Holset Oil Drain - The Right Way in HD
Watch It In HD!!!
This is my first HD video. I hope that you enjoy it.
Since I built the car, I was told to watch the drain since I used a rubber
hose. I normally check the car weekly if not more often and on this
particular day I found that my drain was a bit larger than usual.
When I started the build, I knew that I was going to run a Holset turbo. The company has release all the info on
oiling requirements, so I decided to use them. They called for a drain that
was no smaller than 19mm which is bigger than -10AN yet smaller than -12AN.
To ensure that I had the minimum size covered, I went with a -12AN drain.
This is not easy and no one currently sales a bolt-on -12AN drain. One
reason is that the return hole in the oil pan is too small and must be
enlarged to have a true -12AN drain. It would be senseless to install all
those expensive fittings and have it bottle neck at the oil pan. This just
takes a little effort and thought.
I had a -12an bung welded into the oil pan. I then purchased an adapter
that would bolt to the bottom of the Holset with 3/4in NPT threads. I then
used a 3/4in NPT to - 12AN adapter off of the CHRA. The front motor mount
also has to be slightly altered to allow clearance of the drain (You can
see this when I am installing the new fittings). All of this was done
during the build, so I do not have footage of it but it is all easily seen
in the video.
When I first tried to assemble the drain, I was trying to use a different
style of fitting with stainless steel hose and they were entirely too
large. They would not line up without hitting each other and there was no
way to trim them. This was the only thing stopping me from starting the car
so I went to the local auto parts store and found a hose that would fit. IF
YOU ARE IN THIS SITUATION BUY THE RIGHT FITTINGS TO AVOID THE DISASTER I
ALMOST RAN INTO. This hose only had 1900 miles on it when this occurred. On
the bright side you have a video to shed some light on the problem.
I ordered my fittings from a company called Race Parts Solutions. They were
very helpful with the return issue and their customer service was great.
The rest of the fit and modification can be seen in the video. I cannot say
that the same fittings will work for your application because the manifold,
turbine housing, and where you weld your oil pan bung play a large role in
where your drain will need to be.
I choose to use a fiber braided push lock hose instead of just the flexible
push lock hose. I went this route because the oil drain is exposed to the
roadway and the fiber braided hose is better protected against debris. I
also used boot band clamps to secure the hose but they make clamps
specifically for that.
All in all it is not a hard job; it just takes a little time, thought, and
ingenuity. If you find a set of fittings that work for you, please let us
know what they are and your setup in the comments. I hope that this helped
you get Boosting and I really hope
that you enjoyed the HD footage.
Below are the links to the CHRA adapter that fits the Holset and the
website I purchased my fittings from.
Last adapter on this page : https://turbodaves.com/Flanges_Accessories.html
Just one source where you can find AN fittings :
Import Face Off 2012 - Spokane, WA - English Racing
Team English Racing at the 2012 Import Face Off presented by NOS at Spokane
County Raceway in Spokane, WA.
We walked away with a first place trophy in the Outlaw class, with Jeff
Bush running a 8.36 at 172.11mph.
***Images seen in this video May Be Purchased-please e-mail
*** FOLLOW US ON FACEBOOK -
Special Thanks to our sponsors and fans! We wouldn't be here without you.
Tom's Turbo Garage: Eagle Talon AWD Turbo Upgrade - Part Two
In this episode, we finish the T3 based PTE 6266 turbo upgrade on my DSM. After getting all of the
parts bolted in, we go for a road test to get the initial ECMLink tune
You can see a complete modification list and many more photos and details
For more details on my DIY water alcohol injection setup, please visit
Thanks for watching!
4x4 Fails 2012
This is our group's 4WD Fail Compilation of 2012, OK - fun times of 2012.
That is over a one year period of regular wheeling. All vehicles are daily
Vehicles featured (in order of appearance):
- Jeep Grand Cherokee WH HEMI (locked front and rear) with AT's
- Toyota Land Cruiser 100-series (open diffs) with HT's
- Toyota Hilux 2010 - silver (locked front and rear) with AT's
- Nissan Navara 2010 (open diffs) with MT's
- Daihatsu Feroza 2nd Gen (open diffs) with MT's
- Toyota Hilux 7th Gen - black (open diffs) with MT's
- Toyota Land Cruiser 80-series (open diffs) with MT's
- Toyota Land Cruiser 80-series (open diffs) with MT's
- Nissan Patrol GU (front locker) with MT's
- Jeep Wrangler TJ (locked front and rear) with MT's
- Toyota Land Cruiser 200-series (traction control) with AT's
9 second 1g awd dsm turbo drag race, Nick Stack 9's ALL Night 6/1/12
Nick Stack in his 1990 Eclipse GSX doing some test and tune runs.
Made all these passes in a 2.5 hour span and the car ran great.
Listen close and you can hear the revs go up around the 1000 ft, clutch was
starting to go.
Doing some testing on a few new things hoping to push into the very low
Car has run a best to date of 9.403 @152.61, 1.373 60ft.
New England Dragway - Epping, NH.
June 1, 2012
Worlds Fastest Auto DSM - 8.20 @ 176mph - English Racing
*** KEEP UP WITH US : FOLLOW US ON FACEBOOK ***
Jeff Bush breaking his previous world record and getting a new one at 8.20
@ 176mph at the Import Face Off event at Pacific Raceways in Kent, WA on
June 2nd, 2012. This was the Forced Induction Pro group and Jeff took this
for the Top Prize and First Place of the day!
Speed Factory - Comp Clutch Civic ran an 8.21 @ 187 with their fastest time
of 8.07 earlier that day.
BIG THANK YOU'S GO OUT TO OUR SPONSORS: English Racing, Extreme turbo Systems, metro trans, kiggly racing, FIC,
SparkTech, Forced Performance, Wiseco, Magnus, AEM, RnR rods, GSC