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NO SPEAKING, LAITY
This is my first time to address here. XIAO FENG CAN YUE wants me to tell guys how to drive a turbo car correctly so that everybody can benefit it and identify who is correct and who is a laity but which made so much boring noise. Please see the attachment that tells you how to deal with a TURBO. Do pay attention to BOOST R.M.P, PEAK TOUQUE R.M.P, and PEAK HORSEPOWER R.M.P. 2 s- Y# a: ^0 _3 E$ \4 H% R: l) o
9 V3 G. W6 g3 o$ Q ]* e
9 [% \- E+ j, n, l0 mTech Sheet
6 v0 w; U/ c" j/ I o$ {' A‘Frequently Asked’) I: F4 \( N: T" y* L# |
‘Turbo Questions’(In no particular order)
$ c9 ^9 y% A! _7 e: {7 n/ e2 S! xYour turbocharger is engineered to match the specific requirements of the engine it is
7 X) U# O: S, z! E3 Jfitted to. Each is dependent on the other to maintain optimum performance. Don't" K- B" b `- o1 U, \5 H g
think of the turbo as a bolt-on accessory, rather as an integral part of the engine. The
p. G: o4 r7 F; aturbo's requirements are similar to the engine’s. It is, therefore, essential that% k7 t2 e# w- i
scheduled servicing, using good quality oils and parts, is central to caring for your
! Y( s3 r! \/ t! S: H* K zturbo.
% T9 y/ g. n. |7 q U, [In many instances Berrima Diesel receive turbochargers which have been
* P7 y6 y5 m- S. q3 G; p7 T8 n' _misdiagnosed as having a turbo problem, when actually the turbo is not at fault.
% v4 I( g7 ]" g3 pIncorrect fault finding is often caused by a lack of product knowledge. Many
- V! e7 e# _- p3 ^) {8 n4 P6 m1 econtributory items around the engine bay can trick the unsuspecting into believing the( Y9 U6 A( {" v1 W' j1 {4 u/ d
turbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not
! q( s7 \# M: F* C7 v. d; d* sdiagnosed before a replacement turbocharger is fitted, the problem still exists!
+ f- e2 Q' X% O' W' [We have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A
0 D C! i5 j( m% H( |( |2 E1 sturbo can be killed in many ways.
5 q0 A- z. p+ mForeign object damage results in either the air intake "compressor wheel" or exhaust
5 Y* z9 [- Q8 H7 e+ w+ J. v! A"turbine" wheel being damaged. The former is often caused by someone accidentally
7 z3 T5 p h, z8 `2 m0 U8 I4 z, Q; M* Nleaving a nut or other foreign body in the air induction hoses. Please be extremely8 E1 m2 \1 C# R: c, x: F- c8 A* j
careful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,
( W* ?7 W0 ?: O, B6 Pthis may be caused by part of an engine component, such as a piece of valve, exiting- a: H$ D# c$ j( y c: T
the engine in rather a hurry! In both cases it results in severe turbocharger damage7 m5 U# k5 c3 R8 {/ Q
instantly.$ E: o ^1 K: a! B; O- t, B" R8 |
Turbochargers are simple in operation, but manufactured to precise tolerances as fine/ i* n, O1 k' `0 `. E( Y# i
as 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single6 }) [/ a$ c+ {6 H+ o
turbocharger many times, including final assembly. The balancing methods and
9 N- y! B2 O( h2 O. T: ]procedures are unique. Without them, no turbocharger can be balanced to the ultrafine
8 A7 G6 c- Q% q. ]7 k) l) Ktolerances required for today’s high speed turbos. It is now common for
* }7 s5 Y* K# w5 pturbochargers to spin up to 150,000 rpm +.6 z& g) o' m/ `' c! `+ w
That’s approximately 35 times faster than most diesel engines rev at the red line!+ P. H9 k( a) R
Sophisticated machinery and highly trained factory staff ensure that the highest+ y& g& q$ ~( u" Q
standards are always maintained.
