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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.
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Tech Sheet
+ S+ a* I3 G: M) p7 n1 f* z6 Y8 T2 D‘Frequently Asked’
4 V& i( b1 \2 j {$ `‘Turbo Questions’(In no particular order)- e2 m( f6 D' U: W, K2 v
Your turbocharger is engineered to match the specific requirements of the engine it is: P( r/ }+ V- B
fitted to. Each is dependent on the other to maintain optimum performance. Don't3 z$ q* r( q+ K7 C3 ^+ y
think of the turbo as a bolt-on accessory, rather as an integral part of the engine. The
: \3 e" ~" K B4 O& H' X8 iturbo's requirements are similar to the engine’s. It is, therefore, essential that7 \2 O; N) |. i _: g
scheduled servicing, using good quality oils and parts, is central to caring for your
" ]! g! a* I- [* u: z: xturbo.
' ^! T$ k- S7 R% W2 NIn many instances Berrima Diesel receive turbochargers which have been
( @0 a+ a; e+ B- M/ xmisdiagnosed as having a turbo problem, when actually the turbo is not at fault.8 d* G, u" d. V) a
Incorrect fault finding is often caused by a lack of product knowledge. Many
: m+ g0 ]4 C0 r* Y9 f: Y7 J7 Econtributory items around the engine bay can trick the unsuspecting into believing the
7 ^5 ]4 ~) W cturbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not
/ D; O) r5 ?2 o ]2 udiagnosed before a replacement turbocharger is fitted, the problem still exists!' u( n% |8 f; D5 p! d
We have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A" }9 W3 | X3 P- E9 k5 W
turbo can be killed in many ways.
* `, e2 D! z; O& P8 rForeign object damage results in either the air intake "compressor wheel" or exhaust; M. c U; I4 n6 N5 f2 T/ X0 L6 f
"turbine" wheel being damaged. The former is often caused by someone accidentally
3 s2 w6 R" _+ ?1 y' K. J. a7 fleaving a nut or other foreign body in the air induction hoses. Please be extremely# N# v1 r# J6 n- ^
careful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,
6 j! |' v" R6 e& I5 a0 I, r. Vthis may be caused by part of an engine component, such as a piece of valve, exiting. h. |$ S" l% L) ?+ B. Z+ @
the engine in rather a hurry! In both cases it results in severe turbocharger damage
3 a2 a; ^" u0 r2 I2 J1 `# J% {& Ginstantly." q# s! V' {( D, @
Turbochargers are simple in operation, but manufactured to precise tolerances as fine
3 t! B1 O, f3 las 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single
* }: V3 \0 w: [& u1 A/ qturbocharger many times, including final assembly. The balancing methods and
1 W6 ^6 H1 d5 wprocedures are unique. Without them, no turbocharger can be balanced to the ultrafine, A6 V7 C0 e5 Y8 ~; i7 E$ \
tolerances required for today’s high speed turbos. It is now common for
6 O: R+ [( z3 Oturbochargers to spin up to 150,000 rpm +.; \% b2 N6 d* c# o9 ^
That’s approximately 35 times faster than most diesel engines rev at the red line!5 j& b- ^2 M, X* O# \+ e
Sophisticated machinery and highly trained factory staff ensure that the highest
|, e0 A. p: V+ l. J0 tstandards are always maintained.
