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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. ; G3 e$ J4 k- w' `. \0 v% F' Z3 U$ `4 u
z7 m1 p. I& R. a2 L5 i
$ E, F S; W+ ?; R8 gTech Sheet! K8 ^, z3 f2 }7 ~
‘Frequently Asked’5 w, D$ ]8 h$ R* O; V
‘Turbo Questions’(In no particular order)
9 F$ B. ~ }: ^1 \Your turbocharger is engineered to match the specific requirements of the engine it is2 a4 g7 [ c) H
fitted to. Each is dependent on the other to maintain optimum performance. Don't/ l0 e, @. r+ K2 i& r
think of the turbo as a bolt-on accessory, rather as an integral part of the engine. The
, K+ t# n# D6 D+ ?turbo's requirements are similar to the engine’s. It is, therefore, essential that
1 P ]2 r4 ]: l* J9 H0 | uscheduled servicing, using good quality oils and parts, is central to caring for your
* }- z. ^5 i. _+ }# @turbo.
3 l* e. K! q% R) y$ W& V* nIn many instances Berrima Diesel receive turbochargers which have been/ \6 w/ h5 [/ z" O5 @* }
misdiagnosed as having a turbo problem, when actually the turbo is not at fault./ Z. M& ~- Y5 z" c
Incorrect fault finding is often caused by a lack of product knowledge. Many
5 d: D: L2 e' ` e4 d& Jcontributory items around the engine bay can trick the unsuspecting into believing the+ i$ H& p" F( a1 l1 B+ F1 Y
turbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not
4 @5 b. [; F9 y- bdiagnosed before a replacement turbocharger is fitted, the problem still exists!/ q5 }# G1 D4 \% t
We have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A
# @7 J: n+ R9 A8 \1 N9 T* o( Wturbo can be killed in many ways.0 o% T) Y$ {0 s; U# q8 L
Foreign object damage results in either the air intake "compressor wheel" or exhaust t9 E/ Y- k7 f9 ]& i' \5 ?
"turbine" wheel being damaged. The former is often caused by someone accidentally3 r+ t$ |0 f4 n& i& F: C0 y
leaving a nut or other foreign body in the air induction hoses. Please be extremely$ _- s8 _3 [& {+ D5 n5 A+ `
careful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,. l, I; Q; s+ i2 S( u
this may be caused by part of an engine component, such as a piece of valve, exiting
9 s3 z5 A1 U* {) S0 [. K. [the engine in rather a hurry! In both cases it results in severe turbocharger damage
0 F; ^: y5 Z6 O5 tinstantly.
, N# m& e7 n' J! X) b, H! KTurbochargers are simple in operation, but manufactured to precise tolerances as fine# m) ~9 X0 k1 Y- e: I/ t6 ]
as 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single
5 q1 _, P; q; dturbocharger many times, including final assembly. The balancing methods and. o* ~# H2 P% l M. p* }
procedures are unique. Without them, no turbocharger can be balanced to the ultrafine
3 Q8 Y% E6 _7 h0 m { R# Xtolerances required for today’s high speed turbos. It is now common for$ W* h+ |6 Z3 d( @6 s" W8 F
turbochargers to spin up to 150,000 rpm +.
