BoostdR

Pm me a price for a std turbo. I'll prob get a high flow at a later date. Just wanna get it running on the cheap for now. Do you now if an rb25 core will fit the m35 housings ? Sorry I meant trailing arm. Not sure of the proper term, it's the lower arm coming from the hub bottom towards the rear centre of the car. The inner side has a vertical pin with a bush suspended in the center that has failed and now the arm is has fallen to the lower part of the pin

Wtb M35 std turbo Front right cv shaft Front right training arm Right mirror in silver Trim pieces in the fawn color Located in Adelaide Matt 0413023669

Inspection of the failed EFR shows the turbine most likely was damaged due to a piece of the turbine housing coming loose. Discoloration around the fragment area shows it separated recently. Comparing the turbine housings there is a vast difference in finishing. Also the turbine discharge area has been revised. The newer version is channeled around me the entire turbine outlet which flutes the wastegate gas. The earlier version channel is only 30% of the outlet. I wonder if this was done due to uneven expansion rates.. I'll have a chat to GCG. I feel I may have a case for refund/rebuild. Matt

I'm just passing on what GCG told me. It's not uncommon for Ti wheels to fail in this way. Borg Warner or not. This is why the limit is posted on the compressor map an they actively support the purchase of a speed sensor and road rage gauge. Ti wheeled turbos are certainly more fussy than their inconel cousins. On closer inspection of my turbine wheel it has porous holes noticeable in the surface which doesn't fill me with confidence in regards to expansion rates. This whole failure analysis process is about understanding why my turbo failed after 100km to make sure it doesn't happen again. Im not trying to poo poo the product. I've have already bought a replacement 6758. Matt

I hope this is the case

GCG were able to also advise turbine speeds over 153,000 rpm could cause failure. They reported quite a few failures of the 9180 used in time attack under extreme conditions. Another possibility after reading Borg Warner's Failure Analysis info is the possibility of my dump pipe causing misalignment of the turbine housing during tyre warm up. ie: 6000rpm clutch drop on Hankook Z221 265 softs. The fact the boost pressure at the time of failure(19.9psi) was low would support this theory. I can certainly improve the dump pipe support as the current setup mounts to the turbo and then solid mounts(after a flex) to the chassis. 480hp on the OEM engine mounts also wouldn't be helping. Matt

Thanks for the reply. I will grab a speed sensor and get some real life data on my setup. I think it is highly likely overspeed was the cause although not specifically at the time of failure. The car was making 480hp on a 2ltr.Could a contributing factor also be an extreme short term increase in turbine temp vs shaft torque? The car also does run a crude ignition retard form of anti lag.

In the interest of full disclosure. The car was running 26psi until yesterday where it was peaking at 29psi-30psi due to a more free flowing 80mm intake over the previous 62mm. Looking at the Motec logs, failure occurred during tyre warm up right on the rev limiter of 7200rpm. The car does back fire at this point. Boost at the time was 20psi. I will never run anything other than an EFR. I have owned 76 cars and tuned countless others. The transient response of the EFR is better than anything I have previously tested or run. My Questions for Geoff are: -Am I able to get an RMA or at least a replacement turbine and backing disc? -Would passing the 154,000rpm range cause this failure? -Is failure increased with ignition cut rev limiters? -Would I be better to run a 7163 to bring shaft speed down for reliability. -Was this an early generation EFR turbo failure (233130012) and I can run my 6758 all day at 30psi? Regards, Matt

Hi Geoff do you have a list of serial numbers effected? My 6758 purchased from GCG has had the turbine snap at the shaft also. The unit has completed two events. Approx 100km. I'll check what the serial number is and report back. Ok the box says 233 13 0012.

located in Adelaide, Pickup welcome

I have a brand new Blitz return flow intercooler kit for sale Fits R33 and R34 GT-ST GT-T 600hp easy fitting, no trimming of fan, beetle cover, reo or frame like traditional cross flow kit which makes it street legal better response due to shorter piping best value and quality kit available IMHO Matt 0413023669 $570 pp firm

Other than that. Don't run your breather to vac. Go atmo if you have a MAP sensor. Vac encourages the oil to stay in the head. Provent do a catch can that regulates pressure to keep less of a differential from head to sump encouraging flow back down.

Work out the % of increased flow in your oil pump over standard and reduce the restrictor size by the same amount if not slightly more if you rev it. There is a fluid flow vs pressure vs hole diameter formula you will need. Plenty of online support. Thicker oil will reduce flow. Another patch is a scavenger pump from head to sump. Works fine. Plenty of OEM cars use this method. VDO do a specific pump. Matt

whats the 25 block have?

You still have 2 restrictors? which head is it neo(solid lifters) or older(hydraulic)? way to much oil. what oil pump?

Understood. And I feel your interim solution will work. Hobbs controlled relay to turn the scavenger pump on under boost only is the go. M

Double post

The restrictor in the block needs to inversely match you oil pump flow. Bigger the pump-smaller the restrictor. Only way to fix it properly. All other methods are treating a symptom not the cause. Nothing wrong with the rb block. I had a .9mm restrictor with my reinmax pump. No problems at all with full slicks and 850hp on the track

The ID2000 spray pattern is pretty poor and linearization becomes a problem below 1.4ms pulse width. This causes all sorts of issues with E85 from poor idle control, poor engine response to cylinder bore washing. They work but users need to understand the additonal risk...fuel dilution etc

I've tried all of these combo's. Only way to fix this properly is to reduce the block to head restrictor size. .9mm was perfect for my reinmax oil pump on my rb32/26 I've also done the hi octane back of head to sump drain, which is useless. You can make it work though by using a Hobbs switch activated scavenger pump to force the oil back to the sump. The VDO pump does the job.

I had a set of HKS Hypermax pro that did the same thing when I hit a ripple strip sideways. I woudn't blame the strut.

I had a set of HKS Hypermax pro that did the same thing when I hit a ripple strip sideways. I woudn't blame the strut.

NISSPEED

I was helping James with your car the other day, it's certainly in good hands. James has the runs on the board building circuit cars and is a racer himself. Joe mentioned your going to have it wrapped? Matt

get your silicon couplers here, very cheap http://www.anfittingsdirect.com/index.php?cPath=315&osCsid=1d941ef81f5309fb9d9fb8bf482e4f2f I don't think he is changing, he makes these.