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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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# l: H% F* Y% kTech Sheet
& n2 X2 `% B0 |4 a9 H‘Frequently Asked’" w; P1 P7 R& ^5 x, |) U
‘Turbo Questions’(In no particular order)
( D% B& T1 I" Z; _Your turbocharger is engineered to match the specific requirements of the engine it is' t* O) h% Z( ]' L4 ^+ U3 D
fitted to. Each is dependent on the other to maintain optimum performance. Don't
% K9 f3 } F( s g, s- p* S& Kthink of the turbo as a bolt-on accessory, rather as an integral part of the engine. The: k- O* G# M7 I1 b7 M
turbo's requirements are similar to the engine’s. It is, therefore, essential that6 c. i3 h+ @ j8 o% P
scheduled servicing, using good quality oils and parts, is central to caring for your
) q/ A0 E" W7 W6 [turbo.
( u. o! S* f/ T9 s( c& SIn many instances Berrima Diesel receive turbochargers which have been
: O: j# l* n. _- x2 D: f6 Bmisdiagnosed as having a turbo problem, when actually the turbo is not at fault.# _( r& i. d/ P) Q
Incorrect fault finding is often caused by a lack of product knowledge. Many e$ b) [( ^. d: G* ?' M
contributory items around the engine bay can trick the unsuspecting into believing the5 l: t' a, h" `. U2 C' o2 r
turbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not& C1 x; B; {8 Y, j, W0 ?" I
diagnosed before a replacement turbocharger is fitted, the problem still exists!
+ }6 h0 C3 { ~4 t% I: sWe have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A
! u+ B% H: B6 k3 d( M, }2 ] n5 Hturbo can be killed in many ways.' O; z% T/ v; S* s8 l0 }/ k5 V/ j& ?* D
Foreign object damage results in either the air intake "compressor wheel" or exhaust* g5 N4 t+ O# v6 [( j4 g6 }9 Z
"turbine" wheel being damaged. The former is often caused by someone accidentally
; D" D) o7 n2 c5 ]$ i# W, Gleaving a nut or other foreign body in the air induction hoses. Please be extremely
}% d+ {; m; {7 q$ z4 vcareful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,
! x7 B/ v. r5 A' v+ N; Kthis may be caused by part of an engine component, such as a piece of valve, exiting. I8 p& E& C/ T4 @
the engine in rather a hurry! In both cases it results in severe turbocharger damage$ A+ T; u" [8 s) ?8 Z( z! v, ~
instantly.- t% @0 y6 }8 [* T1 I
Turbochargers are simple in operation, but manufactured to precise tolerances as fine! @- |: r6 e" Z" v0 o4 D
as 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single, k# {: ~2 r' X0 z. @
turbocharger many times, including final assembly. The balancing methods and9 d. {( ^) h( S7 W* f& w2 ?
procedures are unique. Without them, no turbocharger can be balanced to the ultrafine$ o- m+ R* t& i7 G4 F
tolerances required for today’s high speed turbos. It is now common for
+ T" m; z) _- xturbochargers to spin up to 150,000 rpm +.
