SS Laser
Probationary Member
- 25
- 10
- Dec 11, 2007
-
Ellwood city,
Pennsylvania
Sorry to go OT on the build thread! But is some of the small shaft problems from running big wheels on them do you think?
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No worries. I wish I had an answer to that. Maybe Steven will chime back in.Sorry to go OT on the build thread! But is some of the small shaft problems from running big wheels on them do you think?
No worries. I wish I had an answer to that. Maybe Steven will chime back in.
The new news from me is I ended up buying a supercore of the same S300SX FMW 62mm, switched to FP's red "journal bearing, full flow" inline oil filter/restrictor (.125" or 1/8"), and got a pair of -10AN fittings welded to the valve cover to fix the crankcase vent issues. The car finally made a couple good passes last weekend on the new turbo and crank vent setup. The car went 9.77@142 with a 1.52 60' and a 9.73@140 with a 1.45 60'! Turbo felt strong at 41-42psi and didn't smoke even a little bit under decel like the old one had been. I thought all was perfect. No noise, no smoke. Tuner made some changes in the Haltech and I went back out for my next pass. Tried to stall up the converter on the line and the RPMs wouldn't rise past 3000rpm. MAP sensor was showing 0psi. I knew something was up so I just left slowly and went back to the pits. Pulled the intake pipe off to check the turbo and sure enough, ridiculous shaft play and the wheel started rubbing the compressor housing. DAMN IT!!! Shaft didn't break this time, though. Again, no smoke, no noise. NOTHING! Nothing to tell me there was an issue, except that the data logs were showing the turbo was only making 36-37psi instead of the normal 41-42psi. So obviously the turbo was hurting during the second pass, which sucks because the 60' was really good (1.45). Even though the 60' was good and I dropped .04 off my E.T., my MPH dropped a few.
Needless to say I'm pretty bummed. After both seemingly flawless 9 second passes, I was finally beginning to remember why I continue to put myself through all of this disappointment, then this happens. I retreated to Facebook to start getting some ideas about what happened. The general consensus is I yet again under-oiled the turbo or my bottom end could be hurt, thus filling the inline filter with junk and starving the turbo. I checked the filter at the track at it was clean as a whistle. With that theory put away, most said I needed a 100% unrestricted -4AN line directly from the oil filter housing, including John Whalen who has run this turbo many times successfully. I made the mistake of trusting FP that their "journal bearing" filter/restrictor was good for ALL journal bearing turbos. I can't really blame them but I obviously won't use their journal bearing filter again. I loved their BB version with my old FP3065. I haven't bought another turbo yet and I might not this season. At this point, a $1700 Precision 6266 is going to be tough on my wallet but I'm also extremely skeptical of another $700 BW supercore. I don't know what is going to happen.
And I told you so. That is about how long both of ours lasted. 1-2 outings. We fed them with a -4 line with both a .065" restrictor and .08-.085" the second time. Both from the oil filter housing.
All of our oiling systems are setup the same way. As much as we can get. We do nothing to hold them back. We value the life of our rotating assemblies as it is not fun or cheap to be doing engine repairs all the time.
And I told you so. That is about how long both of ours lasted. 1-2 outings. We fed them with a -4 line with both a .065" restrictor and .08-.085" the second time. Both from the oil filter housing. We have seen this too many times now. The 300 series small shaft turbos do not hold up to the Mitsubishi oiling system and the pressure ratios we put them through.
I never said what the failures were with the Borg warners.
I am just not convinced the small shaft Borg Warners are designed to handle the shaft speeds, drive pressures and pressure ratios the crappy 4g63 puts them through. They seem to have a long shelf life on Hondas. A lot of locals have just had a tough time with the basic Borg Warners lasting at big boy boost. With that said, the large shaft Borg's kick ass and last forever on all the local cars.
Don't be surprised if that little 62mm turd fails in short order again. We only made it to the track a few times on both 66mm turbos.
The 300 series small shaft turbos do not hold up to the Mitsubishi oiling system and the pressure ratios we put them through.
Yes I am still running the Eagle crank, however, it has been a bit of a roller coaster. English Racing originally built this 'short long rod' 2.2L in early 2013 with the 94mm Eagle crank. The car ran great, went a 9.93, etc. Then I had the crash at the East Coast Shootout due to the injector getting clogged. Bob and Tony Niemczyk from Turbo4 (4G63 dragster) took a look at the hurt shortblock and found that not only did it have a hurt piston and deck surface from the injector failure, but the center main bearing was trashed, yet all the others still looked awesome! Bob and Tony measured the runout of that journal and it was WAY off. That motor had less than 15 1/4mi passes and maybe 20 pulls on the dyno, never revved past 9000. English has built plenty of these 'SLR' 2.2s for Evos without issues, but mine was the first 6-bolt 4G63 they did this motor with. We aren't sure if English messed up, but I decided to have Bob and Tony rebuild the motor themselves (hard to argue with the world's quickest 4G63 builders!). They decided to have the crank straightened, rather than buy a new one, because they were building a 2.3L for another customer with an Eagle 100mm crank and there was ridiculous runout straight off the shelf. In the end, my new motor from Turbo4 has run great with the straightened Eagle crank. No signs of engine problems with about 10 9sec 1/4mi passes so far and 30-ish pulls on the dyno.Mike,
Are you still running the eagle crank? how is it holding up? I remember buschur having trouble with the eagle evo cranks eating thrust bearings.
You can see in the last picture the headgasket still looks new. It's unreal it survived despite the rest of this carnage.Man that sucks. Was the hg beat up?
The afr thing has me puzzled as well but I'm going to continue and follow to hear Mike further explain.Not trying to be a dick or anything but I have a really hard time believing going 14.0 did that. I knows it's apples and oranges, but back when I first ran 11s I let my car go upper 13s all the time. I was out of injector, I let them go static and have it boost till it quit going faster. Lots and lots of passes like that. If you were on gas I could believe it, but e85..ehh. It usually lean misfires before anything happens. Did it lay over a bunch before it popped?
You've always been known for subtlety bastard... . I just accept that you are looking for additional data so you can make an informed assessment. I can do that.Not trying to be a dick or anything but I have a really hard time believing going 14.0 did that. I knows it's apples and oranges, but back when I first ran 11s I let my car go upper 13s all the time. I was out of injector, I let them go static and have it boost till it quit going faster. Lots and lots of passes like that. If you were on gas I could believe it, but e85..ehh. It usually lean misfires before anything happens. Did it lay over a bunch before it popped?