Turbo Seals
#21
hey brett ive seen your build before and vids you have a nice setup, if you know your ways around tools you can easily rebuild your turbo yourself, buy a rebuild kit they linger around 80 dollars, and rebuild your turbo your self ( most turbo components are pre balanced individually and not as a whole, like the were in the past) this means u dont need any rebalancing, a turbo can be rebuilt in an hour tops go online and type t3 turbo rebuild they all are the same design, just get the right kit for your trim/ size turbo
#23
take it from someone who worked on volvos, all garrett(AND ITS VARIANTS) even ebay turbos have each part individually balanced, if all your doing is replacing the seals and bearings no need for rebalancing unless a piece of the rotational assembly got damaged( bent wheels, bent turbine shaft, or broken fins)
you think dealers replace turbos when a seal goes bad within warranty..hell no they just replace seal and slap turbo on no balancing
#25
take it from someone who worked on volvos, all garrett(AND ITS VARIANTS) even ebay turbos have each part individually balanced, if all your doing is replacing the seals and bearings no need for rebalancing unless a piece of the rotational assembly got damaged( bent wheels, bent turbine shaft, or broken fins)
you think dealers replace turbos when a seal goes bad within warranty..hell no they just replace seal and slap turbo on no balancing
you think dealers replace turbos when a seal goes bad within warranty..hell no they just replace seal and slap turbo on no balancing
#26
#27
I dont balance...typically you will want it balanced. some turbos may not be balanced correctly from the factory (kinda rare) but the cheaper low end (cough cough ebay cough) are not balanced to strict tolarances. A balanced turbo will last much longer by releaving the bearings and seals of unneeded stress.
it is fairly easy to rebuild a standard bushing turbo, ball bearing is a diff story.
Would you guys like a step by step guide to a basic turbo rebuild?
rebuild kits can range from 40-120...40 being a very low end no name brand bushing turbo rebuild kit. 120 being a garrett rebuild kit using an upgraded 360 degree thrust bearing.
it is fairly easy to rebuild a standard bushing turbo, ball bearing is a diff story.
Would you guys like a step by step guide to a basic turbo rebuild?
rebuild kits can range from 40-120...40 being a very low end no name brand bushing turbo rebuild kit. 120 being a garrett rebuild kit using an upgraded 360 degree thrust bearing.
#29
#31
im also thinking about going this route...
http://www.youtube.com/watch?v=4Gw4U...layer_embedded
http://www.youtube.com/watch?v=4Gw4U...layer_embedded
COMP TURBO TECHNOLOGY, INC. OIL-LESS TURBO
A great deal of effort was expended in the early years of small turbocharger development to produce a bearing system that had sufficient durability to make them commercially viable. Research and development in the 1960’s resulted in the perfection of shaft instability (oil-whirl) but had appreciable friction losses at their high speeds of operation.
Due to the friction losses in the floating sleeve systems that hamper the acceleration rate of the turbocharger rotating assembly, many attempts were made to use ball bearings in small turbochargers, all unsuccessful, until the TRIPLEX CERAMIC ™ ball bearing system was incented. This system consists of an elongated, rotatable steel cylinder with back-to-back angular contact ball bearings, mounted in the compressor end of the cylinder, that carry axial thrust in both directions, and a single angular contact bearing slidably mounted in the turbine end that carries no thrust. The turbine end bearing outer race bears against a preload spring that allows the bearing to move with axial expansion of the shaft. A small clearance between the outside diameter of the steel cylinder and the mounting bore in the bearing housing is supplied with the lube oil that protects the bearings from shock and vibration. This triple ball bearing system has been successfully used in commercial production by Comp Turbo Technology for over three years, has out-performed competition in stringent racing applications and has produced a large number of very satisfied customers.
Historically, the use of engine oil to lubricate the floating sleeve and stationary thrust bearings in commercial turbochargers have rise to a number of operational problems. To prevent oil leakage into the compressor and turbine casings, piston ring seals are employed in commercial turbochargers. Since the piston ring seals are not positive contact seals, there is a small leak path around the piston rings and, during certain operating conditions of the engine, i.e. low idle or a vacuum in the air intake system, some oil leakage can occur. Any ail leakage into the turbocharger casings can result in the undesirable emissions in the engine exhaust.
In cold weather, there can be a significant lag in the flow of oil to the turbocharger bearings when the engine is initially started. If the lag is long, the sleeve bearings can fail on startup.
Another problem can occur when an engine is shut down quickly after being operated at high speed and load where the exhaust gas temperature is maximized. Heat transferred into the turbocharger casings can cause residual lube oil in the bearing system to carbonize. This carbonization can build up and eventually cause failure of the bearings.
