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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. 6 m$ z5 J- g) M# ]1 i
5 N% S: Y- @6 q2 }7 T8 \: H* f
* I9 r" R1 g( h3 m7 T; ?1 E( }% W; KTech Sheet
% `, t3 F* d! A! S‘Frequently Asked’
" n9 K" [ ^" b# C; ]‘Turbo Questions’(In no particular order)
! N4 }* N1 C: YYour turbocharger is engineered to match the specific requirements of the engine it is, _1 g' d, v! Z1 ^' e4 W* A7 N2 e
fitted to. Each is dependent on the other to maintain optimum performance. Don't2 W g; h+ j2 r
think of the turbo as a bolt-on accessory, rather as an integral part of the engine. The( s* I' O( @, z. V
turbo's requirements are similar to the engine’s. It is, therefore, essential that
7 L* A3 F8 F! U# a; o+ o/ f! ~scheduled servicing, using good quality oils and parts, is central to caring for your! G9 t" @: c) ?, o7 K f
turbo.5 S1 w8 O$ r1 ^& y1 e9 d' k3 Z
In many instances Berrima Diesel receive turbochargers which have been
+ K$ m3 H) M! }, r# Hmisdiagnosed as having a turbo problem, when actually the turbo is not at fault.8 o H6 h, B+ A. w8 }7 S+ X F
Incorrect fault finding is often caused by a lack of product knowledge. Many# d( U5 F8 [1 z, y. j& j) \4 D/ W
contributory items around the engine bay can trick the unsuspecting into believing the
Z9 X+ g3 K* E( J& d% N2 M# uturbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not
0 O+ k- O; Y7 L- K8 k+ Ddiagnosed before a replacement turbocharger is fitted, the problem still exists!. @+ |: `" X% v- g: h
We have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A
/ t! \9 |6 X' Z9 G0 r7 ]. D; J. x" Yturbo can be killed in many ways.
' d6 T; S. F6 i7 U5 N0 HForeign object damage results in either the air intake "compressor wheel" or exhaust( a7 @ {( q- J9 N- U+ |
"turbine" wheel being damaged. The former is often caused by someone accidentally
5 I, C5 P, E5 l! J2 h7 }) l+ ~- K7 r. Ileaving a nut or other foreign body in the air induction hoses. Please be extremely# \$ L9 v& t6 C2 ]/ j
careful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,
3 U% }) W# O1 M/ |: ?- }this may be caused by part of an engine component, such as a piece of valve, exiting
* S* U" q+ r; t) `) T Othe engine in rather a hurry! In both cases it results in severe turbocharger damage
8 C& O5 _' {' Y- n1 J. finstantly.
; q, w* M/ M3 VTurbochargers are simple in operation, but manufactured to precise tolerances as fine" K$ m2 z$ F; d7 a2 X
as 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single( X; |2 R3 J" X
turbocharger many times, including final assembly. The balancing methods and
6 V% i. s/ k% q( y* N; mprocedures are unique. Without them, no turbocharger can be balanced to the ultrafine, M6 {" O" x0 E# W* C5 }0 o
tolerances required for today’s high speed turbos. It is now common for
# U( E+ M$ e2 dturbochargers to spin up to 150,000 rpm +.! U3 x0 z* u3 }5 S" c4 Z; R% t
That’s approximately 35 times faster than most diesel engines rev at the red line!0 E9 H$ F9 L0 q; P$ c- S3 q
Sophisticated machinery and highly trained factory staff ensure that the highest
+ X5 v! m/ |2 e! r( @5 F d% n0 ?standards are always maintained.
