I really like the story or the development. Proves that necessity is the mother of all invention. Finding a problem and coming up with an simple yet elegant solution.
I've got a Precision 6262 on a built honda with a modified oil pump, motor is clearanced to run 20w-50, at operating temp sees an easy 100+psi of oil pressure when above about 3k rpm. Entire setup has 1400 miles, smokes like crazy. Thinking the high volume and pressure the motor makes washed the turbo out. Called Precision today and they recommended this from Turbosmart to avoid repeat failure if the turbo is actually damaged and needs a rebuild
As the comment below says "this is a great product but, this video is 2 years old. I just want to update you all TurboSmart now has a Gen2 OPR that does not require a oil return line so be sure to order there new rendition of there OPR. Unbelievable great product👍👍
This is a great product. Especially when you are raising RPM limiter on high hp engines. I have always felt that the turbo oil line restrictors of the past were a guestimate to stop over oiling of a turbo at best. This turbosmart oil reg has solved this issue well done! Great Australian company!
It seems there is a big problem with turbo oil drains being done incorrectly as well. probably should have mentioned that. a lot of people restrict the oil with smaller drains which don't let the oil drain freely into the sump and this causes smoke as the oil comes out the turbo seals.
this is exactly what I wanted to know, I am going to buy one and use put the return line oil through a by pass oil filter and filter my oil down to 2 micron before it goes back to the sump.
So now if you are regulating pressure in oil inlet line, how that isnt affecting into engine oil pressure? I thought the point of oil restrictor in turbo oil inlet was to reduce flow volume, not pressure. As oil return works on gravity fed, you can only insert that much oil that it doesnt "drown" the turbo. Otherwise, if there is too much oil inside the turbo, the outlet turns into restrictor and oil pressure inside the turbo is causing pressure to leak through turbo shaft seals.
Why the design to drain overpressure back to the oil sump? Most pressure regulators simply limit flow at the target pressure... I ask because I have a remote turbo setup, and they already use the oil cap or a sump fitting for oil return from the scavenge pump. This additional return makes plumbing that much more complicated... Thanks!
It has a spring and rubber diaphragm inside. Spring opens at 40psi and let rubber diaphragm move up and leak oil thru outlet. I wouldn't trust this junk if it's your daily driver. I don't think they will last
Have a Yamaha T-Max 560 with a Garrett gt15 turbo because of space restriction turbo mounted below crankcase currently use two one way check valves right before and after turbo and pull oil thru turbo then to oil pump that then pumps oil back to crankcase. Where should I place turbo smart oil pressure regulator?
concept of this part is understood when feeding oil pressure from engine that varies under throttle. But, what if someone like myself who is running a turbowerks 12v base pump. so far ive burnt up two turbos once using a restrictor and turbo lasted 6-700 miles, second time sending pressure straight from pump to turbo no restrictor and lasted 4k miles. is this product going to correct the issues im having on the 3rd turbo without burning the journal bearings up. mind you my system is rear mount and has its own stand alone oiling system.
The oil pressure needs to be as high as possible and accommodated with a large drain that is straight down to the sump. If the drain backs up it will blow oil. This can also be caused by excessive engine case pressure. Unless you are increasing the top end rpm then you shouldn't need to be reducing oil pressure.
Thanks for the video, I have a quick question, on the return line for the T40, can I setup a Y fitting, for the return line? so I don't have to bore a hole on my oil pan, i'll just use a Y fitting for my turbo return line and also the T40 oil pressure regulator, please let me know if that is safe to do? Thanks.
Yes, you can run a split after the OPR to support two turbos. We highly recommend using a "Y" fitting rather than a "T" for the sake of flow. If you run larger turbos then you may want to consider two. (85mm+)
Does this part sap engine oil pressure and bring the whole system down to 40 PSI or does it only affect the downstream pressure? On mine it appears to just be a straight through from end to end? how does that not just dump all the pressure into the turbo and bypass the relief valve entirely?
It would only effect everything after the regulator. Out of the several we have sold of this version and our newer OPR V2, I have never seen overall engine pressure drop more than 1PSI or 2PSI of it's original pressure.
