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Discussion in 'A3/S3 Forum (8L Chassis)' started by StaceyS3, Feb 7, 2012.
thank me later lol
A pic for Bill with cam specs
Hot pink would look great on a dark car
Think they'll suit a pink car even better
Am thinking of possibly more of a satin finish anthracite or do like this finish which would have thought is more of a graphite?
They look good. I wanted anthracite for mine (looks awesome on silver imo) but had to settle for dirt cheap gloss black ones.
Anthracite works on Black S3s Stace.
Totally. You could even go a touch lighter so you can actually see they're wheels in low light. Gloss black = no wheels
One of my neighbours has the new ST, only thing nice about the car is the colour of the wheels, check that shiz out.
thats my car!!!
Yours does look lovely on the mtms jo as wanted them off of you previously and still hsve them as a saved search on ebay lol
Think I may go a tad lighter than anthracite with the graphite or some form of satin finish?
strip it white cage and wheels
Would love to and hopefully will do one day, but I think if I did it now id be single before I complete it lol
A big part of me would love to keep them the bold artic white but dont know if it'll be to much?
the cars are subtle as it is whites nice on any wheel
***** to clean, and can sometimes look abit cheap.
Yup, and it had these wheels on for like 2 weeks and 250 miles! lol
Make them united grey.
Brake dusts tends to kill them too and they go yellowish (speaking from experience).
I prefer the subtle look myself rather than all these lairy colors. So if I was going for a cage, it'd be black
Its back... Fresh again, metal cage bearing upgrade also...
The cause of the failure I am sorry to say was me.. The oil feed hole was blocked, blocked by residue of loctite I used to seal the oil union on with. Of all the builds I have done, and its quite some number, this has never happened before, but it has now and cost 'me' many £100's to remedy. No longer will I ever use any supporting sealant on the oil feeds... The reason I used it at all, and only ever a blob which I wiped off the threads so shag all remaining, was they all seemed to slowly weep.. and loctite fixed that. Seems I was 'lucky' previously and it ran out on this one.
The std oil feed to the GT30/35 garretts are 0.8mm single hole.
pictured below for folks to see.
Reinstall will be with no additional restrictor, and we will judge if ones required there after. (as Owen Developments advise)
Turbo should go back on over this coming weekend.. Cams were checked and vernier adjusted sunday, so it should be ready to go.. I am not convinced these cams are helping but their timing looks "ok" and not miles out, so its inability to want to take hardly any timing remains a mystery.. We shall see.
is that restrictor one that is built into the turbo?
or is that one which you added with the oil feed?
just a bit apprehensive about an oil restrictor on mine, and whether the gt28 chra has one built in, and whether to put a 1mm restrictor on
the one pictured is internal to GT30/35 framed chra
I cant comment for the 28 series.. but Owens were specific about GT30/35 having their own 0.8mm restrictor... you cant see it from the outside, its only becuase I have deceased GT3x turbos here in bits that I can show that picture. not obvious at all from the outside, and "folklore" says GT's need restrictors on 1.8t's.
My ibiza on recent out has 1.5mm restrictor (previously 0.7) and ran fine... no smoke.. will enlarge the fitting more to see.
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Weird how there is no definitive answer on restrictors, Glad its sorted by the way.. :icon_thumright:
Glad it's fixed! Things always happen but it's what we learn from it that's key! Like that damn outlet pipe on mine! Can't wait to see this car run!
Cheers for the update bill and really cant wait for the progress
Really have to praise Bill for his honesty and thank him for sorting it, theres many of people out there that wouldn't of owned up to it and told me personally when theres no way I would of found out if he had told me other wise
Respect you for that mate
Thats good to know Bill. Here's a picture of a gt35r oil feed on the right and what's been supplied in rebuild kits on the left. Pretty obvious the right hand, original is smaller than the left..
I wonder at what point the oil pressure will overcome the seals on the non Oe part.
Turbo is on but the engine has oil pressure issues... 10psi on idle when warm... waiting on 15w50 oil as Stacey used +0.001" race bearings on mains and big ends... these bearings are designed to be used in race engines for high rev/endurance applications and require thicker oil from the outset...
whats required at idle when warm? is a bar about whats expected?
Whats seen is unacceptable.
30psi cold cranking is under half what normal engines will do, and once hot and thinner the idle pressure plummets to sub 10psi.
10W40 Synta in there currently (still on running in phase from my perspective)..Its brand new third lot its had, but pressure, because I was wanting to thoroughly check oil flowrate thru the new turbo and pressures, have highlighted all is not as it should be.
Warming up on the ramp, to where fans kick in, the oil pressure dropped to this
This is not HOT, like it will get on the dyno or loaded up in any way... the pressure will only fall even lower
Perhaps the oil pressure issues the turbo had were not entirely down to me..... What I dont want to do is damage the motor if its oil pressure is at this level.
Ordered some 15W50 Gulf Competition which should arrive tomorrow ( I run 15W50 in badgerwagen) in the hope its thicker grade will recover some oil pressure to an acceptable level.
Fingers crossed all round this works..
the alternatives are not welcomed by anyone of us currently
we shall see
another 1.8t here with built engine and cold running pressures as a comparison of what I deem to be normal and healthy.. my ibiza's pressure run like this ones and also runs +0.001" big end shells but std size mains.
Healthy 1.8t oil pressure - YouTube
why does bigger shells have an effect on pressure? you'd imagine tighter shells would do the opposite, no?
the oil gets pushed through the crank by the oil pump and tries to escape out the oil galleries on all the journals. So a slightly bigger clearance will allow more oil to escape past the bearings and fall back into the sump. It's like holding your finger over the end of a hose pipe.
Fingers crossed the thicker oil does the trick.
ooooooohhhhhh, i thought the +0.001 meant smaller clearence, i.e. for worn journals when the clearence isnt in spec on standard size shells so they have to step it up.
They are extra clearance dude so looser not tighter...
I had a little pray to Allah about this oil pressure issue too
It's come to far to turn back.
those would be over sized bearing shells
thats not how they OverSize.... +0.001" clearance... Larger, bigger gap for oil cushion
maybe pumps faulty?
maybe some obstruction to flow/pressure on relief valve etc etc... I dont know..
Measuring it however during testing of the turbos oil pressure feed and flowrate has exposed this issue.
I cant rule out its not in part the cause of the turbo bearings failure either at this point, nor weird inability for it to accept timing advance... VVT unit is hydraulic pressure driven.... Hmmm