; U6 K& `' H d. L. o4 BUseful tips when driving any turbocharged engine, whether it be petrol or diesel, are
8 L3 Y5 T) f( ito always allow the engine to warm-up fully, until the water temperature gauge
+ I6 w6 M$ Z8 yreaches normal, before full throttle is used. Try to plan the end of your journey. Z: a N3 f) s7 ]! B, Y
sympathetically. Don’t use full throttle or allow the engine to labour during the last
- Z8 b: X: x. y6 Tfew miles. This will prevent excessive heat build-up within the turbo when the engine
8 V2 I5 R! D) a: B3 i8 p( a: lis turned off. Also, when coming to a standstill, try to leave the engine idling for a
4 C" R, V/ `$ y- n* f# I8 nfew extra seconds to allow the heat to decrease. No need for a timer though, just undo
, p+ i$ Q5 Q E* d- Gyour seat belt first and then turn off the engine. Never rev the engine just as the
. {9 G! w; y8 nignition is turned off. Remember the turbo spins at a far greater speed then the
5 A4 ]6 r1 ^) T' u" D- t/ |. O3 q' Gengine, but is lubricated with engine oil. Once the engine stops the oil supply ceases
) d2 I5 I0 n2 r* J! L4 ~8 Gwithin a few seconds. In reality, none of the above traits will cause a turbocharger to
9 n& Y' T" C# r5 w2 p& efail immediately, but repeatedly over a long period, they could reduce the life of your
, n, V3 r9 D" c# C1 y! Bturbocharger.% {, V) W' l) U4 u0 t- c. q
If it becomes necessary to seek advice about a turbocharger or a turbo related/ h; }+ G1 d$ U. b' @) v/ L
problem, always rely on a professional. Berrima Diesel, together with DTS; q ?+ o0 F# [' F
turbochargers, are Australia’s leading turbo specialist, and are acknowledged as one
5 k* V* ^3 I7 S1 r" e& Eof the most experienced turbo installation companies in the world. We can advise# z5 P) I# v: ~+ B' B7 f
customers with turbocharged 4WD’s on a wide variety of questions and issues/ B* @" y7 [" I3 i( B& O/ Z8 Y
relating to owning and running a turbo car.
! l1 Z8 i, M" q; m" p8 EIt cannot be stressed too much how important it is, when purchasing turbocharger
- k% w' e( j9 L. I4 Y" `) {* wsystem, always to choose the top brand name -Berrima Diesel. Consider this. As with9 K, m2 Z" ~. A1 ?. q
so many things in life, quality costs, and there are sometimes cheaper turbos for sale./ P! e& J+ V" ?! x8 m3 A
Without the safeguard of using a Berrima Diesel turbocharger, you run a serious risk: j- t. s: V7 o% x2 n7 x
that your short-term saving may turn out to be a long-term nightmare.: ~& l) X. v. D4 ?8 \! b
What is 'Boost'?+ m$ g% G/ F0 i- j3 l
Boost is a term used to describe the increase in pressure, provided by the$ q% {) x% M) @4 o0 @8 d! u4 Q
turbocharger, to the volume of air, entering the engine. This pressure is expressed in6 \0 i) A- s7 q6 P4 Z+ |9 j% |& ~
a number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same
% O+ [: X+ m. nthing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa
" T* U$ ^1 j! [( t G. h14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power9 ?3 S0 V# \# J
output is increased. This pressure increase is called 'boost'.
- H+ J. |) m6 jHow does fitting a Dynamic Turbosystem effect the power of my
% X! z: i7 P/ {9 n2 ovehicle?
1 `: A1 ^8 j) d! m& z; h$ cModern 4WD diesel engines, typically produce peak torque (pulling power), at
6 n: ?0 ~( j& J& \1 Aaround 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.1 N0 T% H; d* T) y
Turbo boost starts at approximately 750 R.P.M. and rises progressively to its
9 d6 i$ B0 |; s5 P3 V4 Z* dmaximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this# {8 @* U$ V5 C+ U: u- ^
point, the percentage torque increase of a correctly tuned installation is approx. 40%,
9 F8 N% E0 `' t. k/ P! M7 g3 Yat the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At
8 r/ b* p& d) i- {no point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater
8 W) J8 U' Y: d6 u+ D$ w# Kthan the standard vehicle at the same R.P.M.
E% ]& m0 T. T j9 ]+ e8 J8 bCan I fit a Dynamic Turbosystem myself and, if not, how long and$ a2 v0 m! F, S) c4 f
what is the cost of having it fitted for me ?. A! Q0 j9 b- J$ f# A- K: ?0 ^0 f
While most competent mechanics could probably fit a Dynamic Turbosystem,
6 n Q1 d8 E1 A, n& Ptuning requires specialised knowledge. The lack of this knowledge could have
+ ~2 f, p4 g, X3 S) ~serious consequences. In addition, warranty can only be provided on Dynamic
' M. F" M# a0 z: e* I0 t( ITurbosystems which are installed by authorised facilities.# f) y3 ]9 b. y0 H& h7 ^" x
The cost of having the installation performed by Andrew at Berrima Diesel is
7 P3 q, A% N5 M/ ronly about 10% of the total purchase price. This provides a warranted, correctly
# S5 ]) P4 }0 p1 F3 a9 vtuned, "no hassle" installation for the customer. All diesel vehicle installation can be
0 J1 `1 F) z n( [8 q; c& i# g0 tperformed in one day.) p F2 y: s3 v/ F# \ d
What creates the most heat? Fuel or turbo boost?! p5 h+ v2 _0 z: C0 `+ @
Diesels do not need an air control (eg. manifold butterfly valve. The only ones- i( J; x) v# U, Z0 n. f2 e6 x
requiring a butterfly are vacuum operated governor pumps) to operate. The more air% @; u# t- L& A3 t/ D r2 s% {
the better. Add too much fuel to the equation and the exhaust gas temperature
4 f5 t* x7 F" m6 {5 [$ Wrises rapidly.% Y4 o7 l! a5 X0 i- I
What type of oil and how often should it be changed ?* ?/ F& F' @0 |8 r. }$ F; p1 w
Turbos must have good quality oil. Use either a mineral, semi or fully-synthetic! t ^+ v* i3 H! b$ ^
engine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra ./ e9 K% k& _- X. L7 h
Change oil at intervals recommended by the vehicle manufacturer. O9 A, Y, }' Q& H* T
How long does a turbo last ?: [1 u. W) D- j) F
On average, as long as the engine or longer with regular engine servicing and good
- P9 i6 i# _; q7 N% n+ \2 H3 wquality engine oil. M. V+ c1 o+ a) F) q' w% k y% m- }
What is a ‘dump’ valve or ‘blow-off‘ valve ?
1 Y+ q2 A7 y& E! qA valve which relieves boost-pressure between the compressor outlet and engine as
0 D% \: N% g0 r% W6 b; W ithe throttle is closed (Only required on throttle valve controlled diesels which are
1 @, X, M6 C% A& ^rarely seen these days). These are commonly fitted to hotted up petrol cars so it4 I& [$ M8 f5 P% O. J$ ` G& p* b8 c
sounds good changing gears among other reasons!6 ~8 Y( B" a z1 d0 p+ u
Can I fit a turbo from another 4WD ?
% M+ m2 q5 f4 ~) ~9 oNo, virtually all turbocharger are different inside, even if they appear similar on the
8 S" f* C% Z* }0 r3 {% _; joutside. The turbo model e.g. Mitsubishi TD04, is only the model, not the6 `$ Z2 T) x1 [5 `( O5 w( p
specification.! J. x, w. k [% @+ G! A2 W
Should I leave my engine ‘ticking over’ before it is turned off ?
0 z7 O: g0 B. S2 rNot for normal every day driving, but still worthwhile if the engine has been under2 m6 L" v+ X: G0 e! N
load or raced before being turned off. e.g. Towing a caravan or after climbing a long5 L5 j5 z( ` i# h% O0 i% \
incline.
! ]4 }8 J" f" b; UWhy is it important to balance a turbocharger ?
