Turbo spitting oil

[joshoisasleep]

just checked the garrett site and got this

TurboByGarrett.com - FAQ's

Their site doesn't have any info on my turbo because it's a brazilian model (I don't speak portugese weirdly enough), so I wonder if my problem is that it's a ball bearing model and is getting a little too much pressure.

[crushers]

if it is ball bearing then the oil VOLUME restriction is built in...

it isn't the pressure that is the problem but the volume of oil... i would check the drain and make sure there is no blockage or restirction there...

[Tapage]

I have my valve cover vent routed to my air box outlet before turboin Tencha .. with my 2H oil press over 80 PSI easy in a cold engine have no problems yet .. ( sure I try not push my engine cold and control the oil press when it's cold )

[Dougal]

Originally Posted by crushers

Garret turbos have built-in 20 thou restrictors for their ball bearing turbos

This isn't a ball bearing turbo.

[crushers]

once again, Rover Boy, you can't read... (you gleen what you want to, just like a little kid)

we are talking about oil pressure and the 'supposed' need for a restrictor...

i posted up comments from someone that KNOWS what they are talking about, you know, 30 YEARS experience... not some geek that THINKS he knows it all. that was one of the comments, dickweed.

the example was to show that turbo designs have restrictor built IF NEEDED...
<unless of course YOU are designing it then i would be worried...>

[Dougal]

Originally Posted by crushers

once again, Rover Boy, you can't read... (you gleen what you want to, just like a little kid)

we are talking about oil pressure and the 'supposed' need for a restrictor...

i posted up comments from someone that KNOWS what they are talking about, you know, 30 YEARS experience... not some geek that THINKS he knows it all. that was one of the comments, dickweed.

the example was to show that turbo designs have restrictor built IF NEEDED...
<unless of course YOU are designing it then i would be worried...>

The oil requirements of ball bearing turbos are far lower than journal bearings. Hence the additional restrictor.

Josh's turbo isn't ball bearing, your post is wrong and irrelevant because you didn't understand either the question you asked or the reply you received.
But hey, keep the insults coming.

[Dougal]

Originally Posted by crushers

the bearing turbos do need the same oil pressure but lower volume...

the non-bearing turbos do not need a restrictor, but the DRAIN must be of adaquate size to allow the volume of oil to GRAVITY feed away from the bearing.

Journal bearing turbos can and do blow oil out the seals if they're supplied with too much pressure. Even with a clear drain of sufficient size.

Restrictions in the line drop the flow by dropping the pressure. The pressure and flow are interlinked, you cannot change one without affecting the other.
Restrictors drop the flow because the drop the pressure on the downstream side.

[RufusTheDufus]

Originally Posted by crushers

...
the reason i asked is because if you try and run the PCV hose to the pressure side of hte turbo (intercooler, ducting, intake) you will have 8 (towhat ever) lbs of boost pressurizing the crankcase... this is not good at all.

Not necessarily true. Positive Crankcase Ventilation usually implies that the valve opens and allows vapor to pass through it when the crankcase pressure is greater than the outlet side of the valve. (It's a pressure activated one-way valve.) It's a dumb design but it should work with the correct type of PCV valve. The very early 2.3L Ford turbos worked this way.

[83bj60]

Just thought I'd add this insight, seems no one thought about it... How about the Wastegate Actuator, joshisasleep? IF the boost will suddenly increase and go beyond what the seals are designed to take, oil will be pushed into the intake. So I would suggest you check the operation of the wastegate.

[gerg]

I would think that the higher the boost, the less able the oil would be to bypass the seal... more resistance.
When I read Maximum boost many a year ago, Corky had very specific measurements (volume) of oil that a bearing needed. Over oiling would lead to a situation not unlike this. I have unfortunately forgot this amount.
I would check the flow of oil in and the return line. I have installed return lines that I thought were more than adequate, but even the slightest restriction can cause a back up.
When you think about it there a re really only 3 options.
Oil in too much
Oil out too restrictive
Bad seal

[iron_giant]

Originally Posted by gerg

I would think that the higher the boost, the less able the oil would be to bypass the seal... more resistance.
When I read Maximum boost many a year ago, Corky had very specific measurements (volume) of oil that a bearing needed. Over oiling would lead to a situation not unlike this. I have unfortunately forgot this amount.
I would check the flow of oil in and the return line. I have installed return lines that I thought were more than adequate, but even the slightest restriction can cause a back up.
When you think about it there a re really only 3 options.
Oil in too much
Oil out too restrictive
Bad seal

4. oil in the air supply

I don't remember reading if there was oil on the intake side of the turbo...

[joshoisasleep]

Originally Posted by gerg

When you think about it there a re really only 3 options.
Oil in too much
Oil out too restrictive
Bad seal

I'd like to think it's not bad seals considering it hasn't even gone 5,000kms and is only a couple months old, and it did this earlier once already.

Could it be related to the type of oil used? I've just had an oil change (AFTER the oil explosion occurence) to a castrol 10w40 non-synthetic. It doesn't seem to have used up any since then which I guess should mean the turbo hasn't been stealing any. Previously I had something thicker in there.


And sorry, should have clarified sooner the intake was bone clean and beautiful, looked like it did when I bought it.

[Dougal]

Originally Posted by 83bj60

Just thought I'd add this insight, seems no one thought about it... How about the Wastegate Actuator, joshisasleep? IF the boost will suddenly increase and go beyond what the seals are designed to take, oil will be pushed into the intake. So I would suggest you check the operation of the wastegate.

More boost means you get more air and exhaust through the seals into the turbo housing, this makes it harder for the oil to get out the seals.

[83bj60]

I can understand your logic, but won't more exhaust gas into the turbine side not create an excess pressure on the oil seal, pushing oil through to the compressor side?

[Dougal]

Originally Posted by 83bj60

I can understand your logic, but won't more exhaust gas into the turbine side not create an excess pressure on the oil seal, pushing oil through to the compressor side?

Think of the turbo as three chambers.
Intake side, which is at boost pressure.
Bearing section, which is at the crankcase pressure if the drain is working
Exhaust side, which is usually between 1-2 times the pressure of the intake side.

The seals are labyrinth type, quite similar to piston rings. They always leak a little (or a lot if they're worn) air or exhaust past which heads down the drain, into the crankcase and out the engines breather.
Turbos which were intended for applications which see vacuum in the compressor side (suck through carby setups etc) have a contact seal on the compressor side instead of the labyrinth seal, these are usually called carbon face seals. These are pretty much oil-tight and don't pass anything significant in either direction.