) T/ T* o) S5 M' [8 D4 |. R2 PUseful tips when driving any turbocharged engine, whether it be petrol or diesel, are' ?* P5 o. h/ A( J. |* m
to always allow the engine to warm-up fully, until the water temperature gauge( a8 m9 w* \* q& i' o2 W8 M
reaches normal, before full throttle is used. Try to plan the end of your journey
+ J/ ~9 P8 C) ^0 L& Ssympathetically. Don’t use full throttle or allow the engine to labour during the last
6 ^9 }* V- D& z$ v" ^7 Afew miles. This will prevent excessive heat build-up within the turbo when the engine$ `/ p% z, c( V; x6 J
is turned off. Also, when coming to a standstill, try to leave the engine idling for a
: S7 V' [+ L) y {7 g. S7 u/ pfew extra seconds to allow the heat to decrease. No need for a timer though, just undo3 A6 a1 t7 z7 F0 \
your seat belt first and then turn off the engine. Never rev the engine just as the
# c( W( T/ H; v" {ignition is turned off. Remember the turbo spins at a far greater speed then the
3 v: V! n+ h! ?engine, but is lubricated with engine oil. Once the engine stops the oil supply ceases
2 T6 \1 Z1 |+ \+ Owithin a few seconds. In reality, none of the above traits will cause a turbocharger to# G _( I: M& q1 q, P# L
fail immediately, but repeatedly over a long period, they could reduce the life of your
# ]5 ?( e$ u8 ]; Y( l; @ @turbocharger.
- z3 G$ f! X+ v5 |0 q0 WIf it becomes necessary to seek advice about a turbocharger or a turbo related
( e* [2 |6 K5 ^' b5 D2 Zproblem, always rely on a professional. Berrima Diesel, together with DTS* c* m1 s" a, i; {+ Z. z
turbochargers, are Australia’s leading turbo specialist, and are acknowledged as one
& w) R% _: X/ ?6 eof the most experienced turbo installation companies in the world. We can advise9 h) ^! U# j5 I8 U" |) w& S( r
customers with turbocharged 4WD’s on a wide variety of questions and issues
5 H4 P0 O: [1 |% \relating to owning and running a turbo car.+ K+ G- ^8 q$ x! U5 O
It cannot be stressed too much how important it is, when purchasing turbocharger
5 @6 h; C6 `+ Rsystem, always to choose the top brand name -Berrima Diesel. Consider this. As with
! L; `) d! P. }4 D, y( g) B7 G" Lso many things in life, quality costs, and there are sometimes cheaper turbos for sale.
% R9 n. [- ` T$ Z w& s4 UWithout the safeguard of using a Berrima Diesel turbocharger, you run a serious risk
9 U6 L! V5 A, Z1 f0 |that your short-term saving may turn out to be a long-term nightmare.
( l( x; v$ P# s) P: PWhat is 'Boost'?
( v. [ w# C/ c% \* z: T7 hBoost is a term used to describe the increase in pressure, provided by the q5 G, ^8 a8 a9 f9 M1 K: C3 i7 m; J; p
turbocharger, to the volume of air, entering the engine. This pressure is expressed in
, u# A9 z6 y7 X7 Z: N- R0 h: Ha number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same
2 z+ Q& u& j1 _; Mthing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa0 {( ]# U3 F2 P' Q
14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power3 Z& I3 Y, O5 A* o
output is increased. This pressure increase is called 'boost'.
- ^3 q1 W/ a5 m- @How does fitting a Dynamic Turbosystem effect the power of my; g6 t3 w' k2 y% h8 |) L
vehicle?
' R" l; `- {: ~( j7 q3 pModern 4WD diesel engines, typically produce peak torque (pulling power), at6 X; w% a G# [) X
around 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.: g0 K9 ]2 S" g" I) J! i3 }9 Z4 S5 X0 J
Turbo boost starts at approximately 750 R.P.M. and rises progressively to its
/ Q0 }, ? f" Z7 z5 U9 h6 g* d7 K) vmaximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this
+ U$ c0 z1 W* Q2 M7 W& Jpoint, the percentage torque increase of a correctly tuned installation is approx. 40%,
; d: u. [7 e5 W8 C) N$ w* u* Mat the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At, B. n! x5 Q+ z; p" x* M
no point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater
% j+ b1 L2 J* _ [! q9 Xthan the standard vehicle at the same R.P.M.8 V+ n2 b/ K) V( J8 k5 x; h
Can I fit a Dynamic Turbosystem myself and, if not, how long and+ O# n |8 B* m2 j
what is the cost of having it fitted for me ?; x3 w% W' |* x/ I) E+ _4 R
While most competent mechanics could probably fit a Dynamic Turbosystem, `' X3 \; v" F7 |5 V
tuning requires specialised knowledge. The lack of this knowledge could have
5 f* b+ {/ z$ J; n' M) ^: q+ S8 _serious consequences. In addition, warranty can only be provided on Dynamic( d' M5 T( `. X! h ~% f7 b
Turbosystems which are installed by authorised facilities.; R. x; j% l& ~' D" j9 u: X. q
The cost of having the installation performed by Andrew at Berrima Diesel is
4 k- R+ W% z* f& \only about 10% of the total purchase price. This provides a warranted, correctly ~& |3 N. r1 K4 H' g1 j! X# Y! Y1 A- F) K% \
tuned, "no hassle" installation for the customer. All diesel vehicle installation can be% e8 F$ j: u# e
performed in one day.
8 k. p2 ^$ y& F' L7 B9 x6 ]( Q* iWhat creates the most heat? Fuel or turbo boost?
6 O. C6 ^# ]1 VDiesels do not need an air control (eg. manifold butterfly valve. The only ones% T2 x! _- A3 s' l! V% f9 @
requiring a butterfly are vacuum operated governor pumps) to operate. The more air
* P, V& d/ d. E, @& w( l. h( `the better. Add too much fuel to the equation and the exhaust gas temperature
; b: U( n+ J: ?9 w4 B- drises rapidly.
' _$ k2 [1 {2 P2 n6 rWhat type of oil and how often should it be changed ?
- T! {, o$ U1 i6 YTurbos must have good quality oil. Use either a mineral, semi or fully-synthetic" e3 H9 s1 a0 i! ^, i1 J6 \
engine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .- h) V+ W! ^8 |4 T# [. M1 B, H
Change oil at intervals recommended by the vehicle manufacturer.
0 d9 C8 ?* w( gHow long does a turbo last ?
( [( d2 {* @) N- k% e) l6 WOn average, as long as the engine or longer with regular engine servicing and good
% j; g; ~: |4 p% t& ~4 {quality engine oil.
& n0 M8 C8 n6 p3 a# }1 g' P) u) w! aWhat is a ‘dump’ valve or ‘blow-off‘ valve ?
! {, z% T# j# IA valve which relieves boost-pressure between the compressor outlet and engine as+ r, V# L- @- u; N$ l. C% K, C7 D
the throttle is closed (Only required on throttle valve controlled diesels which are2 s: b4 D- Y J
rarely seen these days). These are commonly fitted to hotted up petrol cars so it( Q: o% y2 x9 g% z: D3 z
sounds good changing gears among other reasons!
3 [2 Y: A) N6 ~7 t& xCan I fit a turbo from another 4WD ?/ I! L! l- t$ T' a+ i* R
No, virtually all turbocharger are different inside, even if they appear similar on the
* b! k5 _- d& Foutside. The turbo model e.g. Mitsubishi TD04, is only the model, not the+ W3 E$ o3 i( E' f$ s
specification.
1 Z" V" k4 |3 |9 z2 ZShould I leave my engine ‘ticking over’ before it is turned off ?: |! g3 k# }3 ^7 |1 i
Not for normal every day driving, but still worthwhile if the engine has been under
' N+ i% _1 V$ s: {. Yload or raced before being turned off. e.g. Towing a caravan or after climbing a long& m2 P0 |/ }8 ]
incline.
9 Y, N9 u$ n8 E/ s1 SWhy is it important to balance a turbocharger ?
, [0 j& \7 r5 k9 _" g" b& pWithout highly accurate balancing, vibration will create a whining noise, reduce- }# a+ e2 g# a- U- W
turbo bearing life and reduce turbo efficiency.
: H9 s1 N& j" d0 v) NHow much boost does my turbo produce?
2 u+ n" c) k+ i/ _Correctly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with
; J ~, n4 L" d% ? @: J1 ^Intercooler turbocharged engines running upwards of 13PSI.
. b4 x! F: W% d; |* b. L) H" pHow many psi in one bar ?
( U# P( s8 a0 \. ~6 `0 B. s' S( m8 q5 P14.7 psi = 1 bar.
+ }/ @% J# T \) UAre all actuators the same ?
( f# i9 X; r9 f+ W. k P6 tNo, each has a different opening pressure and rate.6 |9 M3 Y8 k& N9 I \! I
Oil in the turbo inlet pipe - Should I be concerned ?
6 l4 @8 g- Y! VA small amount of oil usually exists, drawn in from the engine's crankcase breather
+ j' j- D4 J* r# \: Lsystem. High engine wear will increase the amount of oil found, and will require
& N- `! @( T. c' Rfurther engine tests (not turbo).
4 X8 S: K. v: [+ t% }' U8 \ ZShould a turbo be serviced ?
5 Z# _9 M' I! KNo specific turbo servicing is required, but regular quality engine servicing is needed2 h' O0 H. r0 O" @" L$ H% z
to reduce the chance of turbocharger problems.$ @; K5 V, l# H3 t4 D# o
What is a water-cooled turbo ?6 L h( V# O2 L, I4 O
The central part of the turbo, housing the bearings, is surrounded by a water jacket2 y* r) {& k4 y
through which the engine's water coolant is passed. This water continues to circulate- w7 U! l+ J- I3 H2 W: F
after the engine is turned off, cooling the turbo, and preventing heat soak.
# N: d2 m7 R+ r- zDo I need to up grade my exhaust ?
}' a4 w$ q0 f( Y" A) XGenerally not. Our systems are designed to run utilising as much genuine component
# Q7 \) h! a Das possible. Some systems on the market promote exhaust change as it is required by& q! W5 _! \" P0 O/ Z) C2 U1 H8 m+ V
that particular turbo. Doing so usually picks up more noise than performance.8 ^$ p- d& i* K* h) Q
How noisy should a turbo be ?6 e8 E+ X; p1 D' Q
Only an unbalanced, worn out or damaged turbo will produce any significant turbo
4 `- \7 ]+ B' e$ x3 m9 C) `* Knoise.+ g& m2 f: K2 e9 B
What is an intercooler ?% W& T1 e" O- B- @$ ` t
A special type of radiator which cools air before it enters the engine. As a turbo0 F" A# a8 ^( v! L. O: j
compresses air, the air heats up. Power can be increased if the air entering the engine
0 s: `9 z! K$ ]is cooler. The cooler air is more dense meaning that more fuel can be injected for
9 F* o: I% I4 q& {6 |: omore power.( S0 k8 t& j. \9 j& [
Will my vehicle run ‘cooler’ with an intercooler ?1 x2 g; @8 k- s: @( F2 S& c% V( q
Theoretically, but not always the case! We commonly find Intercooled 4WD vehicles/ T$ k u- J% A# P! K" O; k9 J
running hot due to over-fuelling and radiator restriction. Restriction meaning that hot" H1 J5 l n; E' A' o0 U4 s9 ~/ a% s2 O
air passes out of the Intercooler over the air conditioning condenser and finally the2 F# ~. c# R. Y; k
radiator. The poor old radiator is left with scraps of extremely hot air and then is
) E4 I# z* `' ?! b% B' h! X1 O2 N+ sexpected to cool the engine. We don’t advise fitting them as hot Australian conditions
9 @' P+ q P& ]1 Q( H; O) mcan often be the catalyst for engine heat problems.
, d: s: y7 {3 `1 e& mWhat will happen to my fuel consumption?
. K1 K6 ~/ h9 H: D; J) S5 y5 \7 \More power generally means more fuel. With a diesel turbo system, fuel consumption
& F. M; m+ B) {; a5 kstays generally the same and can become better under towing conditions |
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楼主: 晓风残月
狗仔卡
发表于 2008-7-10 11:10
显身卡
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发表于 2008-7-11 09:19
