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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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- R$ K& p: A$ T+ w- ~Tech Sheet
7 Y( e0 Q, _' K P$ B‘Frequently Asked’0 |. C5 i+ Y5 B3 Q
‘Turbo Questions’(In no particular order)0 m3 A' q0 Z. C$ H. I# M( B
Your turbocharger is engineered to match the specific requirements of the engine it is1 ?4 m3 V; ^% U7 d( W6 O8 o
fitted to. Each is dependent on the other to maintain optimum performance. Don't
4 e! f& F5 i' E7 Y" R* [think of the turbo as a bolt-on accessory, rather as an integral part of the engine. The
& M' Y+ b7 v9 A' C1 kturbo's requirements are similar to the engine’s. It is, therefore, essential that
' Q) X4 J5 ]7 }9 ^4 ]6 Lscheduled servicing, using good quality oils and parts, is central to caring for your# @3 n: o0 d# F/ y+ d$ h
turbo.# m) b9 J4 N. Q
In many instances Berrima Diesel receive turbochargers which have been' [0 ]; V6 ^% x/ E: b, k$ O; _- y
misdiagnosed as having a turbo problem, when actually the turbo is not at fault.
/ m) w6 o1 v5 S0 zIncorrect fault finding is often caused by a lack of product knowledge. Many& b7 O& @# _/ ?7 L9 a5 ?
contributory items around the engine bay can trick the unsuspecting into believing the# W7 P# S( f. n- G; I8 }
turbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not
8 U; n/ X# f6 @diagnosed before a replacement turbocharger is fitted, the problem still exists!7 c4 _' r4 f' c3 m
We have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A
: i3 \: ?6 y1 O2 ^- h$ tturbo can be killed in many ways.4 W* P1 Z0 T0 E$ Z
Foreign object damage results in either the air intake "compressor wheel" or exhaust
' t( x6 A1 [8 e x0 u- b% d- `"turbine" wheel being damaged. The former is often caused by someone accidentally
+ c+ G7 J8 |1 d2 E3 W" Tleaving a nut or other foreign body in the air induction hoses. Please be extremely
0 \; O0 w- z% V* c" z: e! i; Qcareful if going to an aftermarket air-filter. Genuine is bests there! In the latter case," t9 j O b/ l2 i1 I
this may be caused by part of an engine component, such as a piece of valve, exiting1 G: w) D4 m3 [) p
the engine in rather a hurry! In both cases it results in severe turbocharger damage
" K4 y1 e4 Z, F [- k: I3 `- v/ rinstantly.
v) X$ @6 t2 e. f+ c3 p. X7 Y ]! ]Turbochargers are simple in operation, but manufactured to precise tolerances as fine
* m* \' j% A1 K1 I) z5 Q9 Yas 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single
* f: Y) T) S, A+ b4 B3 Qturbocharger many times, including final assembly. The balancing methods and
) ?9 Y* [, U, ^, f! L6 dprocedures are unique. Without them, no turbocharger can be balanced to the ultrafine
, Z+ A3 Q5 s) o" I) e3 |; Atolerances required for today’s high speed turbos. It is now common for2 j" w% f$ Z1 [- _: {* D# \/ ]
turbochargers to spin up to 150,000 rpm +.
* o3 Y, ^* {; Z, A1 VThat’s approximately 35 times faster than most diesel engines rev at the red line!* F3 q. I3 T3 H4 l$ b9 K
Sophisticated machinery and highly trained factory staff ensure that the highest/ z# D) u3 G; {$ ]$ p' e
standards are always maintained.
$ u' e% N+ i8 q: A! sUseful tips when driving any turbocharged engine, whether it be petrol or diesel, are
# c2 V# W4 Z6 t, zto always allow the engine to warm-up fully, until the water temperature gauge
0 ~" p& U6 n4 Z1 }& ^/ y7 ?3 Greaches normal, before full throttle is used. Try to plan the end of your journey$ `8 b! h) Q, ]
sympathetically. Don’t use full throttle or allow the engine to labour during the last
% D; x N2 N }5 G+ Dfew miles. This will prevent excessive heat build-up within the turbo when the engine* i& g1 ?# I8 j
is turned off. Also, when coming to a standstill, try to leave the engine idling for a0 E; ~0 | Q3 ?- R; O
few extra seconds to allow the heat to decrease. No need for a timer though, just undo4 a( p- a7 ?" {( f* d
your seat belt first and then turn off the engine. Never rev the engine just as the3 c3 e8 D5 z E/ t7 ^6 I+ e" W
ignition is turned off. Remember the turbo spins at a far greater speed then the" _' e. ~& B h2 R% ]7 s5 r
engine, but is lubricated with engine oil. Once the engine stops the oil supply ceases
5 q5 o8 _ r E! z0 E) ?within a few seconds. In reality, none of the above traits will cause a turbocharger to W Q6 y) o# f$ c5 r
fail immediately, but repeatedly over a long period, they could reduce the life of your
& ^# _- x G" P- n6 @% n& [1 Z8 i% Xturbocharger.
: _- D$ q% c) w; g3 C) W+ EIf it becomes necessary to seek advice about a turbocharger or a turbo related
( O; v# Q( M* b4 cproblem, always rely on a professional. Berrima Diesel, together with DTS
+ o' q' O! z) K& xturbochargers, are Australia’s leading turbo specialist, and are acknowledged as one8 J3 S$ i% p. X$ c3 c4 L1 ?0 N
of the most experienced turbo installation companies in the world. We can advise% A' a5 E" m( O% L( i' O
customers with turbocharged 4WD’s on a wide variety of questions and issues
3 \6 C! R9 `+ {, lrelating to owning and running a turbo car.
6 V4 p: I. o) c8 I! |: t- C* DIt cannot be stressed too much how important it is, when purchasing turbocharger
6 r/ o3 J% m! b3 w5 fsystem, always to choose the top brand name -Berrima Diesel. Consider this. As with7 v& Q- r3 f% x e) Y* F" t2 V* ^9 R
so many things in life, quality costs, and there are sometimes cheaper turbos for sale." V5 ~ Y3 }" b( O/ \
Without the safeguard of using a Berrima Diesel turbocharger, you run a serious risk
3 N: K$ M' s: z, }1 W; Y1 Ithat your short-term saving may turn out to be a long-term nightmare.
. u6 |2 `( K. q0 |What is 'Boost'?! W: P" v" d" C0 R4 K
Boost is a term used to describe the increase in pressure, provided by the7 ^2 k# A+ M" @/ _# u. x7 r- \' ?
turbocharger, to the volume of air, entering the engine. This pressure is expressed in5 P- Y) @4 L8 ^* A' [$ S
a number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same
. Y; _* g9 f, Y. |thing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa( k/ ]" Z# m0 Y7 g( u
14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power
- y) C2 {3 ^& Y9 ?6 \output is increased. This pressure increase is called 'boost'.4 v8 |( a* ^% M/ _+ s0 ^4 |
How does fitting a Dynamic Turbosystem effect the power of my3 H( K( G; p/ z' D, c- a0 J: f
vehicle?2 j6 s/ f- h( j6 h! M1 {
Modern 4WD diesel engines, typically produce peak torque (pulling power), at
5 \' O/ e! ]/ Daround 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.1 _+ {3 D4 s$ Y* k# U e
Turbo boost starts at approximately 750 R.P.M. and rises progressively to its( K% u% w/ C$ o; `4 ?4 s
maximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this5 ]$ U& R* `, @6 {! C% w% t7 C
point, the percentage torque increase of a correctly tuned installation is approx. 40%,
$ [% b% n9 P! Xat the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At
1 ]% {2 v1 S% ]0 B8 dno point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater
6 v! H0 p3 T, ^5 @& D/ K1 |than the standard vehicle at the same R.P.M./ u) D) ~3 K `8 q+ `/ G
Can I fit a Dynamic Turbosystem myself and, if not, how long and
6 |+ _0 H' ^, r- G4 L& W, Swhat is the cost of having it fitted for me ?
& ^; {+ o% H2 a9 G! ?8 h- |! FWhile most competent mechanics could probably fit a Dynamic Turbosystem,
6 O5 |& p# Y' o1 h9 I9 ituning requires specialised knowledge. The lack of this knowledge could have; c* a& C$ x5 a& v' T. _$ i
serious consequences. In addition, warranty can only be provided on Dynamic5 @7 h$ J& j' G2 Q
Turbosystems which are installed by authorised facilities.
8 Q& L7 V9 _/ K2 P9 _- t3 Y* KThe cost of having the installation performed by Andrew at Berrima Diesel is$ y5 `7 ]7 E% {
only about 10% of the total purchase price. This provides a warranted, correctly
1 k8 @7 S2 M& Otuned, "no hassle" installation for the customer. All diesel vehicle installation can be0 Y- w8 Z8 c: b6 Y
performed in one day.
1 y, K! T9 _3 y- l$ GWhat creates the most heat? Fuel or turbo boost?
- q H: I! |# o$ {& mDiesels do not need an air control (eg. manifold butterfly valve. The only ones1 M* @* S' M0 `/ f( x! i
requiring a butterfly are vacuum operated governor pumps) to operate. The more air
' F/ i5 |. E9 p$ Y0 fthe better. Add too much fuel to the equation and the exhaust gas temperature
8 J# J: @0 L6 {8 E D6 G1 |- U) Irises rapidly.5 S% Q& @* R( \' O
What type of oil and how often should it be changed ?
0 j C) `4 L8 m1 }2 HTurbos must have good quality oil. Use either a mineral, semi or fully-synthetic
$ K+ I; j* h4 aengine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .
. k' b9 Y0 A: Y% O5 eChange oil at intervals recommended by the vehicle manufacturer.( m! Z$ ~$ l6 W- B% J @
How long does a turbo last ?
3 s/ C6 d# H+ ?/ L4 iOn average, as long as the engine or longer with regular engine servicing and good4 y" L x2 g& l% \; P
quality engine oil.0 O1 [1 [4 N" u z* p; H2 ^: a
What is a ‘dump’ valve or ‘blow-off‘ valve ?
( r! k+ a( b" i8 V3 w) G% ?/ wA valve which relieves boost-pressure between the compressor outlet and engine as9 Y! m: l7 Q: L% H G& U; P3 X$ o
the throttle is closed (Only required on throttle valve controlled diesels which are: M! m; E" W# O( l0 o$ Q1 _
rarely seen these days). These are commonly fitted to hotted up petrol cars so it
. l1 c* g3 j, H Xsounds good changing gears among other reasons!" X- p8 C# n, ]% x _7 X& G2 L$ B
Can I fit a turbo from another 4WD ?
$ A' }/ H ~; T) _' o: GNo, virtually all turbocharger are different inside, even if they appear similar on the' r% x7 G. ?* P, X
outside. The turbo model e.g. Mitsubishi TD04, is only the model, not the# K2 j8 g; V7 F, W) V8 r7 o7 [) X' @
specification., ]9 c- z9 R; J8 A. M% Q. w
Should I leave my engine ‘ticking over’ before it is turned off ?+ U- t+ J, `; Z. J$ l8 M* C. k
Not for normal every day driving, but still worthwhile if the engine has been under7 I* `0 W) Z8 f5 z& E
load or raced before being turned off. e.g. Towing a caravan or after climbing a long
: u: i$ z0 Z$ o& u: n$ f6 Rincline.
% I9 t! P+ z! s. \5 qWhy is it important to balance a turbocharger ?
