Pte 5031RLE, 3431RLE, GT3076RLE?

[daren_p]

Okay another update: HRC doesn't make a T3 to T3 spacer, they only carry the Mitsu to T3 adapter. So does anyone make a T3 to T3 adapter that would be required to run a 4 bolt T31 style housing? As far as housings go, a std machined out (to fit 3076 wheel) T31 4 vs 5 bolt, looks like the 4 bolt is the more efficient housing. The exception to this would be the ATP 5 bolt custom cast housing, which is like the GT internally, so it would be more efficient the the machined out T31 4 bolt. It looks like that 5 bolt is the best option, it required no adapter plate & it flows the best. I'm waiting to hear about the PTE 5 bolt & where it fits into the equation, if its machined to fit or custom cast.

If anyone knows who makes the T3 to T3 adapter that is required to run the 4bolt housing, let me know & still looking for input on using an adapter vs a direct bolt on 5 bolt.

 

[DGajre777]

Hmm... what happened to your original question - Pte 5031RLE, 3431RLE, GT3076RLE?

 

[daren_p]

Hmm... what happened to your original question - Pte 5031RLE, 3431RLE, GT3076RLE?

well I guess the thread is evolving, I asked a question, made up my mind & now just have to bolt it all together


Guess its a good thread now on what all options are available for the GT3076 & what works/doesn't. I wish this thread was around before I spent all my free time the last week (let me tell you, hours& hours) figuring all the T3 stuff out. All others looking to go 3076 & use this info can thank me by directing donations to my PayPal account for all my hard work

 

[LRS95TSI]

well I guess the thread is evolving, I asked a question, made up my mind & now just have to bolt it all together


Guess its a good thread now on what all options are available for the GT3076 & what works/doesn't. I wish this thread was around before I spent all my free time the last week (let me tell you, hours& hours) figuring all the T3 stuff out. All others looking to go 3076 & use this info can thank me by directing donations to my PayPal account for all my hard work

i thank ya! but you ain't getting a dime! still keep the thread going, and give a write-up, and pictures of your setup when you do make the decision...i'm gonna wait till the tax returns come and buy everything all at one time....3076, wastegate, mani, and oil lines, and a custom dp

 

[daren_p]

Ya I will keep the thread going when the pieces start coming in & I'll more then likely do a tech article as well, so I think this is the route I'll be going, if you have any input or think I should use something else, let me knock.

GT 3076: with 4" PS inlet, 2" outlet, E style comp cover
ATP 5 bolt turbine housing mirrored off the GT housing
Treadstone or Turbonetics Mani- think Im leaning totowards Treadstone becasue of warrenty
Tial 38 WG - on its way
VP SS O2 housing
FP 4" intake
Oil feed from filter location with inline filter (extremepsi kit)
Oil return -10 AN SS braided (extremepsi kit)

Does anyone know what size of restrictor I should be using when getting the oil from the filter housing? I would prefer to use this location as the oils cleaner to start with. Its a 7 bolt with balance shafts, I don't know exactly but I don't believe I see oil pressure over 120 psi, for some reason I'm thinking it was around 105 psi max. I believe the GT turbos require somewhere from 40-45 psi max.

 

[DGajre777]

Does anyone know what size of restrictor I should be using when getting the oil from the filter housing? I would prefer to use this location as the oils cleaner to start with. Its a 7 bolt with balance shafts, I don't know exactly but I don't believe I see oil pressure over 120 psi, for some reason I'm thinking it was around 105 psi max. I believe the GT turbos require somewhere from 40-45 psi max.

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.

http://www.turbobygarrett.com/turbobygarrett/tech_center/faqs.html#t16

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-4AN Inline Oil Filter $85.00

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When using the -4AN Filter on an oil supply line that originates at the filter housing on the 4G63 engine, the .8mm restrictor results in the Garrett recommened pressure at the turbocharger oil inlet. For 4G63 engines that feed the turbo oil off the cylinder head, the .8mm restrictor should be drilled out to .125”. The normal 4G63 engine has low enough oil pressure at the head oil supply port that the .8mm orifice is not required. The filter element provides all the restriction needed to get the oil inlet pressure down to the Garrett recommended values. Oil supply off the filter housing - use the .8mm restrictor as supplied. Oil supply off the cylinder head - drill the restrictor out to .125” NOTE: This is only for use with GT series turbo's.

https://secure.buschurracing.com/ca...d=725&osCsid=c3e09866f022348701305e4b6b4e35cc

 

[daren_p]

^ Thanks for the links Dee, I have read both of those before but was wondering what all perople are actually running. The .8mm FP units looks like it works out to .031", Im waiting to hear back from extremepsi to see what size restrictor is included in the GT feed kits.

Maybe I ahould start a new thread but what does everyone think of the extremepsi feed kit as far as filter etc. Looks like is a 15 micon Earls filter, see here:

http://www.extremepsi.com/store/customer/product.php?productid=19382&cat=336&page=1

 

[Travi2506]

Well sorry to bring back an OLD thread, but when I searched this came up so I thought I'd throw a new variation in it. I'm having the same problem deciding between the same turbos. Now for the twists:

- I have a 2.3L bottom end
- I want to stay bolt-on mitsu housings.

So let's hear it. there's got to be some more experience with these turbos now than there was over a year ago...