2 g8 M% H' @( H' I$ hThat’s approximately 35 times faster than most diesel engines rev at the red line!& s4 t- x8 J% u9 X1 x, w% }% F
Sophisticated machinery and highly trained factory staff ensure that the highest
3 V6 [1 [+ z& c( V X1 mstandards are always maintained.1 B' {1 |6 t2 }4 }$ K, ?" ~
Useful tips when driving any turbocharged engine, whether it be petrol or diesel, are# l* m% U4 {3 B4 Y0 Q/ H
to always allow the engine to warm-up fully, until the water temperature gauge* ^( w' `& [- M$ I+ @4 r; |: ]& [
reaches normal, before full throttle is used. Try to plan the end of your journey
. ]9 n2 O% F: X. o: A8 r% ~sympathetically. Don’t use full throttle or allow the engine to labour during the last1 v; I: w# l# P; n: i) z
few miles. This will prevent excessive heat build-up within the turbo when the engine4 X! [9 z. B1 |. R
is turned off. Also, when coming to a standstill, try to leave the engine idling for a: K9 ?6 G6 U0 ^+ q( @, a" z1 u
few extra seconds to allow the heat to decrease. No need for a timer though, just undo/ i( _, P/ C# ~. v
your seat belt first and then turn off the engine. Never rev the engine just as the
* A1 Q! b$ x( [2 l! _( T. K6 Vignition is turned off. Remember the turbo spins at a far greater speed then the
) E- i7 [; V6 L6 P1 G4 ^engine, but is lubricated with engine oil. Once the engine stops the oil supply ceases; _4 p* Y/ O9 F. H7 Q1 P
within a few seconds. In reality, none of the above traits will cause a turbocharger to
, l& `' G$ f5 g+ @0 C8 f0 dfail immediately, but repeatedly over a long period, they could reduce the life of your5 K* A. \9 f# E9 s+ L
turbocharger.
9 B e O+ P; @* ^# l9 A2 V; GIf it becomes necessary to seek advice about a turbocharger or a turbo related6 K+ n* v' l! ?6 b0 c6 x
problem, always rely on a professional. Berrima Diesel, together with DTS
/ j9 @! J. u- ^0 W: s, q1 h$ \turbochargers, are Australia’s leading turbo specialist, and are acknowledged as one& i1 j% n; C; }; H% \
of the most experienced turbo installation companies in the world. We can advise
, @" s2 O5 e5 \6 @3 ]customers with turbocharged 4WD’s on a wide variety of questions and issues
$ A" W" |+ |: x5 I0 U6 X1 rrelating to owning and running a turbo car.
- r4 X( V3 B+ C; g" i5 ^8 z( {8 ?It cannot be stressed too much how important it is, when purchasing turbocharger
; [2 m7 @4 ]; P, S8 fsystem, always to choose the top brand name -Berrima Diesel. Consider this. As with" B, i( M4 z0 r3 J% H
so many things in life, quality costs, and there are sometimes cheaper turbos for sale.% N# ]' G6 r- \- g T
Without the safeguard of using a Berrima Diesel turbocharger, you run a serious risk) j1 W7 _, S2 V" D' O2 q
that your short-term saving may turn out to be a long-term nightmare.
6 P& Y1 S2 c2 ?3 A: ~* X/ tWhat is 'Boost'?
2 W& P; | l1 m u4 U* w$ `4 ~Boost is a term used to describe the increase in pressure, provided by the
' |3 p; h2 ?. `# Mturbocharger, to the volume of air, entering the engine. This pressure is expressed in
9 I, S& V G- }, A$ {! L" ~) V( ya number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same
4 h$ g! T, c" r% p3 n3 ?thing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa
. L/ C8 r! B4 |% `& y14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power [: U$ F D) |1 s
output is increased. This pressure increase is called 'boost'.5 |% A( s# z+ t7 S$ ]9 J- C
How does fitting a Dynamic Turbosystem effect the power of my- M( G7 r4 x; K0 Y8 O- G" e# g
vehicle?
. H* S4 e3 `+ a7 jModern 4WD diesel engines, typically produce peak torque (pulling power), at
* @7 w% j$ G/ v2 H; maround 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.
* e0 }3 {; u9 @ tTurbo boost starts at approximately 750 R.P.M. and rises progressively to its) v1 _; }% @2 r& ~/ v) ^) V
maximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this
( U% e) J# W8 i! Cpoint, the percentage torque increase of a correctly tuned installation is approx. 40%,; C8 T2 f9 ?, \0 h& l
at the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At$ p9 w5 Y5 y( d
no point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater
( d, T* I7 k5 T' D, }% R% dthan the standard vehicle at the same R.P.M.
