I'm monitoring my oil pressure using one of the ports on the transmission side of the motor. Stock, it was around 45psi with 5w30 oil. With the built motor with a mechanical timing chain tensioner and with the balance shaft delete kit, it's around 15-20 when it's warmed up. I'm a little concerned because a turbo is coming up soon. I don't want to destroy it.
Should I worry about this? Suggestions?
Admiral Jedi wrote:I'm monitoring my oil pressure using one of the ports on the transmission side of the motor. Stock, it was around 45psi with 5w30 oil. With the built motor with a mechanical timing chain tensioner and with the balance shaft delete kit, it's around 15-20 when it's warmed up. I'm a little concerned because a turbo is coming up soon. I don't want to destroy it.
Should I worry about this? Suggestions?
the port on the side of the head is not a high pressure port, so its going to be around 15-20psi. The ones on the back of the head are high pressure all the time though i think.
I get that, but I was seeing much higher pressure from the same port before the build.
both of my motors show the low pressure. the stock one did and this built one shows the same thing. i have the custom balance shaft delete done by todd miller so its different than what you are running but still the same psi. if you are running a journal bearing, then the head port on the side will not work for a turbo feed.
BuiltNBoosted wrote:both of my motors show the low pressure. the stock one did and this built one shows the same thing. i have the custom balance shaft delete done by todd miller so its different than what you are running but still the same psi. if you are running a journal bearing, then the head port on the side will not work for a turbo feed.
and why not? I ran it in my old motor for 3 years, and the built motor, and am now doing the same thing on this turbo kit. The turbo kit has 30000 miles on it and over 430 whp on the previous owners car, and he used the same port. And I know of many other people who have done the same. I have never had any issues with this, nor have I known of anyone with issues
op: I noticed the same amount of pressure after my built motor in my old car, however I never had a pressure sensor on the port before that.
Edited 2 time(s). Last edited Monday, July 05, 2010 10:37 PM
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Qwibby {T3H Old QBE} wrote:BuiltNBoosted wrote:both of my motors show the low pressure. the stock one did and this built one shows the same thing. i have the custom balance shaft delete done by todd miller so its different than what you are running but still the same psi. if you are running a journal bearing, then the head port on the side will not work for a turbo feed.
and why not? I ran it in my old motor for 3 years, and the built motor, and am now doing the same thing on this turbo kit. The turbo kit has 30000 miles on it and over 430 whp on the previous owners car, and he used the same port. And I know of many other people who have done the same. I have never had any issues with this, nor have I known of anyone with issues
op: I noticed the same amount of pressure after my built motor in my old car, however I never had a pressure sensor on the port before that.
t3/t4 57 trim, stage 3, .63 a/r needs minimum 40psi oil pressure, all the time. Right now im using the feed off the side of the head and at cold start its at 40, then hot drops down to 15-20. its not enough to keep the bearings lubricated. This is coming from Cliff at TurboPower. He is also the guy rebuilding mine bigger and better than it came stock. also he has been doing it for over 20 years and was VERY knowledgeable. Id recommend him to anyone. Cant wait for him to get his hands on it. I will be on turbo number 3 once i get this one sent away for rebuild. all because of low oil pressure to the turbo.
well I ran the same turbo you are for over 4 years total, boosting. and never had an issue with 1 turbo... maybe you're just getting bad luck?
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on another note I was told by garret and turbonetics to run oil inlet restrictions on my turbos. I even told them it was a low pressure port. Idk why we received conflicting info
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What's the pressure like coming from the oil filter housing? Is that a better place?
Hi pressure. Only issue there is that I was always warned about high pressure ports blowing out the seals... idk it seems like 6 in one hand half dozen in the other
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talking to cliff he only runs restrictors on bb turbo's. and my feed line and return line are sized perfect. just under lubricating. Considering i fried my first one and got a completely new center section, its not like it was a bad rebuild.
im just going to go off of what he said. going off the info ive got from the other source, and lost 2 turbo's, its time for a change. id rather not keep replacing it yearly.
Edited 1 time(s). Last edited Monday, July 05, 2010 11:13 PM
it's amazing how we both have had entirely different luck. You're the only person that I know of who has had issues with that oil port.
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This is irritating. If it's better to use a high pressure port on the back of the head, will that damage the turbo? Would a reducer be required with a -4AN line?
Also, is that port the same fitting as the ones on the side of the head?
I've been running the port off the drivers side of the head for 3yrs and over 30k miles with no problems. At first when I put the gauge in the car was 100% stock, no turbo. It had 60-80psi cold and in the summer heat it would have 13-20 psi oil pressure. As of right now its been in the 90s the past few days in eastern Pa and my oil pressure (hot) is 13-15 psi at idle. It goes up to 20-23 psi when I am cruising at 2000+ rpms. I run 5w-30 Mobil 1 and I've never had a problem with my engines performance. I realize that the difference in hot to cold oil pressure is significant but GMs rule of thumb is 1lb for every 100 rpm at idle (900rpm idle = 9psi oil pressure minimum)
Admiral Jedi wrote:This is irritating. If it's better to use a high pressure port on the back of the head, will that damage the turbo? Would a reducer be required with a -4AN line?
Also, is that port the same fitting as the ones on the side of the head?
so now I'm confused as well if they say don't use the high pressure ones then why in the hell does Saab use the rear port? I have heard for years to use a restrictor. Ah well.
SLO CAV (the autoxing one) wrote:Admiral Jedi wrote:This is irritating. If it's better to use a high pressure port on the back of the head, will that damage the turbo? Would a reducer be required with a -4AN line?
Also, is that port the same fitting as the ones on the side of the head?
so now I'm confused as well if they say don't use the high pressure ones then why in the hell does Saab use the rear port? I have heard for years to use a restrictor. Ah well.
Cliff told me if its journal bearing, you want to flood it with oil. It wont blow the seals if you have a -4 feed and as big of a return line as you can possibly get. The only time he has ever restricted a turbo is when its a ball bearing turbo. since they rarely need much oil. I know ryan's wife's setup needs a restrictor because it has a high pressure oil pump on the back to pump it through the turbo since its in the back.
BuiltNBoosted wrote:SLO CAV (the autoxing one) wrote:Admiral Jedi wrote:This is irritating. If it's better to use a high pressure port on the back of the head, will that damage the turbo? Would a reducer be required with a -4AN line?
Also, is that port the same fitting as the ones on the side of the head?
so now I'm confused as well if they say don't use the high pressure ones then why in the hell does Saab use the rear port? I have heard for years to use a restrictor. Ah well.
Cliff told me if its journal bearing, you want to flood it with oil. It wont blow the seals if you have a -4 feed and as big of a return line as you can possibly get. The only time he has ever restricted a turbo is when its a ball bearing turbo. since they rarely need much oil. I know ryan's wife's setup needs a restrictor because it has a high pressure oil pump on the back to pump it through the turbo since its in the back.
This is also what I have always been told as well.
FU Tuning
Wow.....glad I found this thread!
So we should be using the rear port with a -4an line with no restrictor?
Pics of the correct port to use?
Use a -10an return line?
BuiltNBoosted wrote:SLO CAV (the autoxing one) wrote:Admiral Jedi wrote:This is irritating. If it's better to use a high pressure port on the back of the head, will that damage the turbo? Would a reducer be required with a -4AN line?
Also, is that port the same fitting as the ones on the side of the head?
so now I'm confused as well if they say don't use the high pressure ones then why in the hell does Saab use the rear port? I have heard for years to use a restrictor. Ah well.
Cliff told me if its journal bearing, you want to flood it with oil. It wont blow the seals if you have a -4 feed and as big of a return line as you can possibly get. The only time he has ever restricted a turbo is when its a ball bearing turbo. since they rarely need much oil. I know ryan's wife's setup needs a restrictor because it has a high pressure oil pump on the back to pump it through the turbo since its in the back.
well that makes sense then the Saab is a journal bearing. Thanks for clearing that up.
