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Beitrag: [QUOTE="clutchmaster, post: 1136725, member: 12734"] Um mal für etwas "Aufstand" zu sorgen: Fahre seit knapp 6000km einen GT2860RS OHNE Zusatzrestriktor. Anfangs alles in Odnung, keine optischen Anzeichen von Ölen usw. Am Motor ist ALLES neu, er wurde von Grund auf neu aufgebaut und hat jetzt 12000km. Zu diesem Entschluss kam ich weil ich auf die Erfahrung der Stephans (Klasen) und Dirk (Vmax) vertraut habe, die das ja auch nicht erst seit gestern machen. Seit gestern aber habe ich am Hitzeschild, also an der "Verbindung" Rumpfgruppe zu Abgasgehäuse "Feuchtigkeit" entdeckt, besser gesagt Öl. Zwar sehr wenig, aber es ist Öl. Zu dieser Sichtprüfung kam ich, weil am Tag davor, bei Kaltstart im Leerlauf ich blauen Rauch bemerkte. Der Wagen stand 3 Tage. Nach 3-4 Minuten war alles weg, aber ich wurde stutzig. Werde jetzt nachträglich einen Restriktor einbauen, wie der Sebastian (FTT) und viele andere hier auch raten und hoffen dass er noch ne Weile hält. Habe schon das Wellenspiel geprüft, nichts aussergewöhnliches zu sehen. Da ich schon alles mögliche über Restriktoren, Zuverlässigkeit usw der Garretts hier gelesen habe, und es Leute sowie Tuner gibt, die fanatisch gegensätzliche Meinungen unterstützen, habe ich schon vor Wochen Garrett kontaktiert und generell alles gefragt was mich interessierte. Die Antworten dauerten zwar immer knapp über ne Woche, aber ich denke in diesen Mails wird einiges erklärt. [B]Kurzfassung: der eingebaute "Restriktor" ist gar kein von Garrett anerkannter Restriktor, sondern nur ein "Halte-pin" für die Lagerung. Mann soll bei Öldrücken über 3,5bar einen externen Restriktor verbauen![/B] (gemessen am Öleingang, also ÜBER dem internen "Restriktor"/Haltepin und nicht IM Lagergehäuse, wie es der Samy mal angesprochen hatte dass es für Otto-Normalverbraucher unmöglich sei dort zu messen). Somit ist die Information von Garrett's Seite doch nicht falsch: [URL]http://www.turbobygarrett.com/turbobygarrett/oil_water_lines[/URL] Für alle die es interessiert, hier der ganze email-Verkehr in richtiger Reihenfolge. Denke die Antworten sind interessant. Zwecks Restriktor ganz runter scrollen: Hello, I recently purchased a new GT2860RS which I am going to install tomorrow, so now I wanted to ask you, which is the maximum EGT (beforeturbo) you advice me to use this turbo with? As far as I am informed, the GT28RS has an Inconel turbine wheel which means it can handle higher EGTs, but what is the most you allow? Thanks and regards Dimi --------------------------------------------- Am 22/2/2012 01:22, schrieb Garrett Gearhead:[INDENT] Hi Dimi, I don't have the exact specification but we would estimate to keep the max EGT below 1800* F. (=982°C) Hope that is helpful. Garrett Gearhead [URL="http://www.turbobygarrett.com/"]www.TurboByGarrett.com[/URL] [URL="http://www.facebook.com/pages/Turbo-By-Garrett/46944410102"]www.facebook.com/pages/Turbo-By-Garrett/46944410102[/URL] [/INDENT] --------------------------------------------- Hello, I'd like to know what the average "life expectation" of a GT2860RS is? I know this depends on the environment in which the turbo has to work in, but assuming that everything is "healthy", what is the expectation for this ball-beared turbo to last? My question comes up because i read a lot that because of the fact that it is a ball-beared "motorsports-turbo" it was not build to last and early damages/failures are "acceptable". Thanks and regards Dimi ---------------------------------------------- Am 27/7/2012 00:33, schrieb Garrett Gearhead:[INDENT] Hello Demi, Are you looking at life expectancy through mileage, time, or other variables? Regards, Garrett Gearhead Garrett® by Honeywell | North America Independent Aftermarket Like us:Facebook.com/pages/Turbo-By-Garrett/46944410102Follow us: [URL]https://twitter.com/#!