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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. * A% b, v5 G% J% F4 }
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. `0 Q9 l G7 a* V! [" yTech Sheet
; a1 n) m/ w" o) X) w( K' U‘Frequently Asked’$ p& I. e6 m' i+ Z* E4 N
‘Turbo Questions’(In no particular order)
8 c( w! ~8 R7 G( S3 d6 w* M3 B5 AYour turbocharger is engineered to match the specific requirements of the engine it is8 q. |, J2 @+ q
fitted to. Each is dependent on the other to maintain optimum performance. Don't' O7 w0 P7 Z% L
think of the turbo as a bolt-on accessory, rather as an integral part of the engine. The
" J7 a- S- N- |; s3 Z& L1 c5 ?turbo's requirements are similar to the engine’s. It is, therefore, essential that! x0 M- B3 D- t# I) Q$ r
scheduled servicing, using good quality oils and parts, is central to caring for your
# u: i5 ?/ |% T4 |5 H# ?turbo.
u7 @% Y$ M/ {4 x. r0 JIn many instances Berrima Diesel receive turbochargers which have been
+ V4 a" B2 v8 H) s% n( u1 nmisdiagnosed as having a turbo problem, when actually the turbo is not at fault." |$ \5 ^: i: c4 ~/ U& P" ?1 Z
Incorrect fault finding is often caused by a lack of product knowledge. Many
7 \& ^. h8 k# l6 J# tcontributory items around the engine bay can trick the unsuspecting into believing the
: z; ^& M( ^$ l8 ?- F+ c4 l) kturbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not9 A w+ C0 x, O9 L
diagnosed before a replacement turbocharger is fitted, the problem still exists!$ c u( L& t1 R3 C* q5 }/ L9 T+ b
We have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A" |9 R% D6 O- g4 K
turbo can be killed in many ways.
. e! Y. d* r6 V3 @Foreign object damage results in either the air intake "compressor wheel" or exhaust4 T) Q# K+ y0 {- ?2 i9 r3 I
"turbine" wheel being damaged. The former is often caused by someone accidentally
) X# x m* s" \( P3 [leaving a nut or other foreign body in the air induction hoses. Please be extremely
' m2 l( _8 F; l- N! ]$ m; u! e- qcareful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,! p( m" K6 d* y1 J2 F( T
this may be caused by part of an engine component, such as a piece of valve, exiting" B7 U! E( j! s! Q
the engine in rather a hurry! In both cases it results in severe turbocharger damage
$ `/ p- q6 I+ Y, {" j# u8 T finstantly.
l( x8 M$ m+ H% e# G& L0 W" bTurbochargers are simple in operation, but manufactured to precise tolerances as fine" `$ h- u! d# z$ q$ k
as 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single& b) z! x# P, D8 A6 z8 p- G
turbocharger many times, including final assembly. The balancing methods and( _- f1 f7 `( T) ]" \8 d' ?" R
procedures are unique. Without them, no turbocharger can be balanced to the ultrafine: q, B7 j' ]+ k# y5 T4 Y& O2 M
tolerances required for today’s high speed turbos. It is now common for
# e9 r; R0 k' }/ m0 X) q. C) m* ~turbochargers to spin up to 150,000 rpm +.9 G9 B8 R7 \4 s
That’s approximately 35 times faster than most diesel engines rev at the red line!
$ X5 j z+ h2 d* @9 k& D5 PSophisticated machinery and highly trained factory staff ensure that the highest9 e6 [+ y0 l+ H* ^- i2 r
standards are always maintained.
