The shop accidentally tossed my TURBO oil-feed line = upgrade opportunity? :p

Wondering If I have any options, other then stock...


found the following example which is NOT om617 specific:

http://i41.photobucket.com/albums/e287/mr_manny/oilFEED.jpg

shop picked one up from the yard, and brazed an end on it:

http://i41.photobucket.com/albums/e287/mr_manny/oilFEED01.jpg


nothing fancy, but should work nicely.

http://i41.photobucket.com/albums/e287/mr_manny/oilFEED03.jpg

The 617's turbo is just a Garret T-3. You should be able to buy an oil supply flange with an AN fitting. Then just have a stainless line built up. Make sure you have a restrictor available if your system requires it.

That setup you have right now will likely crack and destroy your turbo and possibly engine.

Thanks for the info.
I was told the replacement line is made from very high quality material designed for oil, or were you referring to the brazing work?

Maybe a smaller diameter braided line would be better.


Your reply actually got me thinking of the current oil-feed line and oil-feed pressure at the turbo.


found the following from another journal-bearing turbo manufacturer, and felt it would be appropriate to share:

Holset permits oil return pipes to decline at an overall angle of not less than 30 degrees below horizontal.
All turbocharger applications require a pipe of internal diameter greater than 19 mm which has integrated connectors.
To ensure oil returns into the engine under all operating conditions, the return connection into the engine sump must not be submerged and the outlet flange of the turbocharger must be 50 mm above the maximum oil level of the engine sump pan. Crankcase pressure should be limited ideally to 0.8 kPa (0.12 lbf/in2) but 1.4 kPa (0.20 lbf/in2) can be accepted by reference to Holset.

Oil pressure of 150 kPa (20 lbf/in2) must show at the oil inlet within 3 - 4 seconds of engine firing to prevent damage to turbocharger bearing system. A flexible supply pipe is recommended.

The minimum oil pressure when the engine is on load must be 210 kPa (30 lbf/in2). Maximum permissible operating pressure is 500 kPa (72 lbf/in2) although 600 kPa (88 lbf/in2) is permitted during cold start up.
Under idling conditions pressure should not fall below 70 kPa (10 lbf/in2).

Recommended oil flows for the turbochargers are 2 litre/min at idle and 3 litre/min above maximumtorque speed.

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At a minimum, I should add a temporary pressure gauge and take some measures of the current system...before driving home from the shop :p


thanks,
manny

Interesting bits of info you found there.


As for the supply hose, you can run a much smaller stainless braided hose. And on my turbo returns, I run 5/8" high temp hose. And this is on a much larger holset H1C on my U1300L

Size of the hose doesn't matter. There needs to be a 2mm restriction orifice to the turbo, so no matter if you run 1/8" or 1/2" the flow will be the same.

Size of the hose doesn't matter. There needs to be a 2mm restriction orifice to the turbo, so no matter if you run 1/8" or 1/2" the flow will be the same.

Once again another piece of valuable tech from FI.

No shit, really, size doesn't matter? Maybe it does when it looks like shit and a simple and smaller braided hose will do the job.

READ THE FUCKING CONTEXT OF THE THREAD AND OTHER POSTS BEFORE YOU DECIDE TO POP IN WITH YOUR BRAINLESS POSTS YOU FUCKING RETARD!!!!!:shaking::shaking::shaking:

Once again another piece of valuable tech from FI.

No shit, really, size doesn't matter? Maybe it does when it looks like shit and a simple and smaller braided hose will do the job.

READ THE FUCKING CONTEXT OF THE THREAD AND OTHER POSTS BEFORE YOU DECIDE TO POP IN WITH YOUR BRAINLESS POSTS YOU FUCKING RETARD!!!!!:shaking::shaking::shaking:

:laughing::laughing::laughing::laughing::laughing: