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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. 9 g' O" n3 ]- z# o! k
6 G* @+ S& o7 j, N; @* y8 z7 j ?
! \1 ^* \5 r A1 M+ Y; dTech Sheet, p. T- m7 z% K, z4 s1 Y# e6 o
‘Frequently Asked’* s' A7 ~6 E7 Q; s
‘Turbo Questions’(In no particular order)
& t5 U. [0 Z$ m; j# r( I! Z) I/ hYour turbocharger is engineered to match the specific requirements of the engine it is
% g5 [% ~. F! p# u/ h X. [& Jfitted to. Each is dependent on the other to maintain optimum performance. Don't. p) J- ]% m" `! h" j% [# n* d
think of the turbo as a bolt-on accessory, rather as an integral part of the engine. The6 K1 m1 Z) Q6 N0 n- H* M' d
turbo's requirements are similar to the engine’s. It is, therefore, essential that* c: [$ w! x* x
scheduled servicing, using good quality oils and parts, is central to caring for your
0 p b0 u7 ~; @8 C/ Mturbo.0 R4 s) K+ [5 O7 {( C1 I9 C/ [& S
In many instances Berrima Diesel receive turbochargers which have been
9 N: {. T0 M5 e4 Pmisdiagnosed as having a turbo problem, when actually the turbo is not at fault.* A7 K+ }8 u2 K7 @6 v/ h! T! ?
Incorrect fault finding is often caused by a lack of product knowledge. Many' H. b0 C5 o' X, p% ?$ }
contributory items around the engine bay can trick the unsuspecting into believing the
0 J2 }$ b7 p* `% E6 i* |% bturbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not! w4 ]8 \$ l3 a, ?
diagnosed before a replacement turbocharger is fitted, the problem still exists!! u+ ^! s" o) _+ t& [
We have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A" m1 q6 D' G/ S# h/ x: _% v9 f
turbo can be killed in many ways.
0 R! [$ v# [3 n3 A* L: D JForeign object damage results in either the air intake "compressor wheel" or exhaust G6 W: d' r+ e& ^! R
"turbine" wheel being damaged. The former is often caused by someone accidentally) c" n+ C; D/ t* L, C* J
leaving a nut or other foreign body in the air induction hoses. Please be extremely2 @, Z. m8 X; t# J5 H2 e
careful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,
# l! }( F9 L1 Q# q/ Z: d; Dthis may be caused by part of an engine component, such as a piece of valve, exiting
5 n+ @+ Y+ E8 h6 Rthe engine in rather a hurry! In both cases it results in severe turbocharger damage( @8 u# J5 E1 I; m4 j
instantly.
' w1 Z5 O \; B; JTurbochargers are simple in operation, but manufactured to precise tolerances as fine1 r3 s9 s, Z% d5 p/ ~8 | Q
as 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single. S* @/ P# Z, j4 s' O: D. w6 }- L/ j
turbocharger many times, including final assembly. The balancing methods and
( L: C L- J2 i8 fprocedures are unique. Without them, no turbocharger can be balanced to the ultrafine8 S0 E* P/ _5 u2 z: h# N I8 [7 |! o
tolerances required for today’s high speed turbos. It is now common for/ z$ Z r: p) ]' X
turbochargers to spin up to 150,000 rpm +.% p, A$ f% E8 J9 U: Y$ L/ u
That’s approximately 35 times faster than most diesel engines rev at the red line!: t2 |, _( m1 A$ ?2 B0 h5 {4 B
Sophisticated machinery and highly trained factory staff ensure that the highest
+ D6 O0 K5 S6 O$ F M( Ustandards are always maintained.; }8 v" k$ K4 S* K. t
Useful tips when driving any turbocharged engine, whether it be petrol or diesel, are) e& D0 b' I; F+ c
to always allow the engine to warm-up fully, until the water temperature gauge" {1 J% ^7 }3 L/ U: a; _. _
reaches normal, before full throttle is used. Try to plan the end of your journey! i. r7 Q. X+ z& t! J8 M6 W1 `
sympathetically. Don’t use full throttle or allow the engine to labour during the last* O6 O; R3 E. n. V/ D# X
few miles. This will prevent excessive heat build-up within the turbo when the engine* d4 d: u1 h% @( {) T, l
is turned off. Also, when coming to a standstill, try to leave the engine idling for a
; T$ e* Z6 V5 \% `# C, a( ^few extra seconds to allow the heat to decrease. No need for a timer though, just undo, L5 }0 F G3 _, p2 b
your seat belt first and then turn off the engine. Never rev the engine just as the
. S _0 k+ ]* [( |6 p4 B8 _! i# nignition is turned off. Remember the turbo spins at a far greater speed then the
$ V+ e: R" e! [% s2 N' x' f3 |engine, but is lubricated with engine oil. Once the engine stops the oil supply ceases9 O' h, F8 {6 l4 N
within a few seconds. In reality, none of the above traits will cause a turbocharger to8 \: l9 G/ E Z8 p4 T0 z
fail immediately, but repeatedly over a long period, they could reduce the life of your- a! ?. g& e8 O: b3 p# ^
turbocharger.
