[wdodge45]

Robert,
Ok, Let me know what the sales mgr. says.....as far as the backing plates are concerned, if thats how they do it now, no problem, I was just under the impression that all the big shaft turbos had the billet colored plates, it may not be the case anymore as you said, all T-series have the big shafts then fine...was just checking since that's all I ever saw....
Thanks for the help looking forward to the other info,
As Always, Thanks Much,
Bill

[Robert]

Bill I talked to the Sales Manager and I was correct before. They don't use the gold backplates anymore. Unless its a GT-K or Hurricane unit its just a standard backplate. As for the turbos that were returned their SOP is that if they don't physically have the parts to replace failed components they don't try to re-assmble them. the big fear is someone finds one or gets on (with bad parts since there were no new ones) and trys to run the unit on the car and causes engine damage.

[wdodge45]

Robert....that makes sense.....what would it take to make these units usable/rebuilt or is the cost not justifiable?

Bill

[Robert]

Originally Posted by wdodge45

Robert....that makes sense.....what would it take to make these units usable/rebuilt or is the cost not justifiable?

Bill

Bill,
That's just the issue. There are no parts to rebuild the units with the wheels they came with. It would be new turbine wheels, all new seals, (potentially a new bearing housing), balance, etc. By the time you were done it might not even make sense to do that.

[wdodge45]

Thanks Robert....thought that might be the case was hoping to recup some cost by being able to salvage these some way but fully understand, just a little disappionted.

Really geeked about seeing how well these T-70 will run compaired to my 60-1's....hoping it's going to be crazy...

Thanks for all your Help,
Bill

[wdodge45]

Hey Robert,
Almost got things back together. Sent the turbine housing out to get jet Hot coated along with the headers when I cam across the red tag with the amount of oil feed per 64k rpm...My question is one was at 12 blank blank blank and the other at 23.7....that seems to be a huge differance or not? I'm sure u have ur guidelines but twice the amount of oil between two of the same turbo seems odd...Let me know whats up...
Thanks,
Bill Dodge

[Robert]

Bill,
Can you snap a couple pics of what you are looking at just to make sure I'm on the same page? Thanks!

[wdodge45]

Hi Robert,
Here is a pic of the red tag from both turbos...check out the oil flow difference, almost double...is this ok and or within tolerance...just seems like a huge spread...Let me know what u think...

Thanks,
Bill

[Robert]

I'll check with the build team lead and get you an answer Bill.

[Robert]

Bill,
I got the info you were looking for directly from the top. Below is a detailed explanation of the differences from the GM of Turbonetics (who also happens to be an expert on the turbo build process).

The actual oil flow measuring equipment in the VSR is presented on the digital display screen of each unit that is tested and is very accurate but also very sensitive to oil temperatures and viscosity index. The oil temperature once the VSR has been running through the day self regulates to maintain around 35(°C) and at this point will produce the maximum oil flow readings.



We use the oil flow monitoring simply as an additional confirmation that the bearing/housing clearances are not too great as the increased oil flow or volume can mask potential balance issues, this is not the case with low oil flow.



The maximum oil flow guideline for our ceramic ball bearing turbochargers in the family size the customer has is 41 mL/sec or .65gpm and based on the pictures of the VSR tags supplied the customers units are significantly lower with the higher of the two at 23.62 mL/sec.

Let me know if this answers your questions.