4 m! H2 n, g! l5 t& d9 `Useful tips when driving any turbocharged engine, whether it be petrol or diesel, are. S+ Y! H$ C% J
to always allow the engine to warm-up fully, until the water temperature gauge$ U* I+ e: r; I1 @. S: w4 V
reaches normal, before full throttle is used. Try to plan the end of your journey( b& \8 p* K( \+ t
sympathetically. Don’t use full throttle or allow the engine to labour during the last
( a0 B8 D, ~1 j' b6 hfew miles. This will prevent excessive heat build-up within the turbo when the engine9 K" p2 u( ^& B% L5 M
is turned off. Also, when coming to a standstill, try to leave the engine idling for a+ @) l3 s5 @- A4 @9 Z! F U
few extra seconds to allow the heat to decrease. No need for a timer though, just undo
! o1 M3 s/ d: g# X1 u0 Q+ F# ?your seat belt first and then turn off the engine. Never rev the engine just as the
7 J7 I' l# F) ? m; w. {% |ignition is turned off. Remember the turbo spins at a far greater speed then the- d# h3 V8 q/ u, j" |
engine, but is lubricated with engine oil. Once the engine stops the oil supply ceases
3 d6 H, x7 w: h6 x% owithin a few seconds. In reality, none of the above traits will cause a turbocharger to
5 P% j3 F p6 Q9 ]: i7 tfail immediately, but repeatedly over a long period, they could reduce the life of your
$ w7 O; X& l1 ?- Y8 T9 Kturbocharger.
8 P x& t r, O$ A# Y6 oIf it becomes necessary to seek advice about a turbocharger or a turbo related" A- [" C+ }# K
problem, always rely on a professional. Berrima Diesel, together with DTS3 J% t: W9 D$ e
turbochargers, are Australia’s leading turbo specialist, and are acknowledged as one: O, C# o! H0 J9 v& v( `
of the most experienced turbo installation companies in the world. We can advise% Z9 O; |5 ~4 y& h
customers with turbocharged 4WD’s on a wide variety of questions and issues. N0 f9 E B* ?: x* Y4 }
relating to owning and running a turbo car.
* D, `- D9 U* aIt cannot be stressed too much how important it is, when purchasing turbocharger
0 [% x, v# w7 P0 f$ s9 osystem, always to choose the top brand name -Berrima Diesel. Consider this. As with; W! a! m: X2 l" N. ?7 \
so many things in life, quality costs, and there are sometimes cheaper turbos for sale.$ G4 X4 u# z) g2 m5 L& L) [
Without the safeguard of using a Berrima Diesel turbocharger, you run a serious risk. b& C& V% U" z5 J$ f/ J8 L! j
that your short-term saving may turn out to be a long-term nightmare.
9 a! T6 G4 u0 x4 `What is 'Boost'?
" m9 H" K5 s1 v3 i, v. aBoost is a term used to describe the increase in pressure, provided by the: S3 k6 l4 m: l7 l
turbocharger, to the volume of air, entering the engine. This pressure is expressed in
9 T3 x; r5 x3 La number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same
, N7 n2 X5 x4 X% ]thing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa
5 G1 h3 _, U& w+ E6 b14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power
4 Z' \, W+ x# J+ a9 e- N: B. youtput is increased. This pressure increase is called 'boost'.
4 r* a8 _' w! O5 }How does fitting a Dynamic Turbosystem effect the power of my
% B" J+ a' M. F8 k$ [vehicle?
( ^# ]2 H# s- S3 Z% `. B# FModern 4WD diesel engines, typically produce peak torque (pulling power), at
3 j; G$ f* J8 o+ r3 V* Haround 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M." s+ S# j" N% Q; j
Turbo boost starts at approximately 750 R.P.M. and rises progressively to its3 S) g7 a: N9 {4 P1 t8 l
maximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this- T$ T# N4 `# ?/ w v
point, the percentage torque increase of a correctly tuned installation is approx. 40%,7 D2 |3 ]. n0 T6 d! Z
at the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At
/ O7 R4 J& p9 X5 b8 Yno point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater* ~+ n- b: D; U" O# q) c6 M
than the standard vehicle at the same R.P.M.
4 k0 }( Z9 o% W2 f2 T" ?/ eCan I fit a Dynamic Turbosystem myself and, if not, how long and
( z5 p4 ]% W3 h( z3 |0 t) H; [8 rwhat is the cost of having it fitted for me ?
