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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. & o, t) j, b0 w7 _3 \
: A" y' e7 m, f) I
; i( r, v# x( j F4 `# YTech Sheet
& Y/ ?1 j/ e! o% y; p& ^% i1 l‘Frequently Asked’6 X2 _- x( ?+ L3 f- B+ W) E8 `5 M
‘Turbo Questions’(In no particular order)
6 M, Y2 P: N8 J' iYour turbocharger is engineered to match the specific requirements of the engine it is
" e9 Q* s u+ cfitted to. Each is dependent on the other to maintain optimum performance. Don't
+ w1 ?% V" z6 p1 t! a, Lthink of the turbo as a bolt-on accessory, rather as an integral part of the engine. The. D; C. h8 K# O+ Q4 W x
turbo's requirements are similar to the engine’s. It is, therefore, essential that
2 N1 ^( M% J% e2 hscheduled servicing, using good quality oils and parts, is central to caring for your
: o( @7 B% L# D0 j0 z; a7 zturbo.
4 u, L9 O! @ a Z& ?" dIn many instances Berrima Diesel receive turbochargers which have been* p8 Y9 N4 K- H1 E& k$ z, ^; E8 b
misdiagnosed as having a turbo problem, when actually the turbo is not at fault.9 O* e* v! a. u( l; W4 i
Incorrect fault finding is often caused by a lack of product knowledge. Many. c4 x4 }% W) O* O
contributory items around the engine bay can trick the unsuspecting into believing the
* m1 h S: c# l$ Pturbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not
9 ~) |% Z' ~9 Q1 P$ Ldiagnosed before a replacement turbocharger is fitted, the problem still exists!0 r* ?5 V/ h- I1 p
We have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A5 _4 ^& x2 M+ y# J* @& a9 k
turbo can be killed in many ways.
3 }9 S9 Q; G( j+ C) b+ o" n5 C8 {0 aForeign object damage results in either the air intake "compressor wheel" or exhaust; h" b" \/ L: ?& D) `4 o
"turbine" wheel being damaged. The former is often caused by someone accidentally% |' ?' a/ h. d2 a* M" [
leaving a nut or other foreign body in the air induction hoses. Please be extremely
' k/ H- F# C f8 Y: \careful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,
* V @% ]/ s' v6 ^7 h0 Pthis may be caused by part of an engine component, such as a piece of valve, exiting
8 L' _7 Q2 v5 ~3 P) L- |# Dthe engine in rather a hurry! In both cases it results in severe turbocharger damage
9 t) t+ y* B( J4 D9 _instantly.; ^! L- s9 O: M" y, F* X$ v
Turbochargers are simple in operation, but manufactured to precise tolerances as fine$ ?6 y0 @4 l B5 k1 I. k
as 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single. r) H/ g8 j; x+ J
turbocharger many times, including final assembly. The balancing methods and6 s |% F8 U; u4 k& O
procedures are unique. Without them, no turbocharger can be balanced to the ultrafine r1 }3 A. Y {8 a1 v; q' F
tolerances required for today’s high speed turbos. It is now common for
4 A; Y' _) R+ {7 Z# ?: B0 @turbochargers to spin up to 150,000 rpm +.* Z o$ G/ F/ d; N a
That’s approximately 35 times faster than most diesel engines rev at the red line!
$ W8 X _1 h" ~2 e7 y4 b0 d9 fSophisticated machinery and highly trained factory staff ensure that the highest9 T5 C% }( I# }! ^9 f9 i; }3 t
standards are always maintained.6 g+ ]. z% ?9 ~7 m( M5 e
Useful tips when driving any turbocharged engine, whether it be petrol or diesel, are. c: n/ W3 c, B% b" ?3 H) H
to always allow the engine to warm-up fully, until the water temperature gauge
& C* O$ m. v1 H0 Q: |& X J# kreaches normal, before full throttle is used. Try to plan the end of your journey
8 ?; M7 j- R# osympathetically. Don’t use full throttle or allow the engine to labour during the last5 v$ w" A w+ N5 H* x$ q A
few miles. This will prevent excessive heat build-up within the turbo when the engine
+ s, ?9 G, K0 uis turned off. Also, when coming to a standstill, try to leave the engine idling for a _0 `1 k8 t" ~/ ^: d# L' S
few extra seconds to allow the heat to decrease. No need for a timer though, just undo; S. `; G2 p" N: z1 R* _
your seat belt first and then turn off the engine. Never rev the engine just as the
5 R* J2 d k3 [4 |3 {ignition is turned off. Remember the turbo spins at a far greater speed then the4 y$ L' }# P$ c' |' G5 O- Q* ~+ m, O* {1 b
engine, but is lubricated with engine oil. Once the engine stops the oil supply ceases
. p3 j! c ? i. t3 U! g0 {9 ywithin a few seconds. In reality, none of the above traits will cause a turbocharger to
+ B7 `2 z% z( Q1 H5 U% @fail immediately, but repeatedly over a long period, they could reduce the life of your
) `- g0 p( l) Oturbocharger.
! T. Z& Q, r0 n zIf it becomes necessary to seek advice about a turbocharger or a turbo related# Y! Y- O- c$ y d9 m
problem, always rely on a professional. Berrima Diesel, together with DTS4 g H3 Y$ h7 g) N
turbochargers, are Australia’s leading turbo specialist, and are acknowledged as one3 w* Y& p i) g
of the most experienced turbo installation companies in the world. We can advise5 a/ o& ^1 B' t& q$ K9 j; _
customers with turbocharged 4WD’s on a wide variety of questions and issues
2 U0 [7 K: V7 U7 {relating to owning and running a turbo car.' [' ~/ y3 t, ]1 p2 L
It cannot be stressed too much how important it is, when purchasing turbocharger
, m9 T; h" \' W- t5 p! b% bsystem, always to choose the top brand name -Berrima Diesel. Consider this. As with
: ?2 c8 l- m6 M: eso many things in life, quality costs, and there are sometimes cheaper turbos for sale.! l; d) X2 f4 A5 O
Without the safeguard of using a Berrima Diesel turbocharger, you run a serious risk' y, a! _! d5 Z% Z L4 y! S
that your short-term saving may turn out to be a long-term nightmare.8 A6 p% r+ x/ h( x2 @# z V& t
What is 'Boost'?) a( |' u2 b! K
Boost is a term used to describe the increase in pressure, provided by the4 Z0 A( n3 A: M e" y
turbocharger, to the volume of air, entering the engine. This pressure is expressed in
" _; P& F2 x! ]a number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same0 m1 u7 j. N) }+ r- i3 Y) q, K
thing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa
% Y, c9 z4 l4 h, H9 g* k5 [4 V l) E14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power Q) t, v: B0 M. \$ ?; p
output is increased. This pressure increase is called 'boost'.( S, e' c+ J8 o9 X. ?4 A! e" i0 u
How does fitting a Dynamic Turbosystem effect the power of my
. k+ y# V% v8 a" \/ x7 Dvehicle?
. R8 C; N: }: _& B3 N9 {Modern 4WD diesel engines, typically produce peak torque (pulling power), at' N, b7 G& H* c, M5 j
around 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.+ D* P! w v% f% C* m! F$ X
Turbo boost starts at approximately 750 R.P.M. and rises progressively to its
! I: i q8 F" ?7 Cmaximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this
% ^5 i: E' T8 qpoint, the percentage torque increase of a correctly tuned installation is approx. 40%,
, P3 M5 G3 o* \+ `: Y( G9 m. X, `" Kat the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At1 W. h/ A, C' l8 F) @6 F# m+ q
no point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater
; J! B& D: J7 x+ D3 ]than the standard vehicle at the same R.P.M.
( A1 }* Q% `7 i9 L$ ECan I fit a Dynamic Turbosystem myself and, if not, how long and) D( F( w$ }6 N" y4 A) A& ]
what is the cost of having it fitted for me ?
0 O0 r# b$ _' E6 S. Q4 n% k8 SWhile most competent mechanics could probably fit a Dynamic Turbosystem,
) F. E& c. S9 ktuning requires specialised knowledge. The lack of this knowledge could have! K2 K1 O7 H; i" G1 b2 q0 K
serious consequences. In addition, warranty can only be provided on Dynamic
4 D( b7 H& r1 |' a; N* z3 l {Turbosystems which are installed by authorised facilities.
/ U4 o: T P/ }! c1 R9 `6 y# vThe cost of having the installation performed by Andrew at Berrima Diesel is/ h7 C8 _3 [6 h5 u) m( E S
only about 10% of the total purchase price. This provides a warranted, correctly
* d# O- `7 w: Z8 ]. A6 rtuned, "no hassle" installation for the customer. All diesel vehicle installation can be! N( ~ s% ~0 q* I6 o& u! C
performed in one day.- Y! Q7 b8 _: i+ ~- [
What creates the most heat? Fuel or turbo boost?) k+ E- E2 J& V& R7 Z5 [ V# K7 F
Diesels do not need an air control (eg. manifold butterfly valve. The only ones. s, g+ N# a/ _" S
requiring a butterfly are vacuum operated governor pumps) to operate. The more air
- d1 |8 |" g" k& y) ?the better. Add too much fuel to the equation and the exhaust gas temperature
8 [+ {$ B+ s5 k i; Frises rapidly.
7 h3 v3 `& h( C6 ^What type of oil and how often should it be changed ?
3 w8 {5 n4 u# I4 D3 Y/ ?Turbos must have good quality oil. Use either a mineral, semi or fully-synthetic
9 t3 Q% K; A5 u' |# ^engine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .
9 u$ |+ k! Q, TChange oil at intervals recommended by the vehicle manufacturer.
4 \2 g: Y8 |5 ^( kHow long does a turbo last ?
$ Y, y: G9 ^- _1 {# K. yOn average, as long as the engine or longer with regular engine servicing and good
J9 R% I) \5 o8 r. s' I( A0 c* O6 Iquality engine oil.
5 {, I8 g* j+ m+ m$ K" p$ kWhat is a ‘dump’ valve or ‘blow-off‘ valve ?: @% x8 a6 \' U, X. q" ^1 H
A valve which relieves boost-pressure between the compressor outlet and engine as
6 J& U# ]1 b& T J/ `the throttle is closed (Only required on throttle valve controlled diesels which are
$ H) q# Y1 K' y( g( Q- B& S3 [rarely seen these days). These are commonly fitted to hotted up petrol cars so it2 N9 h; N# A& z3 J6 I$ G+ y% M
sounds good changing gears among other reasons!) k; `" k" D0 h$ z# O
Can I fit a turbo from another 4WD ?
/ j2 R! q8 R+ L7 N: }, wNo, virtually all turbocharger are different inside, even if they appear similar on the" D6 J9 u g0 |9 P
outside. The turbo model e.g. Mitsubishi TD04, is only the model, not the9 u7 V7 K4 f* ~( O2 a7 u3 M; ^+ t
specification.
/ ^2 G9 s2 ]: M5 b+ _; k7 fShould I leave my engine ‘ticking over’ before it is turned off ?8 S/ w: C+ y+ Y6 ?% T
Not for normal every day driving, but still worthwhile if the engine has been under
5 d$ `* t$ a5 D3 i% {load or raced before being turned off. e.g. Towing a caravan or after climbing a long% z5 c' W, a) v* D' [+ p
incline. l% L; [/ T* L$ y
Why is it important to balance a turbocharger ?' @( [, m9 L0 {; S9 [+ Y
Without highly accurate balancing, vibration will create a whining noise, reduce
. F4 {% D0 E) i5 c$ f7 }, L. C7 Wturbo bearing life and reduce turbo efficiency./ ^9 W* M5 D4 ? H0 ^- ?& I
How much boost does my turbo produce?
# `. \" w+ z: V- W5 X/ Q% n% NCorrectly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with- L. H% v [( ?6 O
Intercooler turbocharged engines running upwards of 13PSI., o' |( C1 v- a1 p8 @1 y
How many psi in one bar ?, a0 k) T$ A+ p8 G; {0 @. @
14.7 psi = 1 bar.
1 D* J9 l T8 t* S" x f1 ]Are all actuators the same ?* V2 j9 K8 _: k3 f F7 X! i
No, each has a different opening pressure and rate.4 I* v; K0 @5 Y; K' h( u4 e
Oil in the turbo inlet pipe - Should I be concerned ?+ v, K4 y! t* n2 Q8 D* x# w1 j
A small amount of oil usually exists, drawn in from the engine's crankcase breather8 n5 r+ j( I3 w' {$ I/ l9 c) m
system. High engine wear will increase the amount of oil found, and will require1 n0 M+ w* Y% K6 D( V) O/ [' P* i
further engine tests (not turbo).
4 @3 u* k* \) L% v. C! }Should a turbo be serviced ?6 f$ E4 U' h' C1 p0 J
No specific turbo servicing is required, but regular quality engine servicing is needed
+ w# N& Q Y- p; Fto reduce the chance of turbocharger problems.
- Z7 d% ~# c0 j% rWhat is a water-cooled turbo ?3 z& m. d5 L) r) O0 [
The central part of the turbo, housing the bearings, is surrounded by a water jacket0 g8 m1 ]" d8 {0 Q
through which the engine's water coolant is passed. This water continues to circulate, z; u* p! A) q; C r
after the engine is turned off, cooling the turbo, and preventing heat soak.; H T" {( J3 A, {4 n6 x
Do I need to up grade my exhaust ?
2 p$ ` S( W1 w$ R& W9 n" cGenerally not. Our systems are designed to run utilising as much genuine component
" f( a, x; {$ x1 T8 u( yas possible. Some systems on the market promote exhaust change as it is required by
! q% p, k9 _6 H1 |that particular turbo. Doing so usually picks up more noise than performance.
$ Y# k1 ~1 m. X; |! W/ D' ^How noisy should a turbo be ?
2 p. G+ {( ?" O6 eOnly an unbalanced, worn out or damaged turbo will produce any significant turbo# A. P( [2 C7 ^7 b
noise. t6 ]& m9 z; {) E$ l; B
What is an intercooler ?2 M8 `! [! X6 j. O0 F* c. i# \
A special type of radiator which cools air before it enters the engine. As a turbo
t) s$ W7 l Ucompresses air, the air heats up. Power can be increased if the air entering the engine1 [- m. G" i8 X8 a3 N
is cooler. The cooler air is more dense meaning that more fuel can be injected for
- y! M( \4 b) x5 r+ J; imore power.
0 C; C# W' W/ l e; o" H$ gWill my vehicle run ‘cooler’ with an intercooler ?6 I. j4 Q& Y% j1 J' f8 j
Theoretically, but not always the case! We commonly find Intercooled 4WD vehicles
+ X9 {/ a1 {& @. S0 x3 ^" @running hot due to over-fuelling and radiator restriction. Restriction meaning that hot
$ S3 H8 F. a3 e" S- x8 Rair passes out of the Intercooler over the air conditioning condenser and finally the
" k$ P, i& \) q6 D+ N4 Q* L, cradiator. The poor old radiator is left with scraps of extremely hot air and then is
! L8 J" C8 D5 H- S& w1 Rexpected to cool the engine. We don’t advise fitting them as hot Australian conditions
1 F0 D1 q( R# V4 j& `& tcan often be the catalyst for engine heat problems.
4 f) U' ?3 `) m# p' a1 V$ n0 ~/ ]4 jWhat will happen to my fuel consumption?
' z- A, l: Y* a0 }7 f8 @! @3 yMore power generally means more fuel. With a diesel turbo system, fuel consumption
+ r( Q0 i9 o* ^stays 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
