Originally Posted by 911TT33 (Post 12405677)

So, I’ve completed all the oil plumbing and GT3 style TT exhaust for my conversion… finally.

Anyway, when I crank the engine, oil was pissing out from the M14 seal/washer underneath banjo bolt.

I figured it must be a bad crush washer, so I replaced both M14 crush washers for the banjo bolt, and torqued it down to 25Nm.

Next attempt to crank the motor, oil now started pissing out from underneath the M18/M14 crankcase adapter.

Tomorrow I’ll replace the M18 crush washer and see how that goes.

Any ideas if I keep getting oil leaks at this junction?

I’m basically running a TurboKraft oil feed banjo bolt with the spring loaded check valve / ball bearing. I also have a AN4 T fitting off the AN4 banjo, with AN4 oil feed lines to my K16/16G hybrids.

Both turbos were pre-lubed with KLM pre-lube treatment to ensure they’re appropriately lubricated in a new install.

Here’s a pic of the fitting configuration, but now uses the Turbokraft Banjo bolt/check valve:
http://forums.pelicanparts.com/uploa...1738829943.jpg

Originally Posted by gsmith660 (Post 12407165)

One thing to remember about fluid flow is it will always take the path of least restriction so the way you have your tee set up the oil feed that is at a 90 will get starved it would be better to have both oil feeds at 90 degrees.

Originally Posted by 911TT33 (Post 12407819)

Thanks for the tip. Would it be better to use a Y fitting (not a T) instead, coming off that AN4 banjo?

Any other ideas why oil seeps out from underneath the M18/M14 engine block adapter?

Originally Posted by gsmith660 (Post 12407165)

One thing to remember about fluid flow is it will always take the path of least restriction so the way you have your tee set up the oil feed that is at a 90 will get starved it would be better to have both oil feeds at 90 degrees.

Originally Posted by gsmith660 (Post 12408078)

I dont think they make a Y but the center of the T needs to connect to pressure and then the flow divides between the two supplies. Oil leaks mean a bad seal maybe change the crush washers.

Originally Posted by TurboKraft (Post 12409489)

That's the theory, right?
But in reality, this doesn't matter once it's understood how K-series turbochargers work.

For simplicity sake, think of the turbochargers' bearings as the restrictors. That means there's backpressure in the oil supply lines at all times, and you don't have a situation where oil can chase a path of least resistance.

Tee in a pair of pressure sensors or gauges at the inlet of each turbocharger if you want to confirm on your own.

That Turbowerx pump worked on a pair of full-flow T4/T3 turbochargers, so it ought to be fine for your pair of K-16s.