical 70HP. For others? possibly. but for the sake of my situation lets compare with the DSM82

anyway what im getting at is that i want either the FP equivalent to the 6152 with the T04S compressor cover or the next step up... but would like much quicker spool, would you recommend the DSM82 or the 3065 (the 3065 having the 30R compressor wheel and not the 35R) i would THINK that the 3065 would spool quicker while giving the same power results as the 6152R? correct me if im wrong but i have noticed a severe lack of information on the SCM6152 DBB. or would the DSM82 be a quicker spool up based on the HTA wheel and 35R turbine in the FP30 style housing


to contribute to on topic again: the 6152R DBB should be fed from the head regardless of what PTE suggests; with a .030 restrictor ON the CHRA itself, not restricted at the head.(see warranty note above though) and with changing oil every 750 miles i have had no issues at all... only thing that pisses me off about it is the extra shitty DSM turbine housing that flows NOTHING!... and living with the paranoia that this PTE turbo is going to blow like the rest reason being im looking at FP turbos... but like i said.. ive had good luck so far with no sign of shaft play or failure.. daily boosting at 23 psi no smokeing or leaking with a clean intake track.

justin, how many 6152R DBB failures have you heard about just for those that might be still interested in this turbo? (which i believe is already discontinued) and what would be a good price range for other people to look pick one of these up in the ball bearing CHRA... i paid 1,000 and im thinking i got ripped off, but for the power and lack of problems i have had, so far seems like a good buy. but im kinda wishing i went HX40Wit would have been quite a cheaper investment.. but at least id have you to send it to if it failed instead of being SOL on what i currently have

BTW advice would be best appreciated if related to a 2.0 street monster/occasional trackday. freeways are non existant where i live so a freeway king isnt really anything im concerned about... (only a single 2 lane highway) more or less looking for a good launch/ 1/4 mile setup shooting for low to mid 10s full weight DD 2g

 

[JusMX141]

is there a compressor map for the 6152R?

Right here- but it's useless because the PTE bolt-on turbine housing will never let you reach 65 lb/min.

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what are the specs for the turbo in terms of exducer and inducer sizes? the turbine wheel is still a 35R wheel correct?

Compressor = 61mm / 82mm
Turbine = 71mm / 61.85mm

ive been talking with you a bit and i also talked to FP about the 3065, the DSM82 is the new 3065 replacement with the HTA compressor and apparent 35R turbine which is apparently the exact same as the SCM6152 correct?

Incorrect- the 6152 turbine is a Stage 5 (T352) Garrett turbine machined to accept PTE's ball bearing or whatever-it-is cartridge.

they said the difference between the DSMHTA82 and DSMHTA86 is only 7lb/min. not really worth the extra 80 or so dollars for 7lb a min for me anyway even if it is a theoretical 70HP. For others? possibly. but for the sake of my situation lets compare with the DSM82

$80 for 7 lb/min? I'd be all over that. I'm surprised they even offer a DSM82 if a DSM86 is so close in price and much more potent.

anyway what im getting at is that i want either the FP equivalent to the 6152 with the T04S compressor cover or the next step up... but would like much quicker spool, would you recommend the DSM82 or the 3065 (the 3065 having the 30R compressor wheel and not the 35R) i would THINK that the 3065 would spool quicker while giving the same power results as the 6152R? correct me if im wrong but i have noticed a severe lack of information on the SCM6152 DBB. or would the DSM82 be a quicker spool up based on the HTA wheel and 35R turbine in the FP30 style housing

The 3065 is going to walk all over a 6152 in every aspect- spool, airflow, reliability, etc. FP actually took time to design a turbine housing that outperforms even a factory Garrett T3 housing instead of a complete turd like the DSM bolt-on housing designed by PTE which actually restricts airflow. This is the reason FP can get 65 lb/min from a 30R turbine....and nothing on PTE's lineup can even come close.

justin, how many 6152R DBB failures have you heard about just for those that might be still interested in this turbo? (which i believe is already discontinued) and what would be a good price range for other people to look pick one of these up in the ball bearing CHRA... i paid 1,000 and im thinking i got ripped off, but for the power and lack of problems i have had, so far seems like a good buy. but im kinda wishing i went HX40Wit would have been quite a cheaper investment.. but at least id have you to send it to if it failed instead of being SOL on what i currently have

No clue on the reliability- if anyone were to contact me regarding a ball bearing turbo to be serviced, I'd need to refer them to the manufacturer.

 

[NeEmO6]

I have never been a PTE turbo fan ever since they started making crap for dsm's with the scm turbos. I went through 3 of them twice rebuilt by them. After last rebuild I sold it to a friend and he suffered the same results, as well as couple of other local guys who were in on the same group buy that i was originally part of. Keep in mind this was about 10 years ago and youd think that they wouldve solved their dsm issues.

 

[Imback]

Guess i must be lucky for following pte's stupid instructions I flowed well into the 50's with the bolt on housing.