I have observed a huge difference in oil flow volumes going from like a 0-30wt to a 15-40wt. Synthetics also flow a lot better as well. Obviously the 15-40wt Dino oil is the slowest/thickest.
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turbocharger for 3B toyota engine
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Excessive crankcase pressure is identified as a primary suspect for punishing oil right from the Garrett site.
Does my turbo require an oil restrictor | Turbobygarrett
It details 40-45 psi max at operating rpm only for BB turbos. It even states journal bearings rarely ever need a restrictor.
Check your oil downpipe, it might have a dissecting aneurysm. Don't asume anything is ok until you inspect and verify its good.
Given it worked fine for quite a while, relatively speaking, and now leaks oil and has excessive shaft play....really makes me think it has been starved of oil by a small amount with lead to increased wear and now the seal leaks due to shaft play.
How much shaft play again? If the compressor has rubbed it will need replacing unfortunately. If not you will only need internals and can get away with marking your compressor and turbine and can safely pass on a balancing.
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Does my turbo require an oil restrictor | Turbobygarrett
It details 40-45 psi max at operating rpm only for BB turbos. It even states journal bearings rarely ever need a restrictor.
Check your oil downpipe, it might have a dissecting aneurysm. Don't asume anything is ok until you inspect and verify its good.
Given it worked fine for quite a while, relatively speaking, and now leaks oil and has excessive shaft play....really makes me think it has been starved of oil by a small amount with lead to increased wear and now the seal leaks due to shaft play.
How much shaft play again? If the compressor has rubbed it will need replacing unfortunately. If not you will only need internals and can get away with marking your compressor and turbine and can safely pass on a balancing.
g
Been watching closely as I'm about a week out from finally starting my ride up with a kit from Jefferson State Machining. Seems there are always pluses and minuses with every mod and mixed experiences. I hope mine works out!
Hmm....check oil return volume is all I can think of. As Dougal said you use the restrictor to limit the overall volume. Without knowing that it's all guesswork. Checking it literally takes 5 minutes. It is a bit messy though. Perhaps even taping a line onto the blowby cover to sample and measure crankcase pressure is something to consider. I hope this can get sorted out. It's a nice kit.
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Just had a thought actually, but how much boost were you running? If it's low you could try upping boost to increase turbine and compressor cover pressure to keep the oil out.
Factory wastegate setting. About 9-10psi max.
Could try keeping the same fuel and up boost to 15lbs. It won't stress your engine out much extra if you dont add fuel. Could also try switching to synthetic oil and get lower viscosity to let it drain out faster.
Thanks @gerg Got a manual boost controller to install as well once the turbo comes back so we shall see.
hmm I have the same kit on relatively the same engine. my 3b was from an 85 jdm bj70 with the rotary pump and 12k miles when I installed the turbo. id say I logged at least 10k miles since the turbo install and no problems yet. Should I get a restrictor on mine?
New gaskets came in. @Diesel42 : you should include these in your kit.
I bought the thicker as well as the thinner version to see what fits best with the studs that the turbo mounts too. Mandrel bends calls the thicker version the "heavy duty" and the thinner one the "standard."
These parts were from Mandrel Bends. I'm starting to not like the composite/Graphite gaskets.
I bought the thicker as well as the thinner version to see what fits best with the studs that the turbo mounts too. Mandrel bends calls the thicker version the "heavy duty" and the thinner one the "standard."
These parts were from Mandrel Bends. I'm starting to not like the composite/Graphite gaskets.
How much is the kit?.... pls text or call me at 323 596 8015...thanks and God bless
From Jefferson State Machining this past spring:
'The kits are still 2265.00 plus shipping which inside the U. S. Can be done for $150.00. We just received our order of 16 turbo manifolds 1-1/2 weeks ago, in which we have 12 left. Usually takes about 2-1/2 months between reorders. Turbocharger comes straight from the factory, and our components are manufactured at our facility. I would encourage you to give me a call as we can cover a lot of ground regarding your build pretty quickly.
Keith
530-227-3745pst'
Will this gasket not work? It's the one I used on my 14BT, which is the same manifold used on the Jefferson kit I believe.
It would need to fit the adaptor plate and studs.
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All parts are here from Toyota to put everything back on. I pick up the turbo and the IP today.
The turbo technician has requested to talk to me about the turbo. Interesting. See what he says.
The turbo technician has requested to talk to me about the turbo. Interesting. See what he says.
Beno- I was struck by the "You get what you pay for" comment regarding this kit. The turbo is brand new from Garrett which is a reputable company, mapped specifically for the engine. Exh-manifolds are high nickel content, lines are compressed stainless steel braided w/teflon lining(purchased from a Nascar race teams shop), all fittings and adapters are CNC machined to AN/JIC and ISO standards, intake parts are silicon fittings w/ ss t-bolt clamps,etc. We recently switched from lazer cut exhaust manifold gaskets to graphite impregnated stainless steel waffering(not due to any problems but rather a upgrade). Fasteners are automotive grade. Please describe what is cheap so we can address it? You have blamed the excessive port size of the turbo inlet adapter. Did your turbo rebuilder happen to notice the inlet hole in the turbo housing? It's already built in. You can fit a garden hose into that turbo as the restricter is built in. Take a look down that counter bore and notice how small it is. We have provided almost three hundred kits over the years yet we have yet to hear of this happening from the excess oil pressure. Not to mention everyone knows how little oil pressure these B's put out to begin with. Some of the northern guys recommend different viscoscities in the colder regions so as to improve the oil pressure. Mine was the first prototype and is still running without problems. Hundreds of others also, without incident? So as others have advised, you may want to investigate so as you don't end up with another failure. The gaskets, some report not using any(metel to metal)? We machine the mating surfaces purposely to bite on gaskets, some say none at all. I am all for suggestions on higher quality componants to improve the kit, please share what's sub par and garage DIY quality. Some of these materials we use were from parts we manufacture for both the aerospce and electron microscopy industry. I would have been happy to speak to you if you'd called me, I would have immediately gone to work on your failure to help identify where it was. I could have gotten in touch with a Garrett engineer(you know, the guys with degrees). The turbo was warrantied, you should have notified me instead of bashing. The sucsses of the kit has been absolutely astonishing, at a price that members here have been able to afford. We have never even advertised as it has always been for the members on this forum. Not a business profit thing for us. Maybe, just maybe, you jumped the gun on this one. Unfairly I might add. Again as some of the members have mentioned there are problably a number of reasons and if the fitting we provide and the unbelievable high oil pressures these engines provide were the cause, I would have heard about it years and years ago. I am sorry about your problem, regret you never gave my shop the opportunity to help you.
For someone who is now running their second Garrett turbo (HJ75 - 2H & HZJ77 - 1HZ) I find this thread to be very interesting.
