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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.
& O- Z1 l2 n0 `; v2 H; H, X( \* P. s" H; Z, x( r
+ U, u, M& I% O6 V C: }1 K# LTech Sheet7 m4 j6 r* F& `5 _% _9 @5 c
‘Frequently Asked’* a2 @- m- x6 K5 _
‘Turbo Questions’(In no particular order)" ]3 e& } K. R) T$ c
Your turbocharger is engineered to match the specific requirements of the engine it is
: ^! k" _5 L: k: k& rfitted to. Each is dependent on the other to maintain optimum performance. Don't
9 _' p4 a6 b, v; \think of the turbo as a bolt-on accessory, rather as an integral part of the engine. The5 P' s4 x" c9 g) \
turbo's requirements are similar to the engine’s. It is, therefore, essential that# A2 C1 V( Y! X& [* k9 Q/ g, X0 h8 ^
scheduled servicing, using good quality oils and parts, is central to caring for your% U5 p+ j7 h" {; a
turbo.
% `9 b3 ]8 j4 ^4 @7 cIn many instances Berrima Diesel receive turbochargers which have been
" ^4 T: a5 _8 qmisdiagnosed as having a turbo problem, when actually the turbo is not at fault.
O* H' v( Z$ k% V& T' z/ S5 X3 [Incorrect fault finding is often caused by a lack of product knowledge. Many( Y4 I: R! a' ~/ v8 X: z6 j
contributory items around the engine bay can trick the unsuspecting into believing the
* z+ w6 ]" w$ c6 p( |8 B A$ eturbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not
' c) S/ C v, _0 fdiagnosed before a replacement turbocharger is fitted, the problem still exists!
: k: V3 r& z, k7 a; AWe have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A
* H N: H. h5 R* ]+ W9 `6 sturbo can be killed in many ways.. S0 |# U: C1 T7 {2 S' E* `( P3 B: x
Foreign object damage results in either the air intake "compressor wheel" or exhaust/ n& x# J e# Q& ~' T& [- B
"turbine" wheel being damaged. The former is often caused by someone accidentally0 E1 T/ o9 u% q" Z! _$ e9 ]
leaving a nut or other foreign body in the air induction hoses. Please be extremely* _# \& T7 W e( l. u8 H% K# B+ d
careful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,7 d' m8 N6 w" P
this may be caused by part of an engine component, such as a piece of valve, exiting' q9 |: L, M' W- L; K0 g3 Z
the engine in rather a hurry! In both cases it results in severe turbocharger damage
( U! u6 U3 {, y4 R/ Ginstantly.
& L- c4 D2 [, A+ N: A MTurbochargers are simple in operation, but manufactured to precise tolerances as fine
2 P# [/ a& b7 R9 ]6 A( T5 u" B2 P Sas 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single, g; O3 ?$ k6 V- L& W
turbocharger many times, including final assembly. The balancing methods and% O$ f/ k& p. ^
procedures are unique. Without them, no turbocharger can be balanced to the ultrafine
1 {( j$ `: R5 x0 w1 ptolerances required for today’s high speed turbos. It is now common for9 V4 g7 X. E& p
turbochargers to spin up to 150,000 rpm +.& I8 v! ]2 `2 i% H; q7 r4 R8 W- f( ]
That’s approximately 35 times faster than most diesel engines rev at the red line!' S. \' j$ g, v2 e
Sophisticated machinery and highly trained factory staff ensure that the highest2 {1 p8 z9 t+ s5 t2 U# N
standards are always maintained.
+ k8 i3 l% k5 H& o; I$ u! fUseful tips when driving any turbocharged engine, whether it be petrol or diesel, are7 u/ g& T; K/ y3 i; r
to always allow the engine to warm-up fully, until the water temperature gauge: w: A- h& S* k' }
reaches normal, before full throttle is used. Try to plan the end of your journey
# s/ I7 a+ c; c5 T9 d3 f8 C: ksympathetically. Don’t use full throttle or allow the engine to labour during the last0 j8 ~ B3 c2 @8 |1 [$ q5 f
few miles. This will prevent excessive heat build-up within the turbo when the engine2 X' Q9 Q. P6 ~% d
is turned off. Also, when coming to a standstill, try to leave the engine idling for a
/ K; K9 k+ P! lfew extra seconds to allow the heat to decrease. No need for a timer though, just undo
2 E1 p$ h* [ Q$ `1 D4 G1 cyour seat belt first and then turn off the engine. Never rev the engine just as the- o" S D) x% l+ q* X# I8 r# F8 x$ {
ignition is turned off. Remember the turbo spins at a far greater speed then the( [" \. V2 H# ]0 u9 [6 T, Y6 B
engine, but is lubricated with engine oil. Once the engine stops the oil supply ceases
k8 j+ l1 _" w* gwithin a few seconds. In reality, none of the above traits will cause a turbocharger to
/ W* m! l; p1 i8 G2 `fail immediately, but repeatedly over a long period, they could reduce the life of your
5 m m2 H& l* i" X4 E, W( Oturbocharger.
% `6 w+ d" L6 }( kIf it becomes necessary to seek advice about a turbocharger or a turbo related. c, ]/ h0 P% F8 M# ]8 E% {- S2 }
problem, always rely on a professional. Berrima Diesel, together with DTS
5 P. f! H8 a" R2 _0 t+ }turbochargers, are Australia’s leading turbo specialist, and are acknowledged as one# c8 S. g" a" x) a! I, \
of the most experienced turbo installation companies in the world. We can advise. Q# @ l0 [0 C; x
customers with turbocharged 4WD’s on a wide variety of questions and issues6 F" V; d8 d# ?0 h; H0 \
relating to owning and running a turbo car.. [4 M* E, Z) ?1 e. o2 ]2 s
It cannot be stressed too much how important it is, when purchasing turbocharger1 h- y1 _! {, V2 `
system, always to choose the top brand name -Berrima Diesel. Consider this. As with
% n( z; m: ~" F9 N7 eso many things in life, quality costs, and there are sometimes cheaper turbos for sale.
# |$ ?- a5 g% W; N) n- {. ~& nWithout the safeguard of using a Berrima Diesel turbