XSivPSI

iTrader: (8)

It has finally been solved. I was desperate and since I already had it I put the 0.030 restrictor, that originally shipped with my turbo, pre OPR and have the 0.020" restrictor post OPR and it no longer smokes. Yay. this way I assume less oil will be bypassed at the OPR as well which i assume would keep more in the pan. The gauge still shows the same 2-3 psi at hot idle and 12 or so cold. I don't know if it was that or just putting more miles on it but I think its good now. I also bought the correct oil drain from STM but haven't installed it yet. Supposedly the wrong one will eventually crack because it is stressed to get the bolts to line up.

EDIT: I also put the stock catback back on at the same time so as not to **** off my new neighbors (just moved). Not sure that would have anything to do with it smoking or not...

Abacus

iTrader: (9)

Glad its working out. Could you get a oil pressure reading at 5000 rpm stationary with the oil around 180* .

XSivPSI

iTrader: (8)

Not sure on oil temp or exact rpm but about 6psi hot and reved up. I'd guess I at least reved to 4-5k. Too low?

Abacus

iTrader: (9)

If you don't have an oil temp gauge then you may be able to just go drive around normal for 15 min then check it. Oil temp should follow coolant temps for the most part under normal conditions.

I would record all the readings once you know the oil is warm.

I've got mine set at 10-12 psi at 5K with the oil at 180* FWIW.

Dexter Turner

I am trying to decide where to locate the drain for the OPR. I see some of you are using the bottom inspection hole. Is there any way to get at that without taking turbo/o2 housing out?

Bmurray

iTrader: (5)

i didn’t have to remove any of that to get it out. With the bumper off I was able to just reach through and remove it.

Dexter Turner

Great, that makes me feel a little better that I'll be able to get at it without taking anything extravagant off. Thank you.

Bmurray

iTrader: (5)

however, I do have a half radiator kit along with forward facing kit. But I imagine you can find a way to get it off without removing the manifold and all that.

Dexter Turner

Yeah, I scrolled up and realized that after i replied. I will get underneath the car today and see.

boostedwrx

iTrader: (27)

if anyone can clarify, a restrictor was installed on each side port of the opr for this user? Essentially head -> .030 -> opr -> .020 -> turbo?

I was thinking to try just the .030 before the turbo, after the opr. Running the dbb black and she’s a pisser.

240Z TwinTurbo

iTrader: (25)

You only need a single restrictor at the turbo, but check with FP for what size restrictor they recommend for the Black.

boostedwrx

iTrader: (27)

Thanks, pretty much what I was thinking.

For those running without balance shafts, where would a good oil return be? The oil cap would “work” just looks ugly. I was thinking maybe the old stm oil dipstick with the AN fitting welded?

240Z TwinTurbo

iTrader: (25)

Not many options on stock engine...

• Oil Cap
• Inspection hole on front of block (fitting from STM)
• Front valve cover (fitting from STM)
• Oil dipstick

I initially ran mine to the front valve cover hole using the STM -6an press in fitting, but have since routed it to a fitting on my custom oil pan. The return from the OPR is pressurized so it doesn't require gravity to properly drain, which means you can mount the OPR lower than the return point.








This is my return on the GTR...

boostedwrx

iTrader: (27)

Inspection hole easiest IMO, but can it still be used if my block has balance shafts deleted? I’m not sure if the oil passages were blocked etc during the balance shaft delete, I guess that’s where I’m ignorant and where I’m stuck, if I (can) use inspection hole or not. Nice setup 240!

240Z TwinTurbo

iTrader: (25)

The inspection hole is just that, an inspection hole, which is used to determine phasing of the balance shaft by inserting a screwdriver. It has nothing to do with your oil passages and is just an access port to the block so you can drain there with or without balance shafts.