turboglenn
15+ Year Contributor
- 6,375
- 123
- Nov 5, 2007
-
RIpley,
West Virginia
Since I upgraded turbos i've been staring at an old T-netics to4b - something (with a good compressor wheel and bad bearings) and staring at my good ole 57 trim with bad wheel and good bearings. Well after deciding that the car is at least "safe" to drive for now today after i finished my work i pulled the 57 to4e apart, inspected the bearings and then got the urge to put together one good turbo out of the bad two 
I'm not sure what the t-netics unit was since it was given to me by a customer (who thought it was a 57 and i could have used the wheel) but anyway, I put the t-netics backing plate, compressor housing and wheel on the same CHRA and bearing set i've had on my car fed from the stock head/banjo port since the yeart 2001 as well as logging well over 120k miles on it, and even though it's the supposed oil thirsty 360* bearing the thing did just fine.. that's the real shocker in all this. It's a bolt down bearing (like they should be), and I know from pressure testing at the same port with a gauge this thing only saw <10psi at idle and only up to 35-40psi on the top end it's whole entire life and has never had an issue. I've even just been using the stock mitsu drain that i cut and joined to the turbos' little outlet fitting with some rubber hose all those years ago.
The banjo bolt is stil on the head, then i cut that line that would have fed a 1g turbo in half, compression coupled a piece of -3 line onto it that has a -4 fitting on it (hydraulic shop jobby) and that's now what's feeding my PTE6776RS happily to this day as well
The 57 is known to surge but not too badly and with everything i put it through as well as this being the FIRST turbo i built when my aprenticeship at majestic was over with i'm shocked, amazed, proud, and a firm believer in a few things.. Mitsu knowing how to size the hole in that banjo fitting, as well as the general ID of the tubing that extends from it, and ALWAYS using good synthetic 5-30 and 10-30 oil (this was my machinists demands, says my engines are covered for life against lube failures if i follow a few simeple rules of his and i do to this day) This also re-affirms that the only guidelines i ever had for oil supply to a turbo came from the garrett/t-netics sites that were passed on by majestic.. and that's to start the car up first time with the drain disconnected and make sure that a smooth, but not too excessive flow of oil comes out in 10-15 seconds (i forget the measurement but i generally use between 1/4 and 1/2 cup and that's how i do every turbo i install and have enver dealt with oil failures on any turbo i've installed from new)
But anyway, without further delay, I now present the same CHRA living on with some unknown 7 blade t-netics wheel that measures out to have to be either a 50 trim or a Super-V Trim B wheel, and i'm gonna look for something to slap it on to see how much more life i can push out of it. here's some pics
the first two are of the new hybrid, the last one shows both donor turbos sharing some time together beffore being blended into one
I'm not sure what the t-netics unit was since it was given to me by a customer (who thought it was a 57 and i could have used the wheel) but anyway, I put the t-netics backing plate, compressor housing and wheel on the same CHRA and bearing set i've had on my car fed from the stock head/banjo port since the yeart 2001 as well as logging well over 120k miles on it, and even though it's the supposed oil thirsty 360* bearing the thing did just fine.. that's the real shocker in all this. It's a bolt down bearing (like they should be), and I know from pressure testing at the same port with a gauge this thing only saw <10psi at idle and only up to 35-40psi on the top end it's whole entire life and has never had an issue. I've even just been using the stock mitsu drain that i cut and joined to the turbos' little outlet fitting with some rubber hose all those years ago.
The banjo bolt is stil on the head, then i cut that line that would have fed a 1g turbo in half, compression coupled a piece of -3 line onto it that has a -4 fitting on it (hydraulic shop jobby) and that's now what's feeding my PTE6776RS happily to this day as well
The 57 is known to surge but not too badly and with everything i put it through as well as this being the FIRST turbo i built when my aprenticeship at majestic was over with i'm shocked, amazed, proud, and a firm believer in a few things.. Mitsu knowing how to size the hole in that banjo fitting, as well as the general ID of the tubing that extends from it, and ALWAYS using good synthetic 5-30 and 10-30 oil (this was my machinists demands, says my engines are covered for life against lube failures if i follow a few simeple rules of his and i do to this day) This also re-affirms that the only guidelines i ever had for oil supply to a turbo came from the garrett/t-netics sites that were passed on by majestic.. and that's to start the car up first time with the drain disconnected and make sure that a smooth, but not too excessive flow of oil comes out in 10-15 seconds (i forget the measurement but i generally use between 1/4 and 1/2 cup and that's how i do every turbo i install and have enver dealt with oil failures on any turbo i've installed from new)
But anyway, without further delay, I now present the same CHRA living on with some unknown 7 blade t-netics wheel that measures out to have to be either a 50 trim or a Super-V Trim B wheel, and i'm gonna look for something to slap it on to see how much more life i can push out of it. here's some pics
the first two are of the new hybrid, the last one shows both donor turbos sharing some time together beffore being blended into one
