Remember, on a turboed engone the intake side is under more of a vacuum than in a naturally aspirated engine. On top of that the seals in a turbo are ring type seals, not lip type. With those two things in play together, the pressurized oil behind the ring seal can easily get sucked into the intake side of the turbo. With the oil going in on that side a little at a time it gets sucked into and burned by the engine. Becuse of the small amount being burned it all gets burned so you don't see any appreciable amount of smoke, so you don't realize there is any problem.
Too, higher than normal intake vacuum levels cause excessive thrust loads on the turbo's thrust bearings. Based on what I have been told, those higher thrust loads it can cause a slight drop in the turbo's RPM, and a definately cause excessive wear that shortens the life of the turbo.
Between the possibility of lower turbo speeds, caused by high thrust loads, and the resulting lower speeds pushing less air into the engine, the definate fact that a more restricitive media already causes a lower amount of air flow, and the addition of raw oil being sucked into the combustion chamber, all of that together will definately make one not run up to it's expected HP rating. Never seen one where it was bad enough for the engine not to start, but you learn something new every day......
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Today's Featured Article - Restoration Story: 1964 JD 2010 Dsl - Part 2 - by Jim Nielsen. Despite having to disassemble the majority of my John Deere 2010's diesel engine, I was still hopeful I could leave the engine-complete with crankshaft and camshaft-in the tractor. This would make the whole engine rebuild job much easier-and much less expensive! I soon found however, that the #4 conrod bearing had disintegrated, taking with it chunks of the crankshaft journal. As a resul
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