0 J; p- c$ G7 E0 Y! E( ?+ Q2 H& zWithout highly accurate balancing, vibration will create a whining noise, reduce+ K; \' R. l0 Q5 X
turbo bearing life and reduce turbo efficiency.4 O/ i2 X) l: }. v5 C& s& J" p# W
How much boost does my turbo produce?; G. C7 I" q5 O7 N
Correctly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with, L e _, P$ l: W1 \% O$ e
Intercooler turbocharged engines running upwards of 13PSI.: e7 P V! f) F# o0 e. _8 b! s
How many psi in one bar ?
) w) H6 a" a" o; z14.7 psi = 1 bar.0 Z2 } m, ^ w% g! ?0 B+ V
Are all actuators the same ?* V: G+ k, W! Y0 J5 F
No, each has a different opening pressure and rate.' w5 T1 n0 t8 j
Oil in the turbo inlet pipe - Should I be concerned ?' R q: a7 A$ g; e8 P M. y- j, g1 ^
A small amount of oil usually exists, drawn in from the engine's crankcase breather
( y5 O9 O" V1 T+ gsystem. High engine wear will increase the amount of oil found, and will require$ R( E k9 W5 E5 Y# A" A0 t
further engine tests (not turbo).' n' m% H5 t6 n0 X
Should a turbo be serviced ?7 C0 a" W3 U+ R/ ^) I3 J
No specific turbo servicing is required, but regular quality engine servicing is needed1 ]$ D# F: r1 T( c
to reduce the chance of turbocharger problems.
1 Z5 O# s" V1 L4 n* NWhat is a water-cooled turbo ?
) i5 {/ d+ L' q# b$ ^( ]2 T/ rThe central part of the turbo, housing the bearings, is surrounded by a water jacket
5 X C& {) v& O7 \1 N9 _# Dthrough which the engine's water coolant is passed. This water continues to circulate
, C: k6 X* z; ^! Eafter the engine is turned off, cooling the turbo, and preventing heat soak.
, |- F3 R2 `' D; L0 yDo I need to up grade my exhaust ?
) _* N' H/ K4 y2 SGenerally not. Our systems are designed to run utilising as much genuine component0 R* o1 p! W" X Y( D; c B# c% s! R
as possible. Some systems on the market promote exhaust change as it is required by
& S- y# j( s/ j* w7 Uthat particular turbo. Doing so usually picks up more noise than performance.
# O5 b& J, f/ M0 M$ eHow noisy should a turbo be ?7 y" D L" J, P$ P: B: V
Only an unbalanced, worn out or damaged turbo will produce any significant turbo5 ^- P, p) V( V3 X
noise.; N; H' `9 c% a5 h2 w( V
What is an intercooler ?8 Q& H- A& _) n
A special type of radiator which cools air before it enters the engine. As a turbo3 o5 K" W) {1 c. ~( |7 H
compresses air, the air heats up. Power can be increased if the air entering the engine) z* s: @" u/ s: Q: {, O/ Z5 k5 D L
is cooler. The cooler air is more dense meaning that more fuel can be injected for- D- w! q8 v7 C9 R
more power.. @1 q. `8 a, `& Z8 R
Will my vehicle run ‘cooler’ with an intercooler ?
! i) n1 r2 l5 o" y7 GTheoretically, but not always the case! We commonly find Intercooled 4WD vehicles
' H# R4 g3 D- Z6 k6 W- S2 [running hot due to over-fuelling and radiator restriction. Restriction meaning that hot
" W, n4 _! r7 n8 m+ I+ I1 ?0 hair passes out of the Intercooler over the air conditioning condenser and finally the5 M9 r- o& R" J( _) W
radiator. The poor old radiator is left with scraps of extremely hot air and then is# s; K, `/ R: K$ I
expected to cool the engine. We don’t advise fitting them as hot Australian conditions
4 }" ]' [" E ]/ ]4 E3 R9 ccan often be the catalyst for engine heat problems.8 X X5 M, J8 H9 Q$ Q( a1 N' u2 q
What will happen to my fuel consumption?
' y6 s% x) t9 \0 p. RMore power generally means more fuel. With a diesel turbo system, fuel consumption1 y1 A2 u3 Y+ n
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
