To be fair to FP they are likely going to replave the turbo under warranty but have stressed to return the catch can set up to some type of vaccum source. I was thinking oil not draining efficiently as well.

The next 71hta will be on the fp line with the stm pro stock return line. If it fails again I wont know what to think. I am not removing the catch can though.

 

Hummmm too many excuses on failures from FP over the last few years. Months of wait time and odd failure "explanations" puts fp off my future turbo upgrade.

 

Excess crank pressure could force oil past the oil seals and cause oil consumption and smoking.

I don't THINK it would cause permanent damage to the turbo though. Beyond that, I can't imagine how excess crank pressure could cause any other issues in a turbo.

In my experience, I can say FP stands behind their work and if it is their fault, they will resolve the issue the best way they can.

 

How? If oil pressure isn't forcing oil past the turbo's seals, how would crankcase pressure do it?

 

Totally different in this case.

Oil pressure doesn't really apply directly to the seals. Crank case pressure does.

If oil volume gets high enough to overcome the draining system then sure, oil pressure gets applied directly to the seal. This is why we have oil restrictors, it is to reduce oil flow volume to eliminate the possibility of the drain system being overflowed.

When I'm talking about the drain system, I am not referring to the 5/8" drain tube out the bottom of the turbo. I am talking about the internal passage ways and shaft grooves to assist drainage.

 

wow... I was planning on getting and HTA86 before my precision. Glad i didn't

-Jesse

 

Fair enough. I'm not that familiar with how the seals look/ work. I'm still thinking that FP is making excuses in this case though.

 

If the "failure" is smoking then a catchcan setup that is not plumbed to any vacuum source could definately cause smoking. Oil pressure will overcome crankcase pressure and still flow in but if gravity cant overcome the crank pressure it will push out of the center section into the compressor and exhaust sides and smoke. If the failure is broken shafts or wheels then I dont see how this could happen. I also would NEVER run a restrictor on a journal bearing turbo and only run one on a dbb as advised by the manufacturer. PTE DBB turbos have the proper orifice cast into the turbo so any additional restrictor is not needed which is how it should be IMHO. That way it is not a cust responsibility to try to modify the oil supply to the turbo,

 

Vaporware. to those who still are waiting to get one. i was hoping to try one but between the underwhelming numbers and how hard it is to get one......I'm glad i got a precision. Otherwise I'd still be waiting.

People online would be surprised how many FP failures actually happen that aren' t reported on here. It was enough to make me decide it wasn't worth the trouble when I got a BBK.

 

Weird, I've been running without a PCV and run the STM valve cover fittings (like a lot of people). I don't have any issues, although I probably only have 1-2k miles on my Black. I'll wait to hear what others post..

 

i have friends with fp turbos and when they told me they can only use certain oils it made me wonder about the turbo itself. then i see it needs a special install kit, now failure from a catch can? **** it im not gonna bother. its a turbo not an egg, it shouldnt need anything more than any other turbo.

 

crankcase pressure can shoot oil back up the drain and into the turbo, making the drain useless

 

Agreed which is why crankcase ventillation should be a positive but FP views it as a failure reason.

Shaft bent by the way.

 

That's one of the big reasons I went with the BBK initially... also because CBRD is close enough to my house that I could go there in person if something went wrong. Fortunately it's been a badass little turbo.

 

We actually run ALL of our setups returned to the intake- and not vented-

FP isn't a dumb company- by any means...


cb