% B; ]& W# o7 r3 Q! w( oCan I fit a Dynamic Turbosystem myself and, if not, how long and0 \0 d7 z6 `& c; V a8 ~
what is the cost of having it fitted for me ?# G: {5 R/ K$ m# }
While most competent mechanics could probably fit a Dynamic Turbosystem,
: v7 e/ s6 B: H9 o/ y$ Qtuning requires specialised knowledge. The lack of this knowledge could have
( y( ~, G0 ]6 W, U4 b4 O8 M- z& Gserious consequences. In addition, warranty can only be provided on Dynamic- ~7 h3 G! ~) ?) G
Turbosystems which are installed by authorised facilities.
& [, H* h. J% _6 cThe cost of having the installation performed by Andrew at Berrima Diesel is
& _% F% O8 ]7 ?, r: @only about 10% of the total purchase price. This provides a warranted, correctly
. R4 n1 M# ~- I) b& J7 D0 wtuned, "no hassle" installation for the customer. All diesel vehicle installation can be
/ [3 t: z5 x& K5 O% E/ Kperformed in one day.- W6 P6 G* P& z; s! M* R
What creates the most heat? Fuel or turbo boost?% y" p: l$ [3 @, F/ S
Diesels do not need an air control (eg. manifold butterfly valve. The only ones8 k { ?2 p+ B6 D
requiring a butterfly are vacuum operated governor pumps) to operate. The more air F- V( P, m) ?2 ]0 z
the better. Add too much fuel to the equation and the exhaust gas temperature
+ U- [# K+ H, j/ [* a( l2 irises rapidly.
7 i7 Y; l( c9 e0 [3 v9 ^1 nWhat type of oil and how often should it be changed ?' j7 [+ R: V5 i q( k9 |4 G+ W
Turbos must have good quality oil. Use either a mineral, semi or fully-synthetic4 D0 F4 l+ w4 {# W0 _2 Q7 \0 d+ Y
engine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .
, I; j$ m! y0 ~. LChange oil at intervals recommended by the vehicle manufacturer.7 J# D3 u2 c- U, a0 y; e, A
How long does a turbo last ?
n6 ?3 J3 E5 \" l$ f: L! Q: eOn average, as long as the engine or longer with regular engine servicing and good5 p9 q& I6 y) n0 z" n" C" k
quality engine oil.
# I. b) V4 `2 ]& uWhat is a ‘dump’ valve or ‘blow-off‘ valve ?8 {/ t$ [' x! [- \
A valve which relieves boost-pressure between the compressor outlet and engine as
% R2 D) `4 k/ f3 J2 K4 tthe throttle is closed (Only required on throttle valve controlled diesels which are
5 ^4 n/ t1 p, J. [$ x9 } Urarely seen these days). These are commonly fitted to hotted up petrol cars so it: k& g. u4 M5 w" m7 U
sounds good changing gears among other reasons!
5 ~/ \, R- @$ E0 [& BCan I fit a turbo from another 4WD ?
# e2 q/ \6 a9 p fNo, virtually all turbocharger are different inside, even if they appear similar on the$ D! E7 y- m7 P* B% |
outside. The turbo model e.g. Mitsubishi TD04, is only the model, not the
7 O4 }3 r1 H: ^: t6 {specification.+ S# z7 ~- K. j' |: p
Should I leave my engine ‘ticking over’ before it is turned off ?# u! h3 i |* @# A# w7 U! D9 f- P: h. S
Not for normal every day driving, but still worthwhile if the engine has been under' [2 E( C" x8 V+ x
load or raced before being turned off. e.g. Towing a caravan or after climbing a long6 o0 Q: R5 O. c$ n* L \) {
incline.
- I/ T' \, z( wWhy is it important to balance a turbocharger ?
4 U3 v( L# u4 S8 ], F! w: T" [Without highly accurate balancing, vibration will create a whining noise, reduce. ^9 d& L1 J0 {) Y) ?3 K
turbo bearing life and reduce turbo efficiency.
- }$ m* C$ K* c- ^ V+ U% M6 kHow much boost does my turbo produce?
