{"id":3346,"date":"2002-05-29T02:39:51","date_gmt":"2002-05-29T09:39:51","guid":{"rendered":"http:\/\/roadraceengineering.com\/blog\/?p=3346"},"modified":"2012-05-29T02:47:49","modified_gmt":"2012-05-29T09:47:49","slug":"rre-turbo-oil-supply-line-instructions","status":"publish","type":"post","link":"https:\/\/roadraceengineering.com\/blog\/2002\/05\/29\/rre-turbo-oil-supply-line-instructions\/","title":{"rendered":"RRE Turbo Oil Supply Line Instructions"},"content":{"rendered":"
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Install the banjo bolt fitting onto the end of the -4 stainless\u00a0line\u00a0and tighten the fitting before bolting the banjo fitting to the\u00a0turbo. Install the assembled\u00a0oil\u00a0supply\u00a0line\u00a0to the\u00a0turbo\u00a0before installing theturbo\u00a0onto the manifold. Use new copper crush washers and torque the banjo bolt to about 25 foot pounds.1G: Remove the correct Allen plug from the\u00a0oil\u00a0filter housing. See the photos below for the correct location !If the Allen plug is tight and you think that you might strip out the Allen socket, heat will loosen it. The heat allows the aluminum housing to expand and loosen it’s grip on the plug. Heat also loosens any thread sealant. Get it warm with a propane torch or oxy\/acetylene torch. Don’t melt anything, just warm it up good. If you strip out the Allen fitting to the point that an Allen wrench wont turn it, you are screwed.2G: Remove the larger fitting and replace it with the 90 degree fitting.Use thread sealant or Teflon tape on the pipe threads that screw into the housing. Note that the threads are cut into the housing at a different angle than the face of the housing. It will almost look like it is threading into the housing crooked. Be careful with any sealant or tape, you do not want anything to get into the\u00a0turbo\u00a0bearings.If you find that the clearance to the\u00a0oil\u00a0pressure sensor is too close to the fitting to screw it in, remove the sensor, install the 90 degree fitting and re-install the sensor.<\/p>\n

2G<\/span><\/p>\n

Connected at the\u00a0turbo<\/p>\n

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Oil\u00a0supply\u00a0location on a 2G<\/p>\n

Note that the fitting screws into the housing hole at a slight angle to the machined face. This can seem a little odd when first getting the threads started. Note the angle of the stock adapter fitting before you\u00a0 remove it, this will help. The fitting threads are a tapered pipe thread, as you screw it in, it will get tighter. Be sure to stop at a clocking that will allow the proper run of the\u00a0oil\u00a0line.<\/p>\n

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Tied off to the fan shroud.<\/p>\n

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Tied off to the fan shroud.<\/p>\n

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Don’t let the\u00a0line<\/strong>\u00a0contact the fan shroud directly. We use a double zip tie to separate them.<\/p>\n

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1G<\/span><\/p>\n

If you specified the\u00a0oil\u00a0supply\u00a0line\u00a0for a 1G, use the supplied short 10mmx1.25 bolt and crush washer to block off the stockoil\u00a0supply\u00a0location at the cylinder head. \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 Oil\u00a0supply\u00a0location on a 91-94 1G\u00a0Turbo<\/p>\n

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91-94 1G\u00a0supply\u00a0location pictured. You want the upper and outer fitting location.\u00a0Using the lower fitting on a ’91-94\u00a0<\/span>oil<\/span>\u00a0filter housing (water cooled\u00a0<\/span>oil cooler) will result in the turbo receiving unfiltered oil.<\/span><\/p>\n

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90 1G\u00a0supply\u00a0location pictured. \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 On a 90 model\u00a0oil<\/span>\u00a0filter housing, the two fittings are spread out a little more.\u00a0Use the lower fitting on a ’90\u00a0<\/span>oil filter housing (cars with a factory air cooled oil cooler). Using the upper outer fitting will give unfiltered oil to the turbo.<\/span><\/p>\n

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Stock, the\u00a0turbo\u00a0oil\u00a0supply\u00a0is just about the last\u00a0oil\u00a0in the whole motor. If you get it at the\u00a0oil\u00a0filter housing, you get\u00a0oil\u00a0fresh out of the filter. \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0Note that if you do not use the specified location, you will be using <\/span>unfiltered\u00a0oil.<\/span><\/p>\n

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Install the banjo bolt fitting onto the end of the -4 stainless\u00a0line\u00a0and tighten the fitting before bolting the banjo fitting to the\u00a0turbo. Install the assembled\u00a0oil\u00a0supply\u00a0line\u00a0to the\u00a0turbo\u00a0before installing theturbo\u00a0onto the manifold. Use new copper crush washers and torque the banjo bolt to about 25 foot pounds.1G: Remove the correct Allen plug from the\u00a0oil\u00a0filter housing. See the […]<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[1],"tags":[35,16,15,42,55],"_links":{"self":[{"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/posts\/3346"}],"collection":[{"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/comments?post=3346"}],"version-history":[{"count":15,"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/posts\/3346\/revisions"}],"predecessor-version":[{"id":3392,"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/posts\/3346\/revisions\/3392"}],"wp:attachment":[{"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/media?parent=3346"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/categories?post=3346"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/roadraceengineering.com\/blog\/wp-json\/wp\/v2\/tags?post=3346"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}