how much?

 

I want one. I am ready to buy.

Hell, anything for added insurance and support to my baby...

 

This is not the case. DSMs fed the turbo from the head from the factory.

 

I have the old version of this oil feed line. I'm still getting my oil from the head but I'm running the red filter .100 I wonder how much of a difference it makes that I'm getting oil from the head

 

I just installed my red on Friday, I hope they will make a retro fit kit for those that bought the 1st version of their oil line.

 

Wurd I'm going to shoot FP an e-mail today

 

We measured hot oil pressure on a 100% stock 9 with 10W-30 oil. Guess what? It meets the oil pressure requirements in the above MHI PDF under all conditions EXCEPT very high oil temp. The people who designed and built these cars aren't stupid, in fact they're pretty sharp. But once you start modifying things, all bets are off.

 

Ha ha, oops.

 

That is B.S.
They state after June 1 there will be no warranty if you have stock line. I buy, then they do a new line. B.S.

 

I would love it if Forced Performance would open up and discuss with the forum how they ended up with these different oil feeding strategies and why. What type of failures and how many did they see. Does this feed line need to be used with an HTA 35R like I have? If so, does that mean they have seen a significant number of HTA 35R failures?

I don't like all this mystery.

 

Ccrain.. This is for journal bearing turbos. An HTA 35R is a ball bearing turbo that requires less oil.. In fact too much oil pressure is a lare problem with bb turbos. Also again, this is not a problem with fp turbos. It is an issue with the mhi evo (7 thru 9 I believe) turbos and modified versions of thos turbos. Othe journal bearing turbos most likely will benefit from this line. Also obviously I am an FP fan, but with any company, you should check with that company, before making comments about something being bs. This particular company imo is eager to help there loyal customers out.

 

Dude I feel the same way. I spoke to Rob back in April and they didn't mension anything about changing the design nor have they mensioned it here on this site probably the best place to do it. I used the version 1 line and inline .100 orfice now I wonder if I'm getting pressure.

 

This business, hobby, sport, whatever you want to call it, is continuously evolving. If it wasn't people would still think 20gs were still too laggy for the street.

 

I had a 20g in my first gen DSM it wasn't laggy at all

 

I think this is what people are concerned with, note exact wording;

BALL BEARING TURBOS DO NOT APPLY TO THIS CONDITION

There have been some isolated incidences of repeat oil supply related failures on high boost (high shaft speed and high load) 'built' engine cars. An oil supply related failure is rather easy for us to diagnose, but difficult for the car owner to verify, very few of you have the equipment and/or instrumentation to monitor oil pressure and temp AT the turbo. An investigation into causes was performed, this included high-load overspeeding of turbos at various minimum oil supply pressures, oil viscosities from 0W-30 to 20W-50, and doing a post-mortem on partial brg failures and at what point they occur, we discovered that in some instances there is not adequate oil pressure available at the head outlet. We can't tell you what your particular car has for outlet pressure at the head if it has been modified. Repeat oil supply related failures suck for everyone involved, heres the solution.

Recommended for: Engines with 'X' series main/rod bearings or engines that have higher than factory brg clearances, road race where high oil temps and high boost pressures are in use continuously, very high shaft speeds/loads.