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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
: e8 K) g, Q g6 V‘Frequently Asked’8 O* _0 C) [) x* l0 A+ b* X X! c$ j% Q
‘Turbo Questions’(In no particular order), c4 M8 w, o! _( O
Your turbocharger is engineered to match the specific requirements of the engine it is
, |) L8 y% p; |8 p' V+ H6 \5 dfitted to. Each is dependent on the other to maintain optimum performance. Don't1 s5 I! M1 H$ U: ]
think of the turbo as a bolt-on accessory, rather as an integral part of the engine. The; d. L' E; m! D' u3 C6 _9 O
turbo's requirements are similar to the engine’s. It is, therefore, essential that/ A4 a, Z6 n$ \3 w! a* j% Z
scheduled servicing, using good quality oils and parts, is central to caring for your3 v; K0 x/ t3 ~8 Q6 p' l
turbo., R. B$ \$ t( t- b( @
In many instances Berrima Diesel receive turbochargers which have been8 c. D V9 k1 l$ w1 w
misdiagnosed as having a turbo problem, when actually the turbo is not at fault." J! ~# a) l( @# ~3 o+ C" G
Incorrect fault finding is often caused by a lack of product knowledge. Many) l8 A' |" s& Z% [0 ^+ i
contributory items around the engine bay can trick the unsuspecting into believing the( } |+ c% J( ^2 K: v
turbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not' O5 [! M$ _9 c. n0 p7 Z1 B, t
diagnosed before a replacement turbocharger is fitted, the problem still exists!2 a- q; d6 Q: J5 ]2 ]
We have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A& ^/ q+ ]6 @& n" }: g: ]; Y4 e
turbo can be killed in many ways.' x: j, Z+ `$ c4 y' v$ n: X3 M
Foreign object damage results in either the air intake "compressor wheel" or exhaust
$ H/ }1 V, Q0 P# Y"turbine" wheel being damaged. The former is often caused by someone accidentally
" t2 |/ E- \+ I r- s! g4 C3 Uleaving a nut or other foreign body in the air induction hoses. Please be extremely
6 B* d U2 A! g9 Ycareful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,, D* S9 o" S# I2 K- |6 S
this may be caused by part of an engine component, such as a piece of valve, exiting
8 D7 ^8 _/ O0 k, f6 Pthe engine in rather a hurry! In both cases it results in severe turbocharger damage
& u- Y! c$ r( c7 D5 s2 O4 ^' xinstantly.) ^, L! [/ l( f; a$ s, z7 a' y7 e/ t1 z
Turbochargers are simple in operation, but manufactured to precise tolerances as fine
- W3 `2 i" J9 Y+ s" E0 l* H' z9 gas 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single
/ S2 U0 c7 d3 pturbocharger many times, including final assembly. The balancing methods and
) L! A- I; _9 d7 M$ dprocedures are unique. Without them, no turbocharger can be balanced to the ultrafine
0 k" W2 G$ @0 G% `6 t5 g7 htolerances required for today’s high speed turbos. It is now common for
4 C# _' d' b4 e% yturbochargers to spin up to 150,000 rpm +.
1 r! V- @; r2 e( j% j# P- M$ L2 `2 PThat’s approximately 35 times faster than most diesel engines rev at the red line!
& E2 G O. @, ]1 J) G5 M/ hSophisticated machinery and highly trained factory staff ensure that the highest