* S7 n6 F8 J+ H; lThat’s approximately 35 times faster than most diesel engines rev at the red line!% i# n; y, a: p; R; W: F4 w- V
Sophisticated machinery and highly trained factory staff ensure that the highest J4 i( w( M8 F2 Y( w2 e7 \) H
standards are always maintained.( E4 ~) J7 [; W% h6 X2 h
Useful tips when driving any turbocharged engine, whether it be petrol or diesel, are
7 c, N- G/ v8 w$ A( C5 }* o! K P+ Mto always allow the engine to warm-up fully, until the water temperature gauge
6 ?) F9 P; R7 P8 d+ |reaches normal, before full throttle is used. Try to plan the end of your journey3 s& |* \: _" u
sympathetically. Don’t use full throttle or allow the engine to labour during the last
* ?& T. s7 `, Y, q }0 `. }few miles. This will prevent excessive heat build-up within the turbo when the engine
9 B6 C6 W/ z: y# j0 d) W* }is turned off. Also, when coming to a standstill, try to leave the engine idling for a
' h( G/ M9 I* U! E+ Y0 c2 _few extra seconds to allow the heat to decrease. No need for a timer though, just undo+ W* ?) `0 j) H7 G+ W- N
your seat belt first and then turn off the engine. Never rev the engine just as the
* G: t5 J4 y0 \5 j0 r8 u t( f, ~ignition is turned off. Remember the turbo spins at a far greater speed then the5 g8 S/ }- k7 Z2 J: q, G! H
engine, but is lubricated with engine oil. Once the engine stops the oil supply ceases; m- `% U* [! O
within a few seconds. In reality, none of the above traits will cause a turbocharger to! t- b( y: `/ Z3 x- \3 P4 u
fail immediately, but repeatedly over a long period, they could reduce the life of your0 D+ }5 o: L" ~# r3 l$ h% D. U; F
turbocharger.
, X+ X! F: d( x6 X) M3 xIf it becomes necessary to seek advice about a turbocharger or a turbo related
; @0 B8 c3 ?7 H% c3 Tproblem, always rely on a professional. Berrima Diesel, together with DTS
" @4 m1 t7 i2 T! k$ E. I2 e, Lturbochargers, are Australia’s leading turbo specialist, and are acknowledged as one
8 [! S! A( X) T. G% g h" jof the most experienced turbo installation companies in the world. We can advise, K1 b' P2 C! p7 s- i4 s ]
customers with turbocharged 4WD’s on a wide variety of questions and issues( g) H! {$ A9 I2 I: \
relating to owning and running a turbo car.: U3 i0 i+ k, h7 m
It cannot be stressed too much how important it is, when purchasing turbocharger
+ i7 i/ o8 \ vsystem, always to choose the top brand name -Berrima Diesel. Consider this. As with: {0 e+ n6 E- P4 v; B
so many things in life, quality costs, and there are sometimes cheaper turbos for sale.2 o5 } [/ i% P9 a9 d
Without the safeguard of using a Berrima Diesel turbocharger, you run a serious risk
$ q2 o, }4 v3 {' y; b6 T1 Y) Qthat your short-term saving may turn out to be a long-term nightmare.: ?% J9 V' W5 L* l U
What is 'Boost'?" S4 `7 j/ u- G5 g9 i6 F) N
Boost is a term used to describe the increase in pressure, provided by the
3 j( L9 ~9 J5 Dturbocharger, to the volume of air, entering the engine. This pressure is expressed in
2 z: y, j) w' `* U% f0 ea number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same3 \9 G, r2 L5 L
thing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa8 D) x3 q r9 T( T3 L5 A) z9 t
14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power
9 I; ]; b# {6 b5 Ioutput is increased. This pressure increase is called 'boost'.
/ ~7 ^: `) u* V7 ^/ |' L) `How does fitting a Dynamic Turbosystem effect the power of my2 H) d8 W/ x' o, J5 `- l/ D
vehicle?2 q+ n) x! C+ G+ c. t ?
Modern 4WD diesel engines, typically produce peak torque (pulling power), at5 f& j& t& t/ I: h1 i* k* T
around 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.
) l! y: b* Q) ETurbo boost starts at approximately 750 R.P.M. and rises progressively to its' v; d1 V. c3 R* ~1 C4 H
maximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this
: w+ V- H: ?, _8 A2 I& Lpoint, the percentage torque increase of a correctly tuned installation is approx. 40%,
0 r+ u% m8 O# S7 _% u, h I: Mat the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At) X* n0 ?! \2 O+ p7 H3 J8 |: B" ~+ N
no point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater5 a$ i$ |; E0 k2 \! q
than the standard vehicle at the same R.P.M.