& |% P9 ~' P3 t$ fWhile most competent mechanics could probably fit a Dynamic Turbosystem,; ~# O2 N9 s: Z; C8 x% s
tuning requires specialised knowledge. The lack of this knowledge could have1 {5 D) }7 q! ^; B1 `1 a
serious consequences. In addition, warranty can only be provided on Dynamic8 i5 ]- ~1 c2 X' w5 h' e
Turbosystems which are installed by authorised facilities.
+ S+ R/ D! ]' W U! j) e3 b: h' RThe cost of having the installation performed by Andrew at Berrima Diesel is
2 I2 N5 ]2 ]1 n& S, d7 Y( D C: Ionly about 10% of the total purchase price. This provides a warranted, correctly+ `7 R K( y" M6 b" r) q0 g
tuned, "no hassle" installation for the customer. All diesel vehicle installation can be8 I3 n7 }/ Y; ^) s4 Q4 Y" y
performed in one day.: J: i1 i. z! r+ D% W; }
What creates the most heat? Fuel or turbo boost?6 E! @, ~' U& k" g4 y1 V
Diesels do not need an air control (eg. manifold butterfly valve. The only ones+ O) d; ~$ T+ I, M8 y- j2 \) b2 _
requiring a butterfly are vacuum operated governor pumps) to operate. The more air- c& M8 k6 v; g+ n
the better. Add too much fuel to the equation and the exhaust gas temperature/ R" t' l0 x1 G2 V
rises rapidly. P. j3 t& S7 I! Z3 r, R0 N
What type of oil and how often should it be changed ?
+ k: T" w1 w9 f$ qTurbos must have good quality oil. Use either a mineral, semi or fully-synthetic$ |6 g1 Z9 F5 |6 c. ~. K5 B6 G
engine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .9 R7 [: D" ?7 G
Change oil at intervals recommended by the vehicle manufacturer.
5 z! _: Y/ i1 j7 fHow long does a turbo last ?( G; ~0 Z2 i/ d
On average, as long as the engine or longer with regular engine servicing and good8 ~ w5 D) v" ?; k! j2 r+ j# z
quality engine oil.& W1 t4 m0 D8 \$ t, s
What is a ‘dump’ valve or ‘blow-off‘ valve ?, X; x, a' F, b$ f
A valve which relieves boost-pressure between the compressor outlet and engine as; u7 o" L: s, T9 D
the throttle is closed (Only required on throttle valve controlled diesels which are
4 }& N! r0 L O2 x: L" u( U1 |. krarely seen these days). These are commonly fitted to hotted up petrol cars so it
9 s1 y* y$ H. R+ v9 A1 [sounds good changing gears among other reasons!9 U4 @1 y1 |% C4 m2 V* A
Can I fit a turbo from another 4WD ?
, }1 |5 S! C$ s9 Y2 Z+ ENo, virtually all turbocharger are different inside, even if they appear similar on the
; n7 ]' c% S# j0 `7 Joutside. The turbo model e.g. Mitsubishi TD04, is only the model, not the
; q) y9 n: c& n# P; _6 n5 e, ` sspecification.6 `, S; x" m$ P( L3 C" b
Should I leave my engine ‘ticking over’ before it is turned off ?5 N( F$ o6 h) V6 j; \! r
Not for normal every day driving, but still worthwhile if the engine has been under# ]8 Z# S0 [- \2 y
load or raced before being turned off. e.g. Towing a caravan or after climbing a long* b7 f5 G) N: y( ~5 `3 C
incline.6 g/ y; s; J8 w7 v {$ y
Why is it important to balance a turbocharger ?
1 n$ h. V+ d [+ b3 @; z) qWithout highly accurate balancing, vibration will create a whining noise, reduce0 Q: ^, }. Q6 O4 t/ |
turbo bearing life and reduce turbo efficiency.
* ^/ o, ]4 J+ FHow much boost does my turbo produce?