& o% F, ?/ O4 D, F) V3 L" z7 @Useful tips when driving any turbocharged engine, whether it be petrol or diesel, are5 t4 E4 z% e# B, ~% J
to always allow the engine to warm-up fully, until the water temperature gauge
3 ~% l6 W. u. \; p) o+ W qreaches normal, before full throttle is used. Try to plan the end of your journey/ ]! p0 Z6 w/ @; v2 Q' u
sympathetically. Don’t use full throttle or allow the engine to labour during the last) o& z2 f' t2 D& r4 K/ J
few miles. This will prevent excessive heat build-up within the turbo when the engine
9 c5 Z3 y2 C5 n2 I5 ?& \% Q. ris turned off. Also, when coming to a standstill, try to leave the engine idling for a
% e6 G5 z& D; z& `+ \7 Rfew extra seconds to allow the heat to decrease. No need for a timer though, just undo8 p) F5 r+ s% A3 n. S; u/ N; W
your seat belt first and then turn off the engine. Never rev the engine just as the
. k: E/ k. U8 N, ]ignition is turned off. Remember the turbo spins at a far greater speed then the6 G) l- D7 Z" r
engine, but is lubricated with engine oil. Once the engine stops the oil supply ceases4 ]5 X( Z0 g+ c. l2 L6 {. z8 F
within a few seconds. In reality, none of the above traits will cause a turbocharger to' {* A8 `6 i3 e$ t
fail immediately, but repeatedly over a long period, they could reduce the life of your
0 J7 Y; B- O. f6 L) Fturbocharger.
f( |0 |# v. [& m3 d* vIf it becomes necessary to seek advice about a turbocharger or a turbo related& n# s% |, Q( E- e+ z& a4 I& ^0 Q
problem, always rely on a professional. Berrima Diesel, together with DTS
Q" m+ V6 E" |7 G& c: o* oturbochargers, are Australia’s leading turbo specialist, and are acknowledged as one
+ B4 _" g p1 y' @ \of the most experienced turbo installation companies in the world. We can advise
8 d9 T; d# q2 v1 o1 Ncustomers with turbocharged 4WD’s on a wide variety of questions and issues
( ^( I) }7 J8 U* Srelating to owning and running a turbo car.
, o2 R8 b, t& p7 [3 VIt cannot be stressed too much how important it is, when purchasing turbocharger& S G. Y) J$ n/ \ ~* c# r0 X6 h# W
system, always to choose the top brand name -Berrima Diesel. Consider this. As with" V+ n6 P( H1 P# h
so many things in life, quality costs, and there are sometimes cheaper turbos for sale., |( P7 b: J( w; z8 }
Without the safeguard of using a Berrima Diesel turbocharger, you run a serious risk
$ `4 p0 e$ ^- B* c0 F( e2 mthat your short-term saving may turn out to be a long-term nightmare.: L3 c- |5 C |0 b
What is 'Boost'?- Y* }6 e- _$ }8 ^6 g! |
Boost is a term used to describe the increase in pressure, provided by the9 y: k9 H2 f) S. b" p( X! H
turbocharger, to the volume of air, entering the engine. This pressure is expressed in
5 n1 w+ H. ]3 @; s( S4 ca number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same) ?3 B4 X4 \3 R2 p; r
thing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa
/ s* v7 X3 A4 n# @8 @14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power- o8 `6 y' z( y" ]5 R1 b
output is increased. This pressure increase is called 'boost'.' q! ^# T. w: _- |% q: O8 t/ V
How does fitting a Dynamic Turbosystem effect the power of my
7 s' F0 d4 z5 b+ N0 N" ~6 k% Uvehicle?
$ @+ Q" Y, [. w, R- P9 ]* u) SModern 4WD diesel engines, typically produce peak torque (pulling power), at
. T$ E, |! [0 K& N. n5 aaround 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.+ n9 U! M- @2 W* @9 Q$ D7 ?- o4 l
Turbo boost starts at approximately 750 R.P.M. and rises progressively to its: I* H4 T( E! v: n) M/ O
maximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this! a2 j7 S+ R7 m
point, the percentage torque increase of a correctly tuned installation is approx. 40%,3 o/ V6 O% d4 s
at the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At
8 q0 `6 z6 R) n- R; N% T' \8 ]no point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater
! n/ \9 Z4 F' g+ v, Z( R0 fthan the standard vehicle at the same R.P.M.