% z8 z; E g5 P; {6 K% NIf it becomes necessary to seek advice about a turbocharger or a turbo related
! U0 a$ s$ c0 t+ L$ B* ^9 oproblem, always rely on a professional. Berrima Diesel, together with DTS
' o& U+ V2 P U. i. k, b! y, C, Gturbochargers, are Australia’s leading turbo specialist, and are acknowledged as one l3 f7 Z" \% I2 ~; ]
of the most experienced turbo installation companies in the world. We can advise$ o/ S& ]! G V: k/ ^+ A) h
customers with turbocharged 4WD’s on a wide variety of questions and issues! X6 i2 r+ n, j3 f
relating to owning and running a turbo car.0 `& O( u2 g% v, I2 A
It cannot be stressed too much how important it is, when purchasing turbocharger
* C9 C7 V& S) s3 R5 p! ~, Dsystem, always to choose the top brand name -Berrima Diesel. Consider this. As with3 a) A- C) P) i! n6 s) e
so many things in life, quality costs, and there are sometimes cheaper turbos for sale.
6 o% g* v8 s8 r/ L) i3 {Without the safeguard of using a Berrima Diesel turbocharger, you run a serious risk
- N* W( F9 p% o1 I6 f( f2 Fthat your short-term saving may turn out to be a long-term nightmare.
0 K- G. x8 B& ~# l, kWhat is 'Boost'?9 _* l) Q( I4 q' s9 E b9 U; B
Boost is a term used to describe the increase in pressure, provided by the5 s, W9 F+ ?( A
turbocharger, to the volume of air, entering the engine. This pressure is expressed in/ C, I& H9 Q0 x. n' u! V
a number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same
* H! }4 y, j5 I% L7 ]thing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa
. b% S: S3 Q' j" o9 d14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power
" z+ p: t3 z/ ^) o8 P! B- d7 joutput is increased. This pressure increase is called 'boost'.: x* ]9 |/ A; G: g% x+ y
How does fitting a Dynamic Turbosystem effect the power of my
7 q5 `; k# h' p# d- c) @vehicle?
3 L5 y+ M+ O& T* D" Z; d4 LModern 4WD diesel engines, typically produce peak torque (pulling power), at
+ p2 T, d; |% e) K; g8 X3 uaround 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.+ F4 W: ~1 @$ P
Turbo boost starts at approximately 750 R.P.M. and rises progressively to its+ _, R& Q0 W4 Z. ?6 y0 d2 p8 D% u
maximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this
; s7 Q1 u# w5 {point, the percentage torque increase of a correctly tuned installation is approx. 40%,
! o; D V# U/ @! @at the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At
( i7 P% J3 G! F8 S" e8 n3 X8 b6 P5 ono point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater' Y/ x% j6 b0 Z6 D- C; I7 c$ N
than the standard vehicle at the same R.P.M.7 b. h7 b4 k1 q) W8 _
Can I fit a Dynamic Turbosystem myself and, if not, how long and
; Q* W% d1 e! i V' l! @, h) {( Lwhat is the cost of having it fitted for me ?
" p% k0 I( |" P6 `( s% d0 NWhile most competent mechanics could probably fit a Dynamic Turbosystem,
* K% ]# D3 `) U N/ I% \+ s, ?tuning requires specialised knowledge. The lack of this knowledge could have
6 H' Y2 U: J2 n7 B; |/ M; gserious consequences. In addition, warranty can only be provided on Dynamic ?7 x+ u/ C+ _$ O, k7 G# ]- R, \
Turbosystems which are installed by authorised facilities.; J2 u7 s7 M W+ c9 U
The cost of having the installation performed by Andrew at Berrima Diesel is
+ H8 r. A, h" z/ W" j; Uonly about 10% of the total purchase price. This provides a warranted, correctly: l5 Q% W( g2 ^3 v3 Z" {
tuned, "no hassle" installation for the customer. All diesel vehicle installation can be R2 d$ q% i! E( A$ o( A) ^: ]
performed in one day.
: w$ y- i( I* C! }What creates the most heat? Fuel or turbo boost?
6 h0 _. j9 h1 G% C }; YDiesels do not need an air control (eg. manifold butterfly valve. The only ones) U* ?6 g$ ]( P- [* L" M
requiring a butterfly are vacuum operated governor pumps) to operate. The more air
0 Y. D% o# h2 V8 Gthe better. Add too much fuel to the equation and the exhaust gas temperature! w9 B/ M4 D0 U1 v
rises rapidly.4 L6 E- y+ r( l# @) g4 _
What type of oil and how often should it be changed ?# u" V1 P9 d, H) V0 X3 u
Turbos must have good quality oil. Use either a mineral, semi or fully-synthetic# J; N$ i$ Y# h, m( }
engine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .
* B( X# N2 |) [/ Z* K/ K* |" l1 D) q: oChange oil at intervals recommended by the vehicle manufacturer.
4 [8 a& z/ Y- F; o3 F, KHow long does a turbo last ?
! ~0 a! j. d7 \On average, as long as the engine or longer with regular engine servicing and good6 x! x: K- k4 B: f! L: m& m$ [
quality engine oil.. @6 e4 I- X" ?
What is a ‘dump’ valve or ‘blow-off‘ valve ?
7 j1 R! Q' g) w5 F8 G; Z7 i! tA valve which relieves boost-pressure between the compressor outlet and engine as7 g* X) ]5 ]3 Y9 ~1 F8 x
the throttle is closed (Only required on throttle valve controlled diesels which are2 u; }( H: @0 G6 J3 j+ C& e0 W
rarely seen these days). These are commonly fitted to hotted up petrol cars so it" a/ x) i9 Y& w9 Q% F
sounds good changing gears among other reasons!* [- H+ x2 O7 M7 m6 m3 P
Can I fit a turbo from another 4WD ?6 r5 D5 B! E; @% u
No, virtually all turbocharger are different inside, even if they appear similar on the! P1 v/ m( g3 }8 U% `2 L
outside. The turbo model e.g. Mitsubishi TD04, is only the model, not the
5 c. i- q* b( S7 g7 ]specification.
7 s: G0 ~: @. x8 S# \6 O* qShould I leave my engine ‘ticking over’ before it is turned off ?5 r; R: l$ I2 [. P- r) z
Not for normal every day driving, but still worthwhile if the engine has been under) b7 ]$ i [& L& E) H( k; j
load or raced before being turned off. e.g. Towing a caravan or after climbing a long
+ f& U9 }* N' o- O9 ?; D5 wincline.
9 i: q! l G) U( n# ?$ q2 j( LWhy is it important to balance a turbocharger ?8 J& r6 n# t+ u5 J [$ h0 u: I: n
Without highly accurate balancing, vibration will create a whining noise, reduce
; |6 @# G/ ?5 E- d p% Q1 t7 \* A) T9 fturbo bearing life and reduce turbo efficiency.
5 b! X. a/ p7 M! M; OHow much boost does my turbo produce?
- Q8 N" C# L" I" D$ {- LCorrectly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with: |5 B+ j1 [7 A+ l
Intercooler turbocharged engines running upwards of 13PSI.
. H. T4 Y: j1 h, gHow many psi in one bar ?/ }5 {+ Q) B s
14.7 psi = 1 bar.- M, T3 e* z2 M4 C# n X& ?' z- V
Are all actuators the same ?
' I/ G7 z9 p8 C0 e6 cNo, each has a different opening pressure and rate.+ D" h0 O3 y1 N- E. j& h' ]
Oil in the turbo inlet pipe - Should I be concerned ?
2 \! ^! S8 @: WA small amount of oil usually exists, drawn in from the engine's crankcase breather% \: A- |( [( q0 H* `0 C. u
system. High engine wear will increase the amount of oil found, and will require
3 k0 M2 R+ \1 y! I+ Kfurther engine tests (not turbo).% ^8 _7 g+ }$ `$ U7 t& p
Should a turbo be serviced ?# M* X$ g' f+ k1 K! s
No specific turbo servicing is required, but regular quality engine servicing is needed: `) h m3 W! b! o! d5 B
to reduce the chance of turbocharger problems.
8 f8 k& w/ @2 \$ t$ ?What is a water-cooled turbo ?
4 b, d( I1 V F4 W# k4 b, r9 I9 AThe central part of the turbo, housing the bearings, is surrounded by a water jacket5 {9 p1 J% P; x% p. b# |7 i7 }) D! M
through which the engine's water coolant is passed. This water continues to circulate# V: ?4 i& @- y0 C" z( {; x
after the engine is turned off, cooling the turbo, and preventing heat soak.
% F2 _9 O6 [( `% I# I4 ]. B9 T' B: bDo I need to up grade my exhaust ?1 A/ d- j% I3 `: T& T& U( q# Y+ j& u
Generally not. Our systems are designed to run utilising as much genuine component7 S* j3 V. N* U+ l7 n" g
as possible. Some systems on the market promote exhaust change as it is required by; f1 g% K% c+ v# a
that particular turbo. Doing so usually picks up more noise than performance.
3 v' b) |; t, b3 l1 BHow noisy should a turbo be ?
0 s9 u3 H1 A8 I% q) HOnly an unbalanced, worn out or damaged turbo will produce any significant turbo
, ?( E) X9 m5 }8 f/ g1 Snoise.
* y0 x% ^) L5 t+ ~) zWhat is an intercooler ?# U+ Q( ]4 C8 S* F: K4 Y
A special type of radiator which cools air before it enters the engine. As a turbo3 |/ W5 f+ r2 b, T% J% Y$ G
compresses air, the air heats up. Power can be increased if the air entering the engine* a, D n3 k7 @% R' i
is cooler. The cooler air is more dense meaning that more fuel can be injected for
5 a5 U" M' R5 ?) m9 a! x$ @more power.
; R3 \2 G5 X8 C+ BWill my vehicle run ‘cooler’ with an intercooler ?
' p" j0 @$ z9 [, g( d7 gTheoretically, but not always the case! We commonly find Intercooled 4WD vehicles+ u( b! R' E1 \1 R8 N: E( U* H
running hot due to over-fuelling and radiator restriction. Restriction meaning that hot
8 Z" D; v2 Q- o! }' \. P" Mair passes out of the Intercooler over the air conditioning condenser and finally the
: S" F! G6 [* \( t0 Gradiator. The poor old radiator is left with scraps of extremely hot air and then is
2 }3 A% L! z% j* Mexpected to cool the engine. We don’t advise fitting them as hot Australian conditions
4 t# ^3 I: S3 W$ Ican often be the catalyst for engine heat problems.9 M. F/ E) W) k1 O
What will happen to my fuel consumption?7 Z' H8 N) K* C& u5 `7 G
More power generally means more fuel. With a diesel turbo system, fuel consumption% E3 O, ?- ~5 I6 G% f5 p& O0 F
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