Notwithstanding the fact that years of development has mitigated the above named problems, there remained a motivation to remove the use of engine oil to lubricate the bearing systems in small turbochargers. Comp Turbo Technology has responded to this challenge by developing what is believed to be the first commercial turbocharger that does not require a lubricating oil supply from the engine. Lube oil supply and drain lines are no longer necessary and the turbocharger can be mounted in a variety of positions that were not possible when lube oil had to be gravity drained back to the engine crank case.
The Comp Turbo Technology oil-less turbocharger, employs the well proven TRIPLEX CERAMIC ™ ball bearing system, wherein the ball bearings are lubricated by high temperature grease. In the oil-less bearing system, the elongated steel cylinder is provided with axially spaces “O” rings in its outside diameter that engage the bore in the bearing housing. Cooling water is supplied from the engine to a water jacket in the bearing housing and to the space between the “O” rings. This cools the “O” rings and the bearing carrier, carrying away the heat generated in the bearings. Since the bearing system is easily removed as an assembly from the bearing housing, the bearings can be re-greased at appropriate intervals to extend their service life indefinitely.
Contact Comp Turbo Technology, Inc. for more information or submit engine specifications so an experienced staff specialist can return a turbocharger model recommendation to meet individual requirements.
A great deal of effort was expended in the early years of small turbocharger development to produce a bearing system that had sufficient durability to make them commercially viable. Research and development in the 1960’s resulted in the perfection of shaft instability (oil-whirl) but had appreciable friction losses at their high speeds of operation.
Due to the friction losses in the floating sleeve systems that hamper the acceleration rate of the turbocharger rotating assembly, many attempts were made to use ball bearings in small turbochargers, all unsuccessful, until the TRIPLEX CERAMIC ™ ball bearing system was incented. This system consists of an elongated, rotatable steel cylinder with back-to-back angular contact ball bearings, mounted in the compressor end of the cylinder, that carry axial thrust in both directions, and a single angular contact bearing slidably mounted in the turbine end that carries no thrust. The turbine end bearing outer race bears against a preload spring that allows the bearing to move with axial expansion of the shaft. A small clearance between the outside diameter of the steel cylinder and the mounting bore in the bearing housing is supplied with the lube oil that protects the bearings from shock and vibration. This triple ball bearing system has been successfully used in commercial production by Comp Turbo Technology for over three years, has out-performed competition in stringent racing applications and has produced a large number of very satisfied customers.
Historically, the use of engine oil to lubricate the floating sleeve and stationary thrust bearings in commercial turbochargers have rise to a number of operational problems. To prevent oil leakage into the compressor and turbine casings, piston ring seals are employed in commercial turbochargers. Since the piston ring seals are not positive contact seals, there is a small leak path around the piston rings and, during certain operating conditions of the engine, i.e. low idle or a vacuum in the air intake system, some oil leakage can occur. Any ail leakage into the turbocharger casings can result in the undesirable emissions in the engine exhaust.
In cold weather, there can be a significant lag in the flow of oil to the turbocharger bearings when the engine is initially started. If the lag is long, the sleeve bearings can fail on startup.
Another problem can occur when an engine is shut down quickly after being operated at high speed and load where the exhaust gas temperature is maximized. Heat transferred into the turbocharger casings can cause residual lube oil in the bearing system to carbonize. This carbonization can build up and eventually cause failure of the bearings.
Notwithstanding the fact that years of development has mitigated the above named problems, there remained a motivation to remove the use of engine oil to lubricate the bearing systems in small turbochargers. Comp Turbo Technology has responded to this challenge by developing what is believed to be the first commercial turbocharger that does not require a lubricating oil supply from the engine. Lube oil supply and drain lines are no longer necessary and the turbocharger can be mounted in a variety of positions that were not possible when lube oil had to be gravity drained back to the engine crank case.
The Comp Turbo Technology oil-less turbocharger, employs the well proven TRIPLEX CERAMIC ™ ball bearing system, wherein the ball bearings are lubricated by high temperature grease. In the oil-less bearing system, the elongated steel cylinder is provided with axially spaces “O” rings in its outside diameter that engage the bore in the bearing housing. Cooling water is supplied from the engine to a water jacket in the bearing housing and to the space between the “O” rings. This cools the “O” rings and the bearing carrier, carrying away the heat generated in the bearings. Since the bearing system is easily removed as an assembly from the bearing housing, the bearings can be re-greased at appropriate intervals to extend their service life indefinitely.
Contact Comp Turbo Technology, Inc. for more information or submit engine specifications so an experienced staff specialist can return a turbocharger model recommendation to meet individual requirements.
#34
#37
#39
Just a quick update turns out the oil pressure is too high in my car after removing the balance shafts and blocking the oil galleys. Precsion put a bigger restrictor in the turbo free and sent it back to me.
#40
I have removed the BS on mine as well - What are the oil galleys you are refering to I am not familar with it and dont want to miss out on anything?