Well I don't know about your TII,but mine got the same oil pressure at the turbo oil inlet as the front eccentric shaft bearing,through at least a 1/4in pipe(I don't have the exact measurement,which is likely metric).
Clearly Mazda expected sufficient oil to be supplied to cool the shaft as well as lubricate the bearings.Further cooling provided by water of course.

 

Cant get garret turbos here... And my budget couldnt take the hit from a new turbo + wastegate. So I bought a replacement T618z from lou_rx8.. He gave me a good price.. So will be up and running in a weeks time and i can probably get around to trying my interceptor... yippee

 

You can't do mail-order?
http://www.atpturbo.com/

 

I'm not sure whether they'd ship internationallly... Although i have to admit the prices on the website are quite good, but no where near what the HKS dealer would have given me on a similar items.

Main reason i stuck with a replacement is so that it will be easily replaced ie. bolt on.... I have already stopped trusting the local mechanics.. As well as the fact that i am not competent enough to tune the car with a new turbo. There are no local tuners...

I'm pretty annoyed with the quality of mechanics here that i'm considering saving up and flying scott here to do a shitload of stuff + tune, that's if he wants to... lol

 

Well I actually measured the i.d. of the TII oil supply pipe it is 4.5mm.

 

Did you measure the flow and pressure?

 

No,I don't have a TII any more.I have access to a turbo though and the other thing I noticed was the relatively large outlet pipe,close to 19mm,so there is lots of drainage capacity.
My thinking is that if the oil supply pressure was really too high you would see smoke at idle.It may be that the problem is caused by high pressure at higher engine speeds.However almost all these Greddy turbo kits have been run with improper wastegate control and in some cases without blow-off or recycle valves.It is inevitable that shaft/bearing damage has resulted and could well be the root cause of the current crop of failures.(I was really impressed by the board member who bent his throttle valve shaft!)
I never ran my turbo without proper wastegate control and a recycle valve and I have never seen smoke.
I will report if I have premature failure

 

Ummm...yeah...

Smoking at idle is by far the most common symptom that those of us with GReddy turbos have been suffering from when saying "my turbo is blown"....

Also, I dont' know where you got the idea that "almost all" of these kits have been run w/o a BOV valve. I believe that very close to 100% of us are running with a BOV.

 

Uhh?I don't have that idea,nor did I write that I did.

 

?

 

Is there a problem understanding English in Texas?

"and in some cases" means a few,

"almost all" means a lot Of course they are referring to different conditions as written in the original sentence.

 

Actually, you should draw a Venn diagram of your sentence. You've got your sub-sets crossed up. I'm not sure what Texas has to do with it, but I'm sure that they are glad you included them in your thoughts.
In any even't, none of the blown GReddy turbos discussed on this forum were run in either of those conditions.
The one thing they did have in common was a wide open oil source.
Furthermore, no one with a restrictor has blown a turbo.

At what point will you start to draw a conclusion from this?

 

I draw no conclusions from this because your data is crap.Both MD and KJ238 had waste gates hooked up on the engine side of the throttlebody initally as I recall.

 

Initially was a long time ago...

 

MM maybe you could start drawing some intersecting circles!

 

I see. So you are blaming it on the over-speeding potential of a post-boost wastegate signal. That is plausible. You didn't quite make that clear earlier.
This would go a lot farther a lot faster if you were more concise.

 

ACTUALLY, the guy that did my engine install never even connected it to the manifold.. What he did was put a nipple in the pipe just before the throttle body... Although slightly further up, it is essentially the same as the fix.... I just moved it closer..

So will this disprove your theory, tworotors?

 

I'm not sure that is his theory in total.
Though, I'm really not sure what he is getting at since it is an oil pressure issue. Its not like I came up with that idea (well, actually, I did - but all the installers have picked up on it and verified). We know the cause and the solution.
Its not that his ideas don't make sense - they do and are pretty well accepted issues. Its just that it isn't the case here.

 

Hey MM, MD....

Together with the interceptor, scott sent me an oil restrictor (view picture, sorry that its not clear)...

Do i just insert this in the T at the rear rotor housing or at the turbo end... Just want to be clearer, so that when i do go the the mechanics, i can tell them what to do

 

I can't tell what that is. It looks like a regulator. If that is the case, it goes at the "T" on the rotor housing (but AFTER the sensor - only put it on the line going to the turbo).

 

cool.. thanks