OIL LINES:
There are two oil lines attached to the CT-26 turbo (inlet, outlet,
and both lines are attached to the ct-26 on the same mounting
flange. The stock mk3 turbo piece has a 7/8 inch pipe for oil drainage,
and a much smaller pipe for oil pressure. Sorry, I
don't have a pic of the stock 7mgte oil feed/drain
tubes. I hacked the piece up to make my own flexible lines. On the
7mgte, the hard oil pipes are bolted directly to the
block. In the next picture, the middle arrow points to the source for turbo oil pressure, while the hole on the left is for oil drainage. The arrow on the right points to a source for coolant to the turbo (again, 7mgte in picture).
As I mentioned earlier in this section, I used
a portion of the stock piece to fashion my own
flexible lines. The fat blue tube is made by
Aeroquip, and rated up to 300 degrees F. This oil resistant tube is not pressurized. It only serves as a drain line for the turbo. The oil feed line is made from teflon, and is braided. It is rated for 3,000 psi. For oil drainage duties, some mk2 owners use the stock hole that can be found in 1985-86 5mge oil pans. In my opinion, this hole is too restrictive, and could lead to coking of the turbo's bearings. The oil that has lubricated the turbo must have an easy path back down to the oil pan. At no time must this drain line/tube flow upward. The turbo drain hole on the 7mgte block is that big for a reason (see previous picture)! I had a -12AN fitting brazed to my oil pan, and the oil drain tube simply screws (read: no more gaskets) onto this fitting via a female -12AN fitting. As you can see in the next picture, this fitting sits directly under the forward most bell housing stiffener bracket bolt hole, directly under the lip of the oil pan. If you choose this route, be sure to have the drain hole at the same height, if not higher than the height of the drain hole found on the 85-86 oil pans. Note: To avoid getting any metal shavings into your precious 2.8/3.0 lubrication system, please remove the oil pan before drilling! The oil pan can be removed with the engine in place. If so equipped, remove the fan shroud (or just remove the mounting bolts and hang the shroud over the fan), unbolt the motor mounts, and jack the motor from the tranny bell housing.
In the previous picture, take note of the braided line. Again, this is for oil pressure-to-turbo duty. I used a brass T fitting, which screws directly into the block where the oil pressure sending unit normally sits. Its almost that easy! Obviously, the oil pressure sending unit is not in the picture. It screws into the back of the brass t fitting. In the following picture, you can see where and how my custom oil lines mount to the turbo. If you are having trouble getting your own lines made, or don't want the hassle, drop me a line, and I'll get some custom lines made for you. The oil line kit will cost approximately $100, shipped. They will not resemble the oil lines you see on this page. Instead of the blue hose, my new design includes a -10AN stainless steel, braided line, a -4AN stainless steel, braided oil feed line, two water cut aluminum flanges (drilled and tapped to accept the appropriate oil line fittings), and brass T adaptor for turbo oil pressure.
TURBO COOLANT LINES:
The ct-26 is water cooled. I hooked up my turbo coolant lines to the existing coolant system. In the Haynes manual, the upper coolant line for the ct-26 is listed as number 1. The other is obviously number 2. Inlet/oulet. Its that easy. On either side of the 5mge throttle body (top), there are some coolant lines. I routed the turbo's coolant inlet line from the right side of the throttle body (closest to firewall). Normally, this line would connect to a coolant hard pipe that wraps around the engine block. Just like the method used in hooking up the rising rate fuel pressure regulator, I simply installed the turbo between this short section of coolant line (well, kinda). Its a little difficult to get to, and or view, but the coolant lines can be installed with the motor in the engine compartment. The turbo's coolant return line attaches to the point from which I disconnected the original coolant line that was formerly connected to the throttle body.
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