6 h/ r$ L' C5 Q8 p, I, Y% y" DWithout highly accurate balancing, vibration will create a whining noise, reduce
- U4 H7 G" b6 Q; }turbo bearing life and reduce turbo efficiency.) ]2 o4 V) j! G1 F$ H; [& q' U
How much boost does my turbo produce?* X. I9 H1 m! {, f4 G5 M
Correctly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with# n3 C( U, h* i- {; T
Intercooler turbocharged engines running upwards of 13PSI.1 r* J+ {% u( s2 W% u0 p
How many psi in one bar ?1 [" _: E. m- i! D- e9 M1 X/ C7 L8 F# p
14.7 psi = 1 bar.
- x T0 C+ }( z4 X: dAre all actuators the same ?/ l2 n( }. q7 r! v a
No, each has a different opening pressure and rate.
# z. |' x1 e/ J$ u: lOil in the turbo inlet pipe - Should I be concerned ?4 s3 Y; O+ p8 p1 L7 U% j$ u
A small amount of oil usually exists, drawn in from the engine's crankcase breather
- b' ]8 n( `( E: Bsystem. High engine wear will increase the amount of oil found, and will require- q- R" h0 N( r5 Q6 L
further engine tests (not turbo).2 G( H* f, V$ Y
Should a turbo be serviced ?& T; `2 H6 U& {
No specific turbo servicing is required, but regular quality engine servicing is needed
5 Z% p% X! h- [( x; J2 `to reduce the chance of turbocharger problems.
; n( O- x: N2 f' e% mWhat is a water-cooled turbo ?
) N: r. n2 i- C# a) u7 [; i% D' hThe central part of the turbo, housing the bearings, is surrounded by a water jacket
8 ~3 K! [* ^5 j+ i' u0 X% T2 b, othrough which the engine's water coolant is passed. This water continues to circulate3 B& S/ I+ r6 A+ {, {7 x; q4 b
after the engine is turned off, cooling the turbo, and preventing heat soak.' }4 x) Q9 V& N
Do I need to up grade my exhaust ?
% H; a0 R3 Q4 M3 K! _/ p( h4 PGenerally not. Our systems are designed to run utilising as much genuine component# H) c) T: u/ S9 u5 t( @
as possible. Some systems on the market promote exhaust change as it is required by" [5 U8 V0 M$ t/ a# f
that particular turbo. Doing so usually picks up more noise than performance.
' j4 g* ~# g( L8 oHow noisy should a turbo be ?
+ b7 V2 }2 F3 ^ eOnly an unbalanced, worn out or damaged turbo will produce any significant turbo
" ^. i; H( u& x* j! {6 inoise.% T f$ t9 ~" X3 q l0 o& Z9 W
What is an intercooler ?
. l" m* ?% a& ?* O4 a3 p+ v7 n* GA special type of radiator which cools air before it enters the engine. As a turbo! `7 X" U+ H4 P" f; H
compresses air, the air heats up. Power can be increased if the air entering the engine
: g }% _1 a1 b, y$ a8 ^is cooler. The cooler air is more dense meaning that more fuel can be injected for
. S9 Y9 C3 b! M( z0 Q, Umore power.
t- e7 T6 W+ [! Y" tWill my vehicle run ‘cooler’ with an intercooler ?: r$ u7 ~: y" o3 c: L+ ^/ Z+ X" X- h
Theoretically, but not always the case! We commonly find Intercooled 4WD vehicles
7 A& b$ o" m" H! Nrunning hot due to over-fuelling and radiator restriction. Restriction meaning that hot
( g& g0 ?0 e) T( b3 X9 v0 y( ]4 X, lair passes out of the Intercooler over the air conditioning condenser and finally the* Y7 H3 V6 c( ~. _ v- w
radiator. The poor old radiator is left with scraps of extremely hot air and then is
k& E7 Y6 ^. o* h$ Aexpected to cool the engine. We don’t advise fitting them as hot Australian conditions1 M$ ~7 [9 J- C- W; y0 A# F
can often be the catalyst for engine heat problems.2 U j* ? p7 ~1 I; Z# [4 M
What will happen to my fuel consumption?
4 H% D. A T% dMore power generally means more fuel. With a diesel turbo system, fuel consumption
6 B6 I# ]# J& e7 rstays 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
