Turbo Oil Supply Screen Cleaning

[Wenier]

Replacing the feed line is a bit overkill IMO. I use the ryco filter and dont have an issue with it, and at the moment it has mobil S but I might consider Magantec.

[RHR]

Removed the filter on my FG today. Pretty easy once you have removed the air box. Didn't have a 15/16th so I had to use a shifter, which worked well. I found that it wasn't that tight to turn out and remove.

Pulled the filter out and it looked pretty clean. Blocked one end and put the other on my mouth and found it really hard to blow through it, so having it removed must make it a lot easier for the oil to pass through the line.

Probably took around 25mins or so

Now can rest easy that the turbo is getting plenty of oil.

[Anchor]

Manager of MTQ in Rockhampton just happened to walk into work today so I asked him about this. They recommend changing it at least every 20,000km.. And its there for a reason, removing it won't give the turbo any more life as they get enough oil as it is..

Mine is in the workshop now being changed, just going with another ford filter as its extremely cheap for me (employee).

MTQ also do a braided line kit with remote filter for around $180ish.. This is in Rockhampton, QLD.

[kane_tools]

Another thought on this oil supply screen...

After going to the garrett website I found this information on what we are calling a filter. While I don't disagree about these things being prone to clagging up, people that have removed them all together would according to this info be in for a different drama...too much oil pressure can sometimes be almost as bad as none. They refer to it as an oil pressure restrictor and beneficial to performance in a ball bearing turbocharger. The specified allowable minimum operating oil pressure in our engines is around 35 psi @ 2000 rpm hot. The turbo apparently likes a steady 40-45 psi at all engine speeds.

Below is lifted from the FAQ section..

Does my turbo require an oil restrictor?

Oil requirements depend on the turbo's bearing system type. Garrett has two types of bearing systems; traditional journal bearing; and ball bearing.

The journal bearing system in a turbo functions very similarly to the rod or crank bearings in an engine. These bearings require enough oil pressure to keep the components separated by a hydrodynamic film. If the oil pressure is too low, the metal components will come in contact causing premature wear and ultimately failure. If the oil pressure is too high, leakage may occur from the turbocharger seals. With that as background, an oil restrictor is generally not needed for a journal-bearing turbocharger except for those applications with oil-pressure-induced seal leakage. Remember to address all other potential causes of leakage first (e.g., inadequate/improper oil drain out of the turbocharger, excessive crankcase pressure, turbocharger past its useful service life, etc.) and use a restrictor as a last resort. Garrett distributors can tell you the recommended range of acceptable oil pressures for your particular turbo. Restrictor size will always depend on how much oil pressure your engine is generating-there is no single restrictor size suited for all engines.

Ball-bearing turbochargers can benefit from the addition of an oil restrictor, as most engines deliver more pressure than a ball bearing turbo requires. The benefit is seen in improved boost response due to less windage of oil in the bearing. In addition, lower oil flow further reduces the risk of oil leakage compared to journal-bearing turbochargers. Oil pressure entering a ball-bearing turbocharger needs to be between 40 psi and 45 psi at the maximum engine operating speed. For many common passenger vehicle engines, this generally translates into a restrictor with a minimum of 0.040" diameter orifice upstream of the oil inlet on the turbocharger center section. Again, it is imperative that the restrictor be sized according to the oil pressure characteristics of the engine to which the turbo is attached. Always verify that the appropriate oil pressure is reaching the turbo.

The use of an oil restrictor can (but not always) help ensure that you have the proper oil flow/pressure entering the turbocharger, as well as extract the maximum performance.

[ENVYOSXR]

that's is interesting, in that situation your dammed if you do and dammed if you don't. I am still going to get rid of mine, looking at ETMs replacement.

[RHR]

Damned if you damned if you dont.

So what PSI to these things run at at say 4000 rpm

[f-wolf]

The oil restrictor is in here.

[RHR]

[kane_tools]

has anyone measured or know what is the I.d. of this oil inlet on the turbo as shown in the pic by f-wolf. The size suggested on the garrett website is barely over 1mm?? or does it have a check ball or similar down the hole?

Also what is the real world oil pressure of this engine not just off idle? Does it hit 70-80 psi like a lot of cars do at full noise. The manual only shows minimum.

I still think this filter has some role to play and am still inclined to leave it in place, and with frequent oil changes fail to see how it would sludge up badly in the first place.

Yet the other half of my head say's bin the crnt.

Just want to do the safest thing by my car.

Edited 14/04/10 11:07 PM by kane_tools

[f-wolf]

Removed Screen Filter at 16,000 Km in May 2007. Car done now 38,000 Km. No Problems at all.

Edited 15/04/10 12:13 AM by f-wolf