! M4 Z' ]1 d# M- G1 d5 o/ C, j, B! VCan I fit a Dynamic Turbosystem myself and, if not, how long and
4 ]& A7 }, s& b: H3 ^; ^what is the cost of having it fitted for me ?. G( Y+ i! M3 b) m) K
While most competent mechanics could probably fit a Dynamic Turbosystem,, e9 L; c, { R" [* U! v
tuning requires specialised knowledge. The lack of this knowledge could have! K5 T# {2 M8 g( a) s2 y2 \9 x
serious consequences. In addition, warranty can only be provided on Dynamic) K t- o8 z5 ^
Turbosystems which are installed by authorised facilities.
. _9 G1 W' D8 j6 N; Q$ D2 dThe cost of having the installation performed by Andrew at Berrima Diesel is
1 X' B% B" |+ r( N2 V5 c5 @only about 10% of the total purchase price. This provides a warranted, correctly
+ [2 w' ?1 [! x, utuned, "no hassle" installation for the customer. All diesel vehicle installation can be
|1 j) \$ `- O, s; v+ Bperformed in one day.* O6 h9 I2 G$ K2 {" b
What creates the most heat? Fuel or turbo boost?% a$ ^% Q. E# D: w) s7 `
Diesels do not need an air control (eg. manifold butterfly valve. The only ones
" u Y0 J" h2 E8 A7 crequiring a butterfly are vacuum operated governor pumps) to operate. The more air, c6 v1 S' ?, D
the better. Add too much fuel to the equation and the exhaust gas temperature8 B4 y0 o3 y( \' ~0 U2 V' o
rises rapidly.( h" M1 h6 h3 S' |
What type of oil and how often should it be changed ?3 y0 J: S0 Z$ T) s0 J" ?
Turbos must have good quality oil. Use either a mineral, semi or fully-synthetic9 q9 L/ D" y' x$ B$ W6 N5 P) v0 G9 M' Y
engine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .
" [( w( X1 K( t2 @: S5 R# u _Change oil at intervals recommended by the vehicle manufacturer.
0 E0 E6 ~# J- o" u2 Y( t7 F7 ZHow long does a turbo last ?
/ f4 F3 c, b0 @2 q+ v) P. o' @ u) MOn average, as long as the engine or longer with regular engine servicing and good6 b7 M, T$ [/ b5 o; h* }
quality engine oil.' _! @; l/ r- u( G: O) A' a
What is a ‘dump’ valve or ‘blow-off‘ valve ?
6 W" R/ z2 w( V. l5 R' i& ]# Q: j) XA valve which relieves boost-pressure between the compressor outlet and engine as/ W# J' T- C+ \1 ^6 N8 i4 ?; z$ G
the throttle is closed (Only required on throttle valve controlled diesels which are
Z: J T2 e, V* mrarely seen these days). These are commonly fitted to hotted up petrol cars so it
% D4 n2 t* ]4 z7 c$ r3 Xsounds good changing gears among other reasons!3 D, d" A7 Y. H* q3 M5 N, S; {
Can I fit a turbo from another 4WD ?
8 p; s, k% ^$ zNo, virtually all turbocharger are different inside, even if they appear similar on the
2 y5 I! h8 e& A. J6 C1 xoutside. The turbo model e.g. Mitsubishi TD04, is only the model, not the
6 Q1 \: E- R `6 u/ y, ~specification.
! L$ f" t( z% n9 A/ R( h6 nShould I leave my engine ‘ticking over’ before it is turned off ?
" @) [; f6 U" M8 S: fNot for normal every day driving, but still worthwhile if the engine has been under9 F0 C: ]) U2 f' D" F5 r- s( b D2 E
load or raced before being turned off. e.g. Towing a caravan or after climbing a long# V( ~1 S9 _1 e6 T2 |
incline.
) R0 q0 v) z$ d& O/ ?5 [1 ~Why is it important to balance a turbocharger ?1 k. r0 h% a" T$ Q0 g+ T
Without highly accurate balancing, vibration will create a whining noise, reduce& T N6 [/ u, @" V" S" y
turbo bearing life and reduce turbo efficiency.
( I0 h; }+ j4 e3 ]/ I0 FHow much boost does my turbo produce?& L6 ]9 x8 y$ ?! |
Correctly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with! E6 f! a" a. \6 @& b
Intercooler turbocharged engines running upwards of 13PSI.
9 _: s! ?7 a3 DHow many psi in one bar ?" G/ i1 u! E+ W/ V
14.7 psi = 1 bar.
% o# I- Q$ J# c" b+ AAre all actuators the same ?
8 F s; ^; } a$ gNo, each has a different opening pressure and rate.' ]- b5 R. y: v. n1 D5 u# ]
Oil in the turbo inlet pipe - Should I be concerned ?
* `% B, ` @: t$ i" V7 R9 fA small amount of oil usually exists, drawn in from the engine's crankcase breather
& P- N5 p. E* c' b& O- Z( Gsystem. High engine wear will increase the amount of oil found, and will require8 {$ ? @+ v f/ A
further engine tests (not turbo).! Q( B+ Y% |' Z8 {$ n" F
Should a turbo be serviced ?: W v* K$ X4 o. U
No specific turbo servicing is required, but regular quality engine servicing is needed, _% [ l% ], L! E4 t T
to reduce the chance of turbocharger problems.
$ {- X; p% Y7 iWhat is a water-cooled turbo ?" I D' k0 |3 S4 v9 ]
The central part of the turbo, housing the bearings, is surrounded by a water jacket
* b5 X( _- q) f+ H- B7 H4 D8 ethrough which the engine's water coolant is passed. This water continues to circulate0 f" a% K ]& H3 ]7 V1 w0 @3 m
after the engine is turned off, cooling the turbo, and preventing heat soak.* I6 g( a5 y; \$ z
Do I need to up grade my exhaust ?$ a( h3 a/ ~1 y7 n
Generally not. Our systems are designed to run utilising as much genuine component
, {, m$ m+ s6 Q" Uas possible. Some systems on the market promote exhaust change as it is required by
' T1 }( D6 B; G$ _that particular turbo. Doing so usually picks up more noise than performance.* b( n9 M- {( R& ?' w# u
How noisy should a turbo be ?
9 g9 t: ?* W) [- D0 g2 kOnly an unbalanced, worn out or damaged turbo will produce any significant turbo, b0 X6 S6 F6 J: u
noise.
6 K5 |6 m1 A4 t9 M7 WWhat is an intercooler ?
4 A( Z/ I4 R% D6 j& ]* D2 TA special type of radiator which cools air before it enters the engine. As a turbo; Q0 _+ w# A8 \8 N
compresses air, the air heats up. Power can be increased if the air entering the engine1 z! C) s5 @0 `8 B$ T4 N" t- p( a, F
is cooler. The cooler air is more dense meaning that more fuel can be injected for
; r" Z7 B: W/ ?1 F+ ~more power." r( |6 K" M2 } O6 N" c
Will my vehicle run ‘cooler’ with an intercooler ?# ]7 } ^: v, o9 t# M2 _$ T) t
Theoretically, but not always the case! We commonly find Intercooled 4WD vehicles
+ h# S3 v- o/ p( Grunning hot due to over-fuelling and radiator restriction. Restriction meaning that hot, ^) u) l, @/ x/ G# D3 q
air passes out of the Intercooler over the air conditioning condenser and finally the& C- d" K/ y8 i% }2 s7 F
radiator. The poor old radiator is left with scraps of extremely hot air and then is4 ], P$ Z/ `/ ?9 r u
expected to cool the engine. We don’t advise fitting them as hot Australian conditions2 Z/ M. l3 U+ y
can often be the catalyst for engine heat problems.
4 V' @" d& B- P! a$ t8 ~6 GWhat will happen to my fuel consumption?7 O3 C$ } F/ R$ \* T' |
More power generally means more fuel. With a diesel turbo system, fuel consumption
* Y, B6 N# T1 s, F) `! Sstays 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