0 T( {% K& ]& }7 ?# v0 Q# Qstandards are always maintained.
/ T6 r0 [2 U3 a! V5 RUseful tips when driving any turbocharged engine, whether it be petrol or diesel, are
" }5 [* B" L" ^2 _to always allow the engine to warm-up fully, until the water temperature gauge. W0 w1 ?+ z; X/ X6 Q1 r
reaches normal, before full throttle is used. Try to plan the end of your journey
$ w& m% w, f4 h, B: p3 F" ], s3 Tsympathetically. Don’t use full throttle or allow the engine to labour during the last# o x3 N4 B# ~, I, J% m
few miles. This will prevent excessive heat build-up within the turbo when the engine# n) J* \* E" e3 m; E
is turned off. Also, when coming to a standstill, try to leave the engine idling for a! \/ I$ `( t. k
few extra seconds to allow the heat to decrease. No need for a timer though, just undo
9 y; W( }* ~8 Ayour seat belt first and then turn off the engine. Never rev the engine just as the
) D2 K% ?* _" H! x7 nignition is turned off. Remember the turbo spins at a far greater speed then the+ J) X" o- T# L Z5 Y' I
engine, but is lubricated with engine oil. Once the engine stops the oil supply ceases
, l$ p6 e! l3 Iwithin a few seconds. In reality, none of the above traits will cause a turbocharger to/ d! i3 P3 r9 R, H( q# j9 [5 U
fail immediately, but repeatedly over a long period, they could reduce the life of your7 r. [! a: A- j3 s& y% q' y
turbocharger.
5 t0 ~+ F( m2 h- W$ h0 ]8 R9 nIf it becomes necessary to seek advice about a turbocharger or a turbo related2 B; o% j s8 l% ?- K! ?' R1 m
problem, always rely on a professional. Berrima Diesel, together with DTS
* V! D) u4 Y6 ?* O: A F- lturbochargers, are Australia’s leading turbo specialist, and are acknowledged as one
- r) M0 a' i% E( n2 M0 Jof the most experienced turbo installation companies in the world. We can advise7 H+ V" m: a1 {( y& L( E4 ^3 B
customers with turbocharged 4WD’s on a wide variety of questions and issues
7 d1 l! @5 r. j# k8 s- r4 J# nrelating to owning and running a turbo car.8 Z& C. n! c" x4 O- L, m8 B% \
It cannot be stressed too much how important it is, when purchasing turbocharger6 y9 J9 ?, D* D4 e+ @: j
system, always to choose the top brand name -Berrima Diesel. Consider this. As with
g- v) a4 G ] v% r' }$ _4 x6 |so many things in life, quality costs, and there are sometimes cheaper turbos for sale.. d% q R3 y' G5 b6 F; V
Without the safeguard of using a Berrima Diesel turbocharger, you run a serious risk% `* _6 U T" `; V4 @) a1 x; q1 y
that your short-term saving may turn out to be a long-term nightmare.. r) Q! l% W1 N4 `, d
What is 'Boost'?
: @0 M, Y7 C# n$ a: H0 jBoost is a term used to describe the increase in pressure, provided by the
/ a# C% m8 f) ~! S Mturbocharger, to the volume of air, entering the engine. This pressure is expressed in! p0 W) z E( e2 ~" ]9 \7 j
a number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same0 { D( ~4 ?% b& r
thing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa
% i/ M( Y2 r0 S- n14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power) q) H% k# v0 r: k* L
output is increased. This pressure increase is called 'boost'.
( F3 N5 K( C" N P9 q: FHow does fitting a Dynamic Turbosystem effect the power of my
; m) g( h' o' a4 P0 ]3 |vehicle?
b8 I, m$ T' i4 n/ E9 bModern 4WD diesel engines, typically produce peak torque (pulling power), at
$ j* M' R- J; k0 S+ s- e# ]0 L" ]around 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.# R2 I6 V- _5 l9 a% |( n
Turbo boost starts at approximately 750 R.P.M. and rises progressively to its& d0 t% R+ _0 `* j; f7 F
maximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this0 a. m$ f% {2 g" i0 ^5 K
point, the percentage torque increase of a correctly tuned installation is approx. 40%,
) n; h1 q8 T- y+ O/ zat the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At
; i+ w8 g5 L0 X/ ^no point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater2 z% m. ]/ M8 a b8 E8 j, K* u
than the standard vehicle at the same R.P.M., A1 E; d, O. I9 @
Can I fit a Dynamic Turbosystem myself and, if not, how long and x2 c. i* N1 w% t" h0 b) f O
what is the cost of having it fitted for me ?
2 s# f3 W7 d2 s3 P5 j( wWhile most competent mechanics could probably fit a Dynamic Turbosystem,
' Z; I, ]* E S# x# z6 Btuning requires specialised knowledge. The lack of this knowledge could have* n# g. ]; g; K B
serious consequences. In addition, warranty can only be provided on Dynamic
8 ?/ r* x$ D& gTurbosystems which are installed by authorised facilities.
7 y2 `/ T* S8 z' F2 u1 ]The cost of having the installation performed by Andrew at Berrima Diesel is' _! ^+ _- I5 K1 @
only about 10% of the total purchase price. This provides a warranted, correctly
8 W# l1 d, R, i% g2 d, rtuned, "no hassle" installation for the customer. All diesel vehicle installation can be
* x3 L$ y* {% M x9 x/ K# k! n" Tperformed in one day.
% ~7 s+ e$ B2 K( H" AWhat creates the most heat? Fuel or turbo boost?# Q2 |/ w' I+ Z: R
Diesels do not need an air control (eg. manifold butterfly valve. The only ones5 X# f: \9 \; J0 q* O' b' v. m
requiring a butterfly are vacuum operated governor pumps) to operate. The more air
+ y$ i) a! Y8 @ H; g' {the better. Add too much fuel to the equation and the exhaust gas temperature K1 v" G! Q* { a( q
rises rapidly.7 t) r" W" ~& S" q% b0 I/ F
What type of oil and how often should it be changed ?3 d+ _& O) ~1 `& Q* E* l
Turbos must have good quality oil. Use either a mineral, semi or fully-synthetic: v" L4 Q0 S8 t1 Y1 R5 }
engine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .8 _. N) i0 F7 K$ d2 Q8 b. h4 `
Change oil at intervals recommended by the vehicle manufacturer.1 A" V. |9 p4 } j% u$ ?! \
How long does a turbo last ? i# Z V2 P. ?0 h: h1 u
On average, as long as the engine or longer with regular engine servicing and good8 f" p1 I2 y/ [# ]- v" J- h
quality engine oil.$ S* R& Z8 v( ^1 ]% Q
What is a ‘dump’ valve or ‘blow-off‘ valve ?
1 a* l" h! [3 H' F! C: d$ nA valve which relieves boost-pressure between the compressor outlet and engine as' C1 e+ z* \3 E+ g, k% ]* ~
the throttle is closed (Only required on throttle valve controlled diesels which are
$ h! O0 u8 [: q/ n N' r* wrarely seen these days). These are commonly fitted to hotted up petrol cars so it
9 R7 Y# R! ^7 i8 f3 f& }4 ~8 g% t7 dsounds good changing gears among other reasons!8 w5 o7 d3 }. ^
Can I fit a turbo from another 4WD ?
t. i9 T* H. S5 v2 I' a$ YNo, virtually all turbocharger are different inside, even if they appear similar on the$ u4 Q( Y# k/ T" C+ }
outside. The turbo model e.g. Mitsubishi TD04, is only the model, not the
& a1 B/ f; P7 u2 F pspecification.6 J. R; x9 a' P, J3 N( [
Should I leave my engine ‘ticking over’ before it is turned off ?
! U6 e; Z$ `5 U9 _7 B' Q1 \9 HNot for normal every day driving, but still worthwhile if the engine has been under
! K' I- D$ e: [' _8 b; H. i6 t+ bload or raced before being turned off. e.g. Towing a caravan or after climbing a long
; A" u7 q$ {# F" sincline.+ o0 \2 s( K" L! e, r
Why is it important to balance a turbocharger ?
' [& Q, T2 ?7 w9 qWithout highly accurate balancing, vibration will create a whining noise, reduce
, W/ g% y/ w; ^* O3 Iturbo bearing life and reduce turbo efficiency.