$ W" ~- B0 q" D* m5 |% m+ L* nCan I fit a Dynamic Turbosystem myself and, if not, how long and. G- V7 |1 d2 T: d
what is the cost of having it fitted for me ?. ^; B6 y: a/ e
While most competent mechanics could probably fit a Dynamic Turbosystem,- n$ ]; G* { \: X, Q& p
tuning requires specialised knowledge. The lack of this knowledge could have! d0 O( C" M" c; S, g, E/ K" ~; r
serious consequences. In addition, warranty can only be provided on Dynamic$ M# M. B% k8 D2 v& q& B
Turbosystems which are installed by authorised facilities." s6 n) v2 M! e8 ?( }( }
The cost of having the installation performed by Andrew at Berrima Diesel is8 x. ]7 T: L% l; _$ t5 L1 p
only about 10% of the total purchase price. This provides a warranted, correctly. N9 N# T) w4 b
tuned, "no hassle" installation for the customer. All diesel vehicle installation can be$ _* h, j! w# O: F G/ _- `
performed in one day.
. X; o& f, H6 Y0 m3 VWhat creates the most heat? Fuel or turbo boost?; d4 Y( W4 d e8 q& J& Y2 a
Diesels do not need an air control (eg. manifold butterfly valve. The only ones# U$ [- j1 X! `/ `' c# g
requiring a butterfly are vacuum operated governor pumps) to operate. The more air
/ S9 m' e, q6 A. @the better. Add too much fuel to the equation and the exhaust gas temperature- e" h* E9 c# C5 d
rises rapidly.
! b, `1 H+ r6 `/ w5 X% CWhat type of oil and how often should it be changed ?
6 h) [: D$ N3 ]Turbos must have good quality oil. Use either a mineral, semi or fully-synthetic
4 d# b. T) O9 K) ]* c/ z4 q$ f* Qengine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .
' I' e+ {/ k1 d* G/ ]2 zChange oil at intervals recommended by the vehicle manufacturer.
6 ~9 z! ]8 \/ U) L: KHow long does a turbo last ?1 }5 S7 @. d" z3 i; E, I; E" B$ h
On average, as long as the engine or longer with regular engine servicing and good
1 _) k9 z$ h: S8 Tquality engine oil.
* y' j' v* S4 [) P: }. FWhat is a ‘dump’ valve or ‘blow-off‘ valve ?
9 a* n2 s. |6 |. H3 G! z8 QA valve which relieves boost-pressure between the compressor outlet and engine as2 g$ r3 v+ V/ @% n" R
the throttle is closed (Only required on throttle valve controlled diesels which are* w- h5 B5 Z0 N4 G, U3 g6 }$ H
rarely seen these days). These are commonly fitted to hotted up petrol cars so it+ p6 E' }2 _: c% m. N
sounds good changing gears among other reasons!% t4 S' y# n9 d& ~0 P$ k
Can I fit a turbo from another 4WD ?5 ?" g: n* \5 |& d9 {5 @* Z
No, virtually all turbocharger are different inside, even if they appear similar on the5 f' M( g4 D" \! {" l; z N2 h
outside. The turbo model e.g. Mitsubishi TD04, is only the model, not the0 @+ z6 p! n5 `
specification.! w( v$ h/ m3 E4 ^9 A& |( _: A
Should I leave my engine ‘ticking over’ before it is turned off ?
- ~$ H) `) s4 U% `' }Not for normal every day driving, but still worthwhile if the engine has been under
/ i' T4 A3 l) P9 E, wload or raced before being turned off. e.g. Towing a caravan or after climbing a long: ~: q6 R( w. D' |- U6 Q! t: ^
incline.
3 ^5 |. B' `: y! [0 y& i) ?Why is it important to balance a turbocharger ?% p+ [: d3 b' n/ d; B
Without highly accurate balancing, vibration will create a whining noise, reduce
- m2 Y4 {1 T+ _, H' n1 W: yturbo bearing life and reduce turbo efficiency." x$ N% l1 R' P
How much boost does my turbo produce?
3 b) m$ \) z* NCorrectly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with+ L* S% e, `8 p
Intercooler turbocharged engines running upwards of 13PSI.
' V" A0 C+ S. ^7 e& E$ S2 QHow many psi in one bar ?
% \( v$ E& {4 G* {. a5 D14.7 psi = 1 bar.
* u1 }. W0 R9 i0 s9 b1 TAre all actuators the same ?
. [) U+ \2 k' N$ gNo, each has a different opening pressure and rate.1 E0 T6 G, s% _5 B
Oil in the turbo inlet pipe - Should I be concerned ?
0 Z$ u# ^$ ~; P: y" i& N' N4 L+ ZA small amount of oil usually exists, drawn in from the engine's crankcase breather2 Z+ v- L7 B( X% F
system. High engine wear will increase the amount of oil found, and will require
. w4 X+ I; ]9 x zfurther engine tests (not turbo).) M$ ^ N+ s) [
Should a turbo be serviced ?4 ?) x9 n8 `& B7 d) p
No specific turbo servicing is required, but regular quality engine servicing is needed7 E, s: r, { H+ m* Y$ C, j
to reduce the chance of turbocharger problems.
. J( E* W$ @& W- n, xWhat is a water-cooled turbo ?
, j/ O/ U3 j: bThe central part of the turbo, housing the bearings, is surrounded by a water jacket
# S$ O J( J/ t1 fthrough which the engine's water coolant is passed. This water continues to circulate
6 q3 x. o/ h& yafter the engine is turned off, cooling the turbo, and preventing heat soak.
' w/ A5 F$ C8 s. e, R5 _Do I need to up grade my exhaust ?
0 q+ S' ?" W! TGenerally not. Our systems are designed to run utilising as much genuine component
9 G' H% U+ B7 b: }as possible. Some systems on the market promote exhaust change as it is required by+ d4 d( ?8 ^2 |& V
that particular turbo. Doing so usually picks up more noise than performance.% \9 p: s) B& ]0 I' ^+ g- {$ Z" T; s
How noisy should a turbo be ?6 T) S, c$ a2 C% N% b& C+ n$ ~% u% G
Only an unbalanced, worn out or damaged turbo will produce any significant turbo6 M6 Y0 u9 b8 {- H) k
noise.
3 l# {5 s7 `) }What is an intercooler ?: n4 M, Q: A$ `! j! L9 H" U* G' G: n% O
A special type of radiator which cools air before it enters the engine. As a turbo
* Z$ D1 {5 x0 r5 `* [compresses air, the air heats up. Power can be increased if the air entering the engine
- c* `7 U% j) `& W0 p: _) T5 Zis cooler. The cooler air is more dense meaning that more fuel can be injected for2 I, S2 |# `" B
more power.! J1 Z8 Z w: ^/ K& R: U: T
Will my vehicle run ‘cooler’ with an intercooler ?; {" H8 O1 }8 d) V
Theoretically, but not always the case! We commonly find Intercooled 4WD vehicles" H0 w: i8 e$ O k+ Y) P
running hot due to over-fuelling and radiator restriction. Restriction meaning that hot
1 B- w$ l+ I. G/ }2 cair passes out of the Intercooler over the air conditioning condenser and finally the
. @! R4 V# y/ n( z. G. r. s% ]radiator. The poor old radiator is left with scraps of extremely hot air and then is
2 p/ p$ G3 u: L* w6 C4 eexpected to cool the engine. We don’t advise fitting them as hot Australian conditions: |0 H+ W4 T' u. X$ V6 L, ?9 [
can often be the catalyst for engine heat problems. s5 H8 ?# v& A( w0 t$ E8 i
What will happen to my fuel consumption?+ P; G7 j3 o5 p/ E
More power generally means more fuel. With a diesel turbo system, fuel consumption
: F$ n2 O0 m% b, Q4 Fstays 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