How does this not cause engine oil pressure to drop as well? Due to it being a return style regulator isnt it similar to having a pressurized oil leak?
If the turbo came with a restrictor from the factory, leave it in as taking it out may void warranties. If it did not come with a restrictor then it is not needed.
This is a universal part. The OPR T40 is compatible with 1/8th NPT fittings, depending on each application, some further modifications may be necessary. Most turbochargers have a restrictor built in, however, we came up with the OPR T40 to regulate high oil pressures without reducing flow. If youre experiencing excessive oil pressures, this will do the trick!
Journal bearing can suffer from too much pressure as well but they require volume that ball bearing turbos don’t require. The pressure blows the CHRA oil seals out allowing oil to burn in the exhaust housing causing smoke
With the correct plumbing you will only need one OPR T40 for a twin-turbo application. If you need assistance feel free to reach out to us. www.turbosmart.com/contact-us
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I really like the story or the development. Proves that necessity is the mother of all invention. Finding a problem and coming up with an simple yet elegant solution.
Installed one on my RB26 after struggling to diagnose what I thought was a failed turbo! Works and looks great!
Awesome! We appreciate the support!
I've got a Precision 6262 on a built honda with a modified oil pump, motor is clearanced to run 20w-50, at operating temp sees an easy 100+psi of oil pressure when above about 3k rpm. Entire setup has 1400 miles, smokes like crazy. Thinking the high volume and pressure the motor makes washed the turbo out. Called Precision today and they recommended this from Turbosmart to avoid repeat failure if the turbo is actually damaged and needs a rebuild
@@arman757 For fun I put a pressure gauge on the feed line to my turbo and saw it hit 90psi. The Turbosmart OPR absolutely solved my issue!
As the comment below says "this is a great product but, this video is 2 years old. I just want to update you all TurboSmart now has a Gen2 OPR that does not require a oil return line so be sure to order there new rendition of there OPR. Unbelievable great product👍👍
This is a great product.
Especially when you are raising RPM limiter on high hp engines.
I have always felt that the turbo oil line restrictors of the past were a guestimate to stop over oiling of a turbo at best.
This turbosmart oil reg has solved this issue well done!
Great Australian company!
Thank you for your support!
It seems there is a big problem with turbo oil drains being done incorrectly as well. probably should have mentioned that. a lot of people restrict the oil with smaller drains which don't let the oil drain freely into the sump and this causes smoke as the oil comes out the turbo seals.
this is exactly what I wanted to know, I am going to buy one and use put the return line oil through a by pass oil filter and filter my oil down to 2 micron before it goes back to the sump.
You should also check out our OPR V2 which is a returnless design.
So now if you are regulating pressure in oil inlet line, how that isnt affecting into engine oil pressure? I thought the point of oil restrictor in turbo oil inlet was to reduce flow volume, not pressure. As oil return works on gravity fed, you can only insert that much oil that it doesnt "drown" the turbo. Otherwise, if there is too much oil inside the turbo, the outlet turns into restrictor and oil pressure inside the turbo is causing pressure to leak through turbo shaft seals.
Why the design to drain overpressure back to the oil sump? Most pressure regulators simply limit flow at the target pressure... I ask because I have a remote turbo setup, and they already use the oil cap or a sump fitting for oil return from the scavenge pump. This additional return makes plumbing that much more complicated... Thanks!
Does the gauge read pressure from the engine or does it read the 40psi from the regulator after it does its job?
It has a spring and rubber diaphragm inside. Spring opens at 40psi and let rubber diaphragm move up and leak oil thru outlet. I wouldn't trust this junk if it's your daily driver. I don't think they will last
@@rayj33 Do you have one? Because I've heard from several users that this works perfectly.
It works the other way round, similar to a carb float. It will slowly Close the feed to its equilibrium when the turbo oil line is above 3bar
they call you smart for a reason
Happy to help!
Have a Yamaha T-Max 560 with a Garrett gt15 turbo because of space restriction turbo mounted below crankcase currently use two one way check valves right before and after turbo and pull oil thru turbo then to oil pump that then pumps oil back to crankcase.
