I don't have any pictures handy, but yes I am using the BAE parts with stock SC heat exchangers.
Here's a link to the definitive BAE turbo thread started a long time ago.
http://forums.pelicanparts.com/showthread.php?s=&threadid=90065&highlight=bae+tur bo
On page 7 it details the problem I had with draining into the valve cover, and also a picture of the drain line into the chain cover on someone else's car. Mine is very similar except I used reinforced Viton hose with high pressure fuel injection clamps (overkill but pretty).
Note that these are aftermarket kits and are not identical to the factory 930 systems.

cheers sammy, im liking the idea of gravity drain into the chain cover...

im wondering if theres any data on required oil flow rates (litres per min/hour?) for different turbos? may then a little test with various restrictors in the feed line to obtain the desired flow rate?

Andy,

It would be interesting to know actual oil flow rates (output into the accumulator) for different turbos. I've never seen those numbers. Then they could be compared with scavenge pump flow rates, and decisions could made about how much of a pump is necessary. But the both input and scavenge flow rates vary by engine speed and maybe other factors, so it may not be all that straightforward to measure.

I suspect most turbo builders (like Kevin) would frown on any attempt to restict oil flow into the turbo for purposes of obtaining a desired output flow rate. Maybe he'll chime in here.

Regarding gravity scavenging, if you or anyone else would like a modified sump plate for a 930, complete with a -10 AN male fitting, including the -10 braided line from the turbo, please let me know. This sump was extended downward about an inch to accommodate the fitting. This setup came on my stock 930, which didn't have a scavenge pump. It didn't work at all in my case. I had a mosquito fogger after startup. But I'm not sure how much of that problem was due to this oil plumbing; there may have been other issues with the turbo.

good point rob, didn't think of that. what did you replace the sump plate setup with on your engine?

I went back to a traditional factory scavenge pump. But with my Garrett turbo, I plumbed a vent/overflow from the drip accumulator to the right side chain housing cover. One of those links I posted on the previous page has pictures of my setup, I think. If you're using a Garrett-type turbo, you need more flow than the factory scavenge pump can handle. You can either do what I did, or spring for the higher flow aftermarket scavenge pump. That's all discussed in those threads that I gave you links to.

cheers rob. are you up and running yet?

Alas, not yet, but it's getting closer and closer. I should have a car by next spring. I've been accused of not really wanting to finish the project! That's not true, but I think I enjoy the process as much as I will the final product, and with so many irons in the fire of life, I haven't felt compelled to push anything aside to finish it.

know how that feels! I remember this time last year-I had a week of no wife and dog (they went to her mums in france and it was bliss!) and I honestly thought id get the long engine together. A year later and Ive only just closed the case. oh well......they go away again on sunday for another week-maybe the pistons/barrels/heads?!