Precision turbo bearing failures

[V6sleeper]

How is the spooled compared to a dbb? Also is there an oil feed line provision? Can you post pic of exhaust wheel?

x2.

 

[turbobitt]

I'm sure there are not enough converted 3 bolt Borgs out there to make any type of reliable direct comparison. You guys who are tired of Precision and T-netics are just going to have to take a small leap of faith. I can tell you from my own testing on a hybrid S400-88mm journal bearing spooled fasted than my single BB T-netics. Turbines and A/R are identical so I would say apples to apples comparison. The Borg turbines generally seem to be lighter weight and helps spool.
AG

 

[BEATAV8]

You mean like this???

Posted from the TurboBuick.Com mobile app

LOL Yep that's what I was getting at!

 

[belsie]

Sounds like a group purchase inquiry may be a good start to getting more info & prices??

 

[Mike Licht]

I have a version of the BW on my car right now. Here is what I can say. At low boost (17-22) don't expect much. At higher boost like 28+ it's a monster. There is no turbine housing for a Buick right now a few Garrett and PTE housings have been machined. We are looking at doing a turbine housing but these turbos are more costly than other brands, not billet or ball bearing so we are trying to determine if the market is there to justify the cost. The PTE turbos are proven performers with a low failure rate overall and priced pretty well. IMO turbonetics is not an option maybe Comp but I have not had enough test data to be sure. Right now from a performance stand point only the BW will compete and the BW EFR line is awesome but I doubt many Buick guys will spend EFR money. In the end guys if we really want to move forward with technology and choices then we really need to look a 4 bolt turbos and external gates. That will provide a quantum leap in performance and value. Maybe a 3 to 4 bolt adapter and a down pipe to fit. Weld a gate on the header and go fast

 

[Ttype6]

I have a version of the BW on my car right now. Here is what I can say. At low boost (17-22) don't expect much. At higher boost like 28+ it's a monster. There is no turbine housing for a Buick right now a few Garrett and PTE housings have been machined. We are looking at doing a turbine housing but these turbos are more costly than other brands, not billet or ball bearing so we are trying to determine if the market is there to justify the cost. The PTE turbos are proven performers with a low failure rate overall and priced pretty well. IMO turbonetics is not an option maybe Comp but I have not had enough test data to be sure. Right now from a performance stand point only the BW will compete and the BW EFR line is awesome but I doubt many Buick guys will spend EFR money. In the end guys if we really want to move forward with technology and choices then we really need to look a 4 bolt turbos and external gates. That will provide a quantum leap in performance and value. Maybe a 3 to 4 bolt adapter and a down pipe to fit. Weld a gate on the header and go fast

When you say your car are you talking about the 4.1? If so,have you had it up to 28 on the 4.1?

 

[Mike Licht]

I have had it to 30 on E85 which resulted in giant clouds of tire smoke

 

[Ttype6]

I have had it to 30 on E85 which resulted in giant clouds of tire smoke

Now wait just a minute. Everyone knows that the factory 4.1 blocks will not handle that much boost.

 

[bison]

I have a version of the BW on my car right now. Here is what I can say. At low boost (17-22) don't expect much. At higher boost like 28+ it's a monster. There is no turbine housing for a Buick right now a few Garrett and PTE housings have been machined. We are looking at doing a turbine housing but these turbos are more costly than other brands, not billet or ball bearing so we are trying to determine if the market is there to justify the cost. The PTE turbos are proven performers with a low failure rate overall and priced pretty well. IMO turbonetics is not an option maybe Comp but I have not had enough test data to be sure. Right now from a performance stand point only the BW will compete and the BW EFR line is awesome but I doubt many Buick guys will spend EFR money. In the end guys if we really want to move forward with technology and choices then we really need to look a 4 bolt turbos and external gates. That will provide a quantum leap in performance and value. Maybe a 3 to 4 bolt adapter and a down pipe to fit. Weld a gate on the header and go fast

There are a few guys who have spent EFR $$$$ but they are far and few between. Garrett is even more outrageous with their GTX line. The 3 bolt is too turbine limited to get the most out of new compressor tech with traditional wastegating.

 

[Ttype6]

There are a few guys who have spent EFR $$$$ but they are far and few between. Garrett is even more outrageous with their GTX line. The 3 bolt is too turbine limited to get the most out of new compressor tech with traditional wastegating.

Do you think it would be a good idea for me to install an 85 a/r turbine housing on my 6776 since I'm 40 cu. in. larger and 9 to 1 compression ratio? I wouldn't want it to spool any slower than it did on my 7.9 to 1 235.

 

[Mike Licht]

Now wait just a minute. Everyone knows that the factory 4.1 blocks will not handle that much boost.

no one told my "crappy" 484 block it could not take it. Seems pretty happy so far. I am getting to build Version 2.0 which will be a long rod stroker and see what we can do with that

 

[Mike Licht]

There are a few guys who have spent EFR $$$$ but they are far and few between. Garrett is even more outrageous with their GTX line. The 3 bolt is too turbine limited to get the most out of new compressor tech with traditional wastegating.

The 4 bolt EFR with the flapper valve in the turbine housing might be a possible bolt on fix but it appears that when it is clocked properly the actuator will not fit

 

[Chuck Leeper]

http://www.full-race.com/articles/borgwarner-efr-turbos.html

 

[bison]

The 4 bolt EFR with the flapper valve in the turbine housing might be a possible bolt on fix but it appears that when it is clocked properly the actuator will not fit

The t4 with the turbosmart plumbed upstream is the way to roll for sure

 

[bison]

Do you think it would be a good idea for me to install an 85 a/r turbine housing on my 6776 since I'm 40 cu. in. larger and 9 to 1 compression ratio? I wouldn't want it to spool any slower than it did on my 7.9 to 1 235.

Pm me this question. I don't want to get too far off topic on this thread. It's more about whether or not you want to be able to run the turbine/ compressor at it's max. It won't matter much if you're not looking to run it all in

 

[jasjamz]

I have a version of the BW on my car right now. Here is what I can say. At low boost (17-22) don't expect much. At higher boost like 28+ it's a monster. There is no turbine housing for a Buick right now a few Garrett and PTE housings have been machined. We are looking at doing a turbine housing but these turbos are more costly than other brands, not billet or ball bearing so we are trying to determine if the market is there to justify the cost. The PTE turbos are proven performers with a low failure rate overall and priced pretty well. IMO turbonetics is not an option maybe Comp but I have not had enough test data to be sure. Right now from a performance stand point only the BW will compete and the BW EFR line is awesome but I doubt many Buick guys will spend EFR money. In the end guys if we really want to move forward with technology and choices then we really need to look a 4 bolt turbos and external gates. That will provide a quantum leap in performance and value. Maybe a 3 to 4 bolt adapter and a down pipe to fit. Weld a gate on the header and go fast

Track numbers? Dyno numbers? I can make tire smoke with a stocker ....

Posted from the TurboBuick.Com mobile app

 

[Mike Licht]

don't have any chassis dyno numbers, frankly after owning a chassis dyno they don't mean anything to me. I did have to add some fuel to the tune from my PT7480 that was on the car. that tells something.
FYI the chart that chuck poster shows a 1000HP unit as a 91MM that is the exducer the inducer which is what we look at around here is 67MM