Where should I place turbo smart oil pressure regulator?
concept of this part is understood when feeding oil pressure from engine that varies under throttle. But, what if someone like myself who is running a turbowerks 12v base pump. so far ive burnt up two turbos once using a restrictor and turbo lasted 6-700 miles, second time sending pressure straight from pump to turbo no restrictor and lasted 4k miles. is this product going to correct the issues im having on the 3rd turbo without burning the journal bearings up. mind you my system is rear mount and has its own stand alone oiling system.
The oil pressure needs to be as high as possible and accommodated with a large drain that is straight down to the sump. If the drain backs up it will blow oil. This can also be caused by excessive engine case pressure. Unless you are increasing the top end rpm then you shouldn't need to be reducing oil pressure.
Too low presha Yu dye, too high presha yu steal dye. 👌
You put the feed line in one from the right and the other from the left side, it is the same?
Thanks for the video, I have a quick question, on the return line for the T40, can I setup a Y fitting, for the return line? so I don't have to bore a hole on my oil pan, i'll just use a Y fitting for my turbo return line and also the T40 oil pressure regulator, please let me know if that is safe to do? Thanks.
with 2 turbo chargers, can you split the line and use one regulator, or is it best to use 2 regulators?
Yes, you can run a split after the OPR to support two turbos. We highly recommend using a "Y" fitting rather than a "T" for the sake of flow. If you run larger turbos then you may want to consider two. (85mm+)
The gauge is reading 60psi at idle will this drop as the oil gets up to temp and the turbo smart gauge is reading before the regulation right?
Does this part sap engine oil pressure and bring the whole system down to 40 PSI or does it only affect the downstream pressure?
On mine it appears to just be a straight through from end to end?
how does that not just dump all the pressure into the turbo and bypass the relief valve entirely?
It would only effect everything after the regulator. Out of the several we have sold of this version and our newer OPR V2, I have never seen overall engine pressure drop more than 1PSI or 2PSI of it's original pressure.
I have this same issue . I’m running twins on a 2018 s550 mustang . Do I need two regulators due to running two turbos ?
One OPR is good for two turbos!
The Garrett g30-770 has a restrictor built in the chra. Can it be removed and have this installed?
For ball bearing turbos only correct?
Yeah think so journal need more oil
How does this not cause engine oil pressure to drop as well? Due to it being a return style regulator isnt it similar to having a pressurized oil leak?
Because the line that’s getting restricted is the turbo feed line. That oil ends up in the oil pan. There no engine pressure involved.
Do you use a restrictor with one of these??
If the turbo came with a restrictor from the factory, leave it in as taking it out may void warranties. If it did not come with a restrictor then it is not needed.
Anyone knows how much pte 6466 says about turbo pressure?
what should oil pressure be on operating temperature around 2-3k rpm? and idle? diesel engine
Check with your manufacturer
Borg Warner turbos most of them want 45-55 psi somewhere in that ball park.
is this compatible for the 2017 Audi a3 quattro? with an efr7163?
This is a universal part. The OPR T40 is compatible with 1/8th NPT fittings, depending on each application, some further modifications may be necessary. Most turbochargers have a restrictor built in, however, we came up with the OPR T40 to regulate high oil pressures without reducing flow. If youre experiencing excessive oil pressures, this will do the trick!
😊👍
Can this be used for a journal bearing turbo setup ?
Any aftermarket turbo requiring oil
@@TurbosmartHQ is 40 psi of oil general enough to keep a journal bearing turbo alive ?
@@TurbosmartHQ is 40psi enough for a journal bearing?
Thought journal bearing turbo had no probs with oil pressure ,thought it was ball bearing turbos that need regulated oil pressure.
Journal bearing can suffer from too much pressure as well but they require volume that ball bearing turbos don’t require. The pressure blows the CHRA oil seals out allowing oil to burn in the exhaust housing causing smoke
How about audi 2.7 biturbo setup? Do i need 2 regulators?
With the correct plumbing you will only need one OPR T40 for a twin-turbo application. If you need assistance feel free to reach out to us. www.turbosmart.com/contact-us