Yea, I'm trying to stay on the safe side. Id rather not have my turbo blow up due to a boost leak.

 

That's the thing, on the same wgdc, your turbo shouldn't speed up if you develop a minor leak. If you blow off an intercooler pipe, yes, it will over speed, but there won't be any stopping that.

 

Well even if the protection capabilities are minimal. I would still be able to log turbo speed just to make sure im not overdoing it and pushing it past its range.

 

I think the real fix is to not run the 9180. Supposedly nobody else has overspun the smaller turbos.

I'll also say, yet again, that the BW's make the worst power per millimeter. My neighbor Joe @ Locash racing makes 930 on a 62mm @ 40psi with Comps and Garrets with custom wheels.

I'm strongly considering changing over to a custom 62mm over the BW 67. While the turbine wheel might be lighter, it'll be a 62mm turbo and I have more room with the hotsides than just 1.05 and 1.45, plus the fact that the hot sides cost $800 MSRP is absolutely ridiculous.

 

FP needs to make HTZ compressor wheels for the BW turbo's, then they'll be killin it...ha

 

I think the best approach to over speed protection is to run your WG/s basically maxed out. So run just enough base spring/s to where you reach your max boost at peak rpm at 100% WGDC. This way if you do over boost is not going to be by a lot.
The problem with trying to limit turbo speed by WG control in the event of over speed is that is probably not going to react fast enough to avoid damage.

 

That's still such a underwhelimg approach because it's fundamentally a bandaid on the fact that the 80mm turbines are garbage.

Supposedly (again, this is from Geoff) every other wheel can take a 10% overspin factor. Also, they are lowering the max RPM of the 80mm wheels to 115k rpm down from 116, which I don't think is enough. The only other interesting tidbit is that he said the compressor flow is the exact same between the 9174 and the 9180 even though the max wheel speed was 128k

 

What fittings are you guys using for your -6 AN supply lines? Both the 3/8 BSP and whatever thread size the turbo has. Really wanting to drive with the new setup.

 

Is your cylinder feed port blocked? Ball bearing turbo's can be fed from there..

 

Unfortunately yes. Before the manifold was finished I ordered all the things necessary to feed the turbo from the OEM location, but the compressor housing ended up being in the way.

Being that the oil filter housing is more than 16" away I want to use -6 hose.
I am not sure what adapters people use down at the oil filter housing.
I cannot find a 3/8 BSPT to -6 AN adapter, which would mean I would need a BSPT to NPT adapter, and then adapt from NPT to AN.

If I was using -4 hose it would be quite simple as I could buy one of the prebuilt hoses for use with OEM turbos that has a 120degree hose fitting attatched to a 3/8BSPT to -4 adapter at the oil filter housing.

What type of fitting is the -4 on top of the turbo? My BW data sheets only show it as being a -4 fitting.
I would like a -6 so I don't have to source a 90degree hose fitting that goes from -6 to -4.

Excuse my ability at explaining, I just briefly woke up from my nightshift slumber.

 

-4 hose will be fine. That's all FP uses for their feed lines from the OFH, and those lines are for the JB turbos that need a lot of oil with good pressure.

 

In BW's literature it seemed that they were less concerned with total flow volume, but moreso how quickly oil gets to the center cartridge at engine start up. I swore I have seen people using -6?

 

Well, I've played with cars that have a -4 line from the OFH, they get oil pretty damn fast. If anything long -6 line will take longer because there is more volume for the oil to fill as it goes through the line. I think BW might be concerned about that for initial startup (like brand new turbo).


And if you had a line off the head, it would really take a long time to get oil as that is the last oil circuit in the engine. Oil goes to the lifters before it goes to the turbo..

 

Roger that!
BW was talking about every start-up, as they said it was very critical in cold climates. But if people on here are using -4 with success I am willing to try it.

Now I just need to decide if STM's 45" hose will be long enough...

 

The 3 cars that I worked on that had -4 OFH lines were journal bearing turbos. So if a JB turbo can survive with that setup, a BB turbo can too.