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  #16  
Old 08-10-2013, 03:24 AM
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Originally Posted by bricktron View Post
OK, but what about the difficulty in balancing the rebuilt turbo? several people have told me that needs to be handled by a professional.....
The Garretts should be component balanced, so rebuilding your self should not be a problem. But if you want a professional to rebuild it, I recommend Performance Techniques in San Bernardino.

Performance Techniques - Turbo, Turbos, and Turbochargers - For all your turbo needs!


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  #17  
Old 08-12-2013, 01:09 AM
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i pulled another garrett this afternoon from a 126 in oakland. it was pretty difficult to reach some of the nuts. maybe crows-feet would have helped. i saw no damage to the impellers on either side, and there is no play in the shaft. a little plate is attached on one side saying it was already rebuilt at some point. i will let you all know how it goes.... thanks for the help!!
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  #18  
Old 08-12-2013, 01:16 AM
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If you didn't get the turbo from another Cali, you are going to have "clock" it.
And if you didn't get a Cali, Did you happen get a Garrett without an ARV?


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  #19  
Old 08-12-2013, 04:39 AM
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a garrett, neither cali nor ARV: it's from an '82 300SD:
http://row52.com/Vehicle/Index/WDBCB20A8CB032147

pardon my french, but what the hell is clocking it?
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Last edited by bricktron; 08-12-2013 at 04:49 AM.
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  #20  
Old 08-12-2013, 11:34 AM
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Originally Posted by bricktron View Post
a garrett, neither cali nor ARV: it's from an '82 300SD:
Row52 | 1982 Mercedes-Benz 300

pardon my french, but what the hell is clocking it?
That is when you turn the compressor or turbine side of the unit to match up with the mounting configuration of the manifolds.
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  #21  
Old 08-12-2013, 01:40 PM
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Originally Posted by bricktron View Post
a garrett, neither cali nor ARV: it's from an '82 300SD:
Row52 | 1982 Mercedes-Benz 300

pardon my french, but what the hell is clocking it?
The most common thing to do is to use a Center Punch and mark both sides (match mark) of where the Exhaust and Compressor Housings come together so they go back in the and you don't have to fool rotating the Housings after the Turbo is assembled.
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  #22  
Old 08-12-2013, 09:29 PM
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Originally Posted by bricktron View Post
a garrett, neither cali nor ARV: it's from an '82 300SD:
Row52 | 1982 Mercedes-Benz 300

pardon my french, but what the hell is clocking it?

Sounds Good.. hopefully the housing won't be too fused together and have positioning pins to make it difficult to clock. You may have to hit it hard with a hammer to break it loose on the turbine side. Some videos of clocking.

How to clock your turbo - YouTube

How to Clock a Turbo - by TurboKits.com - YouTube



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  #23  
Old 08-12-2013, 10:54 PM
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Sounds Good.. hopefully the housing won't be too fused together and have positioning pins to make it difficult to clock. You may have to hit it hard with a hammer to break it loose on the turbine side. Some videos of clocking.

How to clock your turbo - YouTube

How to Clock a Turbo - by TurboKits.com - YouTube



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No Pins to line up the Exhaust and Compressor Housing
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  #24  
Old 08-12-2013, 11:03 PM
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I would suggest getting the turbine side lined up and removing the compressor housing before you clock it. If you start rotating it with a gasket that has been on it or 30 ears, you will probably destroy the gasket/o-ring. Best method after rebuilding is to use a new gasket/o-ring that has been lubricated and then you can clock the compressor housing. With the TE06H, there is a C-clip that you have to remove first before you can clock the compressor housing. Being that you are installing a turbo that may be from an earlier car, marking the CRH and the compressor housing may not help at all if you have to clock it to fit it.
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2003 S430 - 107K
1983 300SD - Tanoshii - mostly restored ~400K+.
1983 300SD - Good interior. Engine finally tamed ~250K.
Monark Nozzle Install Video - http://tinyurl.com/ptd2tge
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  #25  
Old 08-12-2013, 11:04 PM
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The KKK turbo has several brackets that are bolted on to torque the compressor housing. Clocking is easier with that kind of setup. I'm not sure about the T3. I would have to look at mine again.
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1991 F250 super-cab 7.3 IDI. (rebuilt by me) Banks Sidewinder turbo, hydroboost brakes, new IP and injectors.
2003 S430 - 107K
1983 300SD - Tanoshii - mostly restored ~400K+.
1983 300SD - Good interior. Engine finally tamed ~250K.
Monark Nozzle Install Video - http://tinyurl.com/ptd2tge
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  #26  
Old 08-13-2013, 12:36 AM
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Originally Posted by Diesel911 View Post
No Pins to line up the Exhaust and Compressor Housing
I figured there is no pins, but I've seen them before on another turbo which makes clocking difficult. So if the turbine housing is not heavily corroded and fused with soot, it should be a fairly easy clock.




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  #27  
Old 08-13-2013, 01:18 AM
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Has any member installed a non cali turbo on a cali car?
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  #28  
Old 08-13-2013, 02:00 AM
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right on, sounds easy enough. ordering new gaskets....
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  #29  
Old 08-13-2013, 05:53 PM
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Originally Posted by eatont9999 View Post
The KKK turbo has several brackets that are bolted on to torque the compressor housing. Clocking is easier with that kind of setup. I'm not sure about the T3. I would have to look at mine again.
Yea; I just finished a turbo rebuild on the 300D. The T3 has 3 brackets (2 bolts each) that holds the compressor housing tightly to the center bearing housing.
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  #30  
Old 08-15-2013, 06:34 PM
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here's how far i have gotten. these male bolts on the outlet flange are 4mm longer on the turbo from the cali engine (left) because an additional bracket (lying in front) is used. can i swap these bolts in any way? as is, only half the nut will engage on the threads and i don't want to try grinding every surface down to gain half millimeters. please advise.

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