5 R. p; W% U+ i2 z. m$ \* EHow much boost does my turbo produce?9 b4 Q! L' d) P4 r4 c
Correctly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with
! Q! T; T7 g) ]- x5 q4 t4 YIntercooler turbocharged engines running upwards of 13PSI.
% R; l) K* F2 K3 YHow many psi in one bar ?
6 o: e' t2 ?4 b" T6 Q1 U9 a1 Z14.7 psi = 1 bar.
( y# R' z2 o/ e! [8 c' ^2 BAre all actuators the same ?
' N3 [0 T. i! |2 \ _3 A& INo, each has a different opening pressure and rate./ I+ @, P% m. ~/ _1 Y; t, L1 G
Oil in the turbo inlet pipe - Should I be concerned ?
5 f: y2 A6 k" U: dA small amount of oil usually exists, drawn in from the engine's crankcase breather
% `+ s) Q6 f4 t- @% Msystem. High engine wear will increase the amount of oil found, and will require
: o: p- ~. Q- b. F/ M% mfurther engine tests (not turbo).$ L% Y* w9 Y: j' Q/ H% k
Should a turbo be serviced ?. _# \7 p) R( b h
No specific turbo servicing is required, but regular quality engine servicing is needed1 Y1 G" Y5 S# x5 ]2 R6 ?1 u. ~
to reduce the chance of turbocharger problems.- g& w- A6 I% l+ L" W' G3 f
What is a water-cooled turbo ?
- R) ~: M L$ n" k" TThe central part of the turbo, housing the bearings, is surrounded by a water jacket
& f) \$ ?- T0 d' {5 athrough which the engine's water coolant is passed. This water continues to circulate" K' _4 l+ z5 z+ K) v- H
after the engine is turned off, cooling the turbo, and preventing heat soak., z9 Z: K2 _+ U, \! y7 w ~( l. }
Do I need to up grade my exhaust ?
( i% Y2 B( a( L% s( w: \0 f. iGenerally not. Our systems are designed to run utilising as much genuine component8 ^2 X3 ~# P( F& D, T
as possible. Some systems on the market promote exhaust change as it is required by7 t8 ~% o2 ^1 V2 Y! Y! j
that particular turbo. Doing so usually picks up more noise than performance.
0 s A+ P) G. z3 GHow noisy should a turbo be ?) M2 @8 W3 f/ ^: y* a
Only an unbalanced, worn out or damaged turbo will produce any significant turbo7 [* B1 }9 W- t. r# s I
noise.
3 S, X9 _4 n4 d5 |$ ^* uWhat is an intercooler ?! q( }7 K# ]9 U! I3 z- H
A special type of radiator which cools air before it enters the engine. As a turbo* z: K1 J* y( u3 t$ J
compresses air, the air heats up. Power can be increased if the air entering the engine
+ A9 [1 a9 C# z' x2 ^! ~/ ?1 D" cis cooler. The cooler air is more dense meaning that more fuel can be injected for
( Q$ [* w, Y! e3 `: Rmore power.1 K1 F7 D. x/ K( _; r1 F
Will my vehicle run ‘cooler’ with an intercooler ?
\4 X6 U3 f4 |2 v' {* ~( D4 vTheoretically, but not always the case! We commonly find Intercooled 4WD vehicles
q3 |, X3 e3 ?7 prunning hot due to over-fuelling and radiator restriction. Restriction meaning that hot
6 ~4 c. i; _+ N) Q' n1 B* Nair passes out of the Intercooler over the air conditioning condenser and finally the; ~; y0 R7 d/ S) l. R
radiator. The poor old radiator is left with scraps of extremely hot air and then is
4 v& O; p/ f( M* E8 |expected to cool the engine. We don’t advise fitting them as hot Australian conditions; m* X; b: N1 z6 D
can often be the catalyst for engine heat problems.: b3 c) k s. j' ?" h5 m3 Y0 t
What will happen to my fuel consumption?
. J8 G! i7 \; E% A: [7 N, cMore power generally means more fuel. With a diesel turbo system, fuel consumption$ ~% d" m1 t1 }: f6 `
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