; W& x5 x! S4 hCorrectly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with( c1 `7 Q6 j; m- o3 e$ K$ |
Intercooler turbocharged engines running upwards of 13PSI.
* k: n: o* p# f! ^. s: tHow many psi in one bar ?( X& L% A2 K) `. g
14.7 psi = 1 bar. m' L! A: x) o" W
Are all actuators the same ?* d$ z- E5 c" G; f5 i7 [' \2 y; L
No, each has a different opening pressure and rate. ^! R: G- @6 B' _+ t3 e
Oil in the turbo inlet pipe - Should I be concerned ?
8 A8 \- }4 b! E) BA small amount of oil usually exists, drawn in from the engine's crankcase breather
- g' W+ H* F5 O+ xsystem. High engine wear will increase the amount of oil found, and will require
T. D2 M- |6 f6 [2 }further engine tests (not turbo).
' M0 |1 D1 e4 H- x: KShould a turbo be serviced ?8 {. e: C) j% Y2 d: b' n
No specific turbo servicing is required, but regular quality engine servicing is needed
8 a1 o3 `& y/ H& U1 G: e- ?to reduce the chance of turbocharger problems.
, d' j* _$ s R( N7 ?% EWhat is a water-cooled turbo ?
2 E6 V( Q7 L& w0 o" c; C! KThe central part of the turbo, housing the bearings, is surrounded by a water jacket
. s1 x$ V& n6 U2 ~4 v z e8 J7 mthrough which the engine's water coolant is passed. This water continues to circulate
+ S% C2 }' Z) s/ Uafter the engine is turned off, cooling the turbo, and preventing heat soak.' E7 U0 q/ t, q; ?' @6 w
Do I need to up grade my exhaust ?" C8 s2 D% Y. k
Generally not. Our systems are designed to run utilising as much genuine component; i( a0 z4 ?" }( b& t, r/ E8 a4 I
as possible. Some systems on the market promote exhaust change as it is required by
3 Q6 r1 G- u8 l9 G; {that particular turbo. Doing so usually picks up more noise than performance.
& ` F) ^5 A6 V5 CHow noisy should a turbo be ?% i; c8 x* S/ e. W+ ?" c; w. @- _
Only an unbalanced, worn out or damaged turbo will produce any significant turbo
& K4 \ ^: {+ z# jnoise.
7 D) V: |# s# M7 ZWhat is an intercooler ?) I' B+ V" R) B$ l- Y1 d- I& U
A special type of radiator which cools air before it enters the engine. As a turbo# \) ?. d, R" ?/ D% D. u+ l* x: N
compresses air, the air heats up. Power can be increased if the air entering the engine3 Y6 z5 o8 ~+ Y2 c. F+ o
is cooler. The cooler air is more dense meaning that more fuel can be injected for" R2 T% A* I7 P9 m+ j& W2 o% W
more power." I1 n/ }8 i1 e5 h
Will my vehicle run ‘cooler’ with an intercooler ?4 ?3 v+ g7 |" u( Z* u3 ]
Theoretically, but not always the case! We commonly find Intercooled 4WD vehicles8 N! B) M5 L/ ?/ [4 o, V: ^
running hot due to over-fuelling and radiator restriction. Restriction meaning that hot: P, {( L$ i& k: }1 R* {
air passes out of the Intercooler over the air conditioning condenser and finally the; ?# N& w* J2 j" y
radiator. The poor old radiator is left with scraps of extremely hot air and then is( O+ n, @. u1 `2 m! |4 E
expected to cool the engine. We don’t advise fitting them as hot Australian conditions% D2 \. M# y) i4 [' a7 f7 E& j
can often be the catalyst for engine heat problems.
7 u \0 p$ V% ?' V Y7 m/ L' k; ?! w7 eWhat will happen to my fuel consumption?
9 N6 k: S; G: W4 A: ~More power generally means more fuel. With a diesel turbo system, fuel consumption/ r2 P3 A" q/ N# t
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
