Turbocharger Installation Instructions

LearningTurbonetics Installation Instructions:


CAUTION: Failure to follow these installation instructions can result in premature turbocharger failure and loss of warranty eligibility. These installation instructions apply to all Turbonetics turbocharger models. When installing a new turbocharger, be certain check for the following:


•No foreign material in the air cleaner or intake ducting


•No foreign material in the exhaust manifold or pipes leading to the turbocharger Alignment of end housings:


Note: Compressor housing, turbine housing and center housing can all turn independent of one another.


The factory assumed the re-orientation of end housing will be required so the bolts (or V-band clamps) that hold the end housings in place from the factory are only tightened to a snug condition to ease the re-orientation of housings upon installation. These bolts only need to be loosened approximately 1 ½ turns to re-orientate housings. These bolts (or V-bands) need to be properly tightened once the final installation position has been established.


End Housing Hardware Torque Values
  T3, T4, T-Series Mid-Frame Y2K & Thumper
Compressor Housing Bolts 110-130 in-lbs 120 in-lbs 120 in-lbs
(or V-Band Nuts)      
Turbine Housing Bolts 110-130 in-lbs 120 in-lbs 120 in-lbs
(or V-Band Nuts)      


Oil drain positioning: It is important to not exceed 15°in oil drain angle in order to allow proper drain of lube oil from the turbocharger back into the engine. The oil entering the turbocharger is pressure fed from the engine but relies on gravity to make it’s way back to the engine, any greater angle can cause oil to back up into the turbocharger and leak past the seals.

Oil Drain Orientation

The turbocharger seals located at the compressor and turbine ends of the turbocharger have a primary purpose to keep pressurized air/exhaust gases from entering the turbocharger and then the crankcase. The fact that they also help control oil from entering the compressor and turbine housings is secondary. The oil entering the turbocharger is pressure fed from the engine but relies on gravity to return it back to the engine. Any restrictions in the oil drain will cause the oil to backup inside the turbocharger and be forced past the seals so it’s very important the oil returning from the turbocharger to the engine is free flowing with no restrictions. It is also important that the oil enters the crankcase above the oil level. Oil leakage from the turbocharger seals can be caused from and number of conditions, below are the most common. 1.Excess engine cranks case pressure A.due to poor crankcase ventilation like a plugged or improperly working PCV (positive crankcase ventilation) system or an open port from the intake manifold to the crankcase. B.Excessive engine blow by due to worn engine components 2.Too small of an oil return line, preferably ¾” to 1” minimum inside diameter 3.Oil return line routing is critical, there can be no sinks/traps and oil must return above the oil level in the crankcase. 4.Blocked oil drain at turbocharger or crankcase caused by incorrectly installed oil drain gasket or excessive use of silicone gasket material protruding into the oil drain flow path. 5.Air filter restrictions (too small or dirty) will cause a restriction and contibutesto excessive amount of vacuum on the compressor end seal causing oil to be drawn past the seals.

Oiling SchematicOil Drain Routing

Oil inlet line: Clean filtered oil is part of the life support system for your turbocharger, it provides lubrication, cooling and vibration dampening of the rotating group as it accelerates through it’s RPM range. The oil feed line size from the engine or oil supply source to the turbocharger is critical to provide an adequate amount of oil to the turbocharger without flooding it. For turbocharger models: T-3through T-Seriesuse either -3 AN (1/8”) or -4 AN (1/4”) Mid-Frame, Y2Kand Thumperseries require -4 AN (1/4”) Remove all protective cap plug closures from the oil inlet and drain as well as compressor inlet and discharge. Water cooling : A key design feature for improving durability of the turbo ,we recommend that if your turbo has water-cooling passages , to hook up the water lines. Water cooling eliminates the destructive ability of oil coking by utilizing the Thermal Siphon Effect to reduce the heat soak of high temperatures on the turbine side area after shut-down. In order to get the greatest benefit from your water-cooling system, avoid undulations in the water lines to maximize the Thermal Siphon Effect. The turbocharger must be mounted below the upper most water level in the coolant system to ensure proper thermal siphoning and flow of water through the bearing housing. If the turbo is mounted above the water level of the coolant system, the siphoning effect can be ineffective after engine shut down.

Wet Bearing Housing

[b]Turbocharger Installation Guidlines:[/b] There are a few key items that you need to address relating to the oiling system for a turbocharged vehicle. All of the following items need to be accounted for to ensure proper operation. • -3AN or -4AN (1/8”) maximum oil inlet line • -10AN (1/2”) minimum oil drain line • Orientation of oil inlet on bearing housing must not be greater than 15° from vertical. • No 90° turns or kinks in drain line • The use of silicone at or around all oil holes should be avoided at all times due to possible constriction of the holes due to silicone impeding oil flow when the silicone is applied and torqued to flange surfaces • Oil line needs to make smooth transition into oil pan (no 90° fittings on pan) • Oil drain needs to be placed as high as possible on oil pan (above the oil level) • Hole in oil pan must match the oil drain line size • If oil drain is located next to crankshaft main journal, then possible crank windage may occur (oil being thrown towards oil drain hole) • Adequate crankcase ventilation • No vacuum can be placed on the compressor inlet of the turbocharger unless turbocharger has a carbon seal installed • Clean air filter • Turbocharger must be mounted above the level of the oil pan so that oil can flow freely to the oil pan by gravity alone • If the turbocharger is mounted below the top of the oil pan then a scavenging system must be implemented • Excessively high oil pressure at idle may cause oil leakage and/or smoking at idle or deceleration • Upon cold startup the use of heavy weight oil may cause smoking and/or leakage until oil temp increases to proper operating range[img]/sites/default/files/small_002.preview-1.JPG[/img]

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