I used a 90 deg. 25mm id galv. water pipe fitting (from the tip shop ) welded to flange plate, and punched a hole through the sump as close to the block as the flange would allow.
I then used some 6mm cork gasket material and some copper max ( and some 30mm roofing tek screws to hold it all on.)
I`d suggest you use the highest rated (temp/pressure) hose you can afford to hook the return line up as the oil leaving the turbo core can be extremly hot. I`v found hydraulic hose used in the earth moving industry is up more that upto the task but it can be a bit pricey.
And also buy 2 to 3 times more than what you "think" you`ll need.
Cheers and good luck.
definatly no lower than 52mm thats the top of the oil in the sump!
you cant have ANY form of restriction for oil return will lead to early turbo
failure
cheers stealth
Engineering the unfair advantage !
Red bull , fuelling the fastest race cars on earth !
If it was to return into the oil, would it matter coz i would think that the engine would keep using the oil as it returns from the turbo so there shouldnt be a restriction on the oil flow. I have seen a car in the past where the oil returned back to the sump plug & the owner reckons he never had a problem coz the engine pumps the oil from the sump so the oil level should be the same?
Does this make sense?
That couldnt work. The oil from the turbo is only flowing by gravity, not pressure , so it has to go to a point where it can just fall into the oil in the sump. If you ran it to the sump plug , the return line would just fill with oil and flood the centre housing and go out the exhaust as oil smoke.
This can also happen by just having too much crankcase pressure
Which brings us to the point, do we or dont we need an oil restrictor with the Garrett oil cooled CHRA. The stock oil delivery hole to the bearings is around 6mm. The thingy that is sold as a Garrett tubo oil restrictor has a hole around 1.6mm.
Big difference. I have a TR oil pump and no restictor and I dont have any problems with too much oil in the turbo.