' R2 c* `3 E. L+ m9 l1 `Correctly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with0 S# j# c' a; C5 n+ g4 l
Intercooler turbocharged engines running upwards of 13PSI./ V! w5 C& l" N l; O+ F& e7 D
How many psi in one bar ?
5 F6 j3 h( A; L7 R, L14.7 psi = 1 bar.
0 v& P# B2 V1 t2 iAre all actuators the same ?& m" ?- ^9 r/ w2 @: ^+ b- _
No, each has a different opening pressure and rate.
; U8 y0 S! v/ T* \Oil in the turbo inlet pipe - Should I be concerned ?" J9 Z: Z. z+ v; B
A small amount of oil usually exists, drawn in from the engine's crankcase breather
3 ?& d" w2 x# M& o+ Y1 bsystem. High engine wear will increase the amount of oil found, and will require0 T5 p4 |+ s/ O( h$ M1 G
further engine tests (not turbo).% [; D+ @ K& B1 K
Should a turbo be serviced ?
( Y* m$ R) x4 {4 ^No specific turbo servicing is required, but regular quality engine servicing is needed
+ I0 I9 ]/ q* K% Xto reduce the chance of turbocharger problems.
s8 A1 t* N% i1 W( N/ aWhat is a water-cooled turbo ?2 T9 x! u s& B, b
The central part of the turbo, housing the bearings, is surrounded by a water jacket
9 [3 j, q1 e; R; e( D1 B, g3 U, Y8 Zthrough which the engine's water coolant is passed. This water continues to circulate2 |: M( A4 d( x, w
after the engine is turned off, cooling the turbo, and preventing heat soak.
3 V, c! J4 J4 }& `5 M2 R& @Do I need to up grade my exhaust ?! C9 f, B8 D0 C5 A: E M J( w5 L; I8 |
Generally not. Our systems are designed to run utilising as much genuine component- {$ r J3 t a6 `, W, h/ M
as possible. Some systems on the market promote exhaust change as it is required by+ s* M- p1 b8 [7 t$ D
that particular turbo. Doing so usually picks up more noise than performance.
$ B3 }3 J# d7 h- g% l( X7 k* WHow noisy should a turbo be ?7 [3 g3 d0 I) r4 y, C4 H; V
Only an unbalanced, worn out or damaged turbo will produce any significant turbo
* |8 g/ N3 X, Lnoise.8 J$ h3 Z+ |/ e" l9 U2 O
What is an intercooler ?
# H; ^2 ^% B7 f( k9 q4 D; vA special type of radiator which cools air before it enters the engine. As a turbo! \5 E" d# F& e% t- O/ ]
compresses air, the air heats up. Power can be increased if the air entering the engine
8 z3 ~+ k. {) j9 k( C6 Ais cooler. The cooler air is more dense meaning that more fuel can be injected for
+ Y! g% p) V* n/ y" Zmore power.1 j1 l9 A0 A; M) h$ m* I) A
Will my vehicle run ‘cooler’ with an intercooler ?& i' W( b4 b! c: Y: V' r) K# ^
Theoretically, but not always the case! We commonly find Intercooled 4WD vehicles& p( d9 W. L# s$ ?5 O
running hot due to over-fuelling and radiator restriction. Restriction meaning that hot3 b }/ K* K: f. n+ C
air passes out of the Intercooler over the air conditioning condenser and finally the' O& q7 O2 |! F
radiator. The poor old radiator is left with scraps of extremely hot air and then is6 I! ?2 ?7 B1 f- B5 A6 }( N
expected to cool the engine. We don’t advise fitting them as hot Australian conditions
, V5 V4 S+ o$ i4 v g8 Y5 Z+ R# Gcan often be the catalyst for engine heat problems." ^2 n. e0 b( x7 h; J
What will happen to my fuel consumption?
5 c7 S5 B( e1 S1 R6 O3 ]; {1 IMore power generally means more fuel. With a diesel turbo system, fuel consumption
- ^0 S2 s, T+ I& Y* L+ y0 Tstays 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