/TurboByGarrett[/URL]Watch us: [URL]http://www.youtube.com/user/GarrettTurbos[/URL] -------------------------------------------------- [/INDENT] Hello, Putting it this way, I think the mileage is the most interessting for me. My Opel C20LET engine (Opel Calibra Turbo 2liter), came with a KKK24/16 Turbocharger, which are usually very reliable. But because these are very old and difficult to be rebuild correctly, I prefered and installed a new GT2860RS which I did not regret at any moment. It works like a charm on this engine. The turbo is working with just 14psi boost and 20 psi overboost, which is no real challenge for it I suppose. So I just would like to know what mileage I should expect, or put otherwise: what mileage/time this ballbeared turbocharger should NOT brake? Because there can be found a lot of rumours in the web, please tell me:Is the ball bearing build to last longer than a journal bearing, or just spool faster but lasting not as long? And one last concern of mine: I chose the 0,64 A/R turbine housing. Was this a wrong choice for a 2 liter engine? Thanks and regards Dimi -------------------------------------------------------- Στις 7/8/2012 21:07, ο/η Garrett Gearhead έγραψε:[INDENT] The GT2860RS is based on the T25 ball bearing architecture, developed for OE Nissan applications in the 1990s such as the SR20DET and the RB26DETT (Skyline GT-R). The lineup evolved from there to include the GT25R, GT28R, GT30R and GT35R, and now the GTX28R, GTX30R and GTX35R families of turbochargers. The ball bearing system was designed to OE Nissan durability standards for the original applications, which is to say that the bearing was designed to last for the life of those engines, at the least. When used in an aftermarket application the GT2860RS should last just as long, if temperature limits are respected, oil and filter are kept clean and changed often, and water lines are connected and functioning properly. The ball bearing system was designed to reduce friction and be just as durable as a comparable journal bearing system.The 0.64 A/R turbine housing should be a great match for a 2.0L gasoline engine. We have used them on in-house 2.0L and 2.3L engine projects with great results. If your engine was 2.3L or larger we would most likely recommend the larger 0.86 A/R turbine housing, but the 0.64 is usually the correct choice for a 2.0L. Regards, Garrett Gearhead Garrett® by Honeywell | North America Independent Aftermarket Like us: Facebook.com/pages/Turbo-By-Garrett/46944410102Follow us: [URL]https://twitter.com/#!/TurboByGarrett[/URL]Watch us: [URL]http://www.youtube.com/user/GarrettTurbos[/URL] ----------------------------------------------------- [/INDENT] Hello, wonderfull answer, thank you VERY MUCH!! One last thing, because there is so much wrong information in the internet.My GT2860RS was build, according to the sticker on the package, in December 2011. [B]On the top of the cartridge, in the oil feed thread, you can easily recognize the factory-"restrictor". Is there any need to fit an external restrictor into the oil feed line in this case? [/B]In the internet its said that on ballbearing turbos you should always install an extra restrictor, others said that was needed only on the old/first ballbeared turbos, others say its no need if the turbo doesnt oil/smoke. Personally, I have not installed another restrictor, as the turbo already has one built in and I think that with 2 restrictors in line the bearings could starve from oil. [U][B] What do you suggest. Unfortunately the FAQ you have on your website regarding the restrictors, gives no clear answer or seem outdated. You also suggest to measure the oil pressure reaching the cartridge, but this makes no sense to me because of the built-in restrictor, which will drop the oil pressure reaching the cartridge anyway. Also, there is no possibility for us normal customers to take the pressure INSIDE the cartridge reaching the bearings. This is what I mean with the confusing FAQ. [/B][/U] I dont have an oil pressure gauge, but engines like mine make on full throttle up to 5 bar oil pressure, thats about 72psi. Should I consider to install a second (external) oil restrictor? Thanks again and regards Dimi ------------------------------------------------------------ Στις 29/8/2012 22:27, ο/η Garrett Gearhead έγραψε: [B]What you are seeing in the oil inlet hole of the center hsg is actually the locating pin for the ball-bearing cartridge, not the restrictor.[/B] [U][B]Yes you should use a separate restrictor.[/B][/U] A 0.040" restrictor is sufficient on most engines but some applications may require a different size, which is why we recommend measuring the oil pressure going into the oil inlet of the turbo. At your oil pressure of 72psi a 0.040" restrictor will be sufficient. Keep in mind oil leakage and damage to the bearing will not occur if a restrictor is used. Additional performance can be gained from the use of an oil restrictor. Hope this helps. Regards, Garrett Gearhead Garrett® by Honeywell | North America Independent AftermarketLike us: Facebook.com/pages/Turbo-By-Garrett/46944410102 [FONT=arial] Ring frei! [/FONT]:mrgreen: [/QUOTE]

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