turbo oiling (pte,mhi,bw,holset etc.)

[boosted86]

ok, well ive been pulling my hair out for sometime trying to figure out a rule of thumb as far as were to get one's oil from (location on engine) for any turbo. i tried looking beyond the scope of these forums (dsmtuners) to find some answers.

the most useful passage that i found was that from a book called "maximum boost" by Corky Bell. a mechanical engineer that specializes in the testing and production of turbos. heres a passage from his book regarding turbo oiling:

Oil flow and pressure requiements
The turbo survives with suprisngly low oil pressure and flow. It is virtually certain that all engines in production today have enough excess oil-pumping capacity to adequately take on the additional requirement of lubricating the turbo.
too much oil pressure can create problems with turbos. it is possible to force oil past the seals that are in perfect condition if oil pressure exceeds 65-70 psi at the turbo. if a particular engine creates more oil pressure then the seals can handle, it may be necessary to install a restrictor or bypass system to reduce pressure at the turbo.
problems of oil pressure overpowering the seal are eveident in a frequent if not quite constant smoking problem. Anytime oil pressure exceeds the 65-70 psi range and smoking persists , a restrictor or bypass should be installed prior to any other changes

these are good guidelines for virtually ALL TURBOS
Min. pressure (psi)
Idle, hot 5
Maximum load 25



and from what ive read (on these forums alone) all manufactures recommend these same exact guidelines (holset, PTE, MHI etc>>) which brings me to question why in earth are people running there turbos from places that see well above the recommended pressure ( Oil filter housing). why not use the pressure source that was manufactured (from the factory) to provide adequte oil supply to a turbo....the HEAD.

some people will argue that the OFH has cleaner oil... well, again i believe if the engineers over at Mitsubishi thought that for one second there could be a issue with particles ruining any compinet of the turbo ( thrust plates, journal bearings etc.) they would have installed some sort of filter or made a oil passage after the ofh that does not see the 100+psi that dsm's are use to seeing.

if some one can chime in or rebutle the fact that using any where other than the head.. please chime in.

 

[JusMX141]

Good info- this belongs in the Turbo Tech section more than the Noob forum....perhaps a Moderator can move it there.

I created a successful thread very similar to this one a while ago:

http://www.dsmtuners.com/forums/tur...l-feed-supply-locations-all-turbo-brands.html


Basically what it boils down to is every turbo brand has a specific minimum and maximum operating pressure. The key word here is every journal bearing turbo is indeed different than the next, and requires a completely different oiling structure.

Ever wonder why a 2G has the oil source fed from the filter housing at the factory? It comes with a Garrett T25, and the T25 has entirely different oiling requirements than the TD04 and TD05H turbos used on 1G DSM's. The MHI turbos used on all Lancer Evolution models built after the last 1999 GST or GSX were made are also fed from the head at the factory, just like the 1G DSMs.

The key to proper turbo life is to always read and understand the oiling requirements for the aftermarket turbocharger you may be installing. Some companies, like Holset, offer the oiling information to the public in their service manuals. Other companies, like Garrett, want to keep this information a secret for some odd f*cking reason. If your turbo's manufacturer or dealer cannot give you the oiling requirements for the product they are selling, then you shouldn't be using a turbocharger from that manufacturer or dealer.


You can probably get away with feeding a Garrett or Holset at the filter housing on a bone stock DSM with balance shafts as long as your oil drain is the proper size with no issue, but once you pull the balance shafts or if you were to rebuild the engine to a tight new tolerance and replace the worn oil pump with a new healthy one, your oiling structure changes entirely.

The use of the proper size restrictor assures that the turbo is seeing enough pressure at idle to keep the bearings floating, but does not allow too much pressure once the car is at wide-open throttle and could be supplying over 100psi to the turbo.


The biggest oiling issue with DSMs is that somewhere along the line we stopped reading and understanding what the turbo requires and started buying aftermarket oil lines and sourcing the turbos from the filter housing just because one guy did it successfully....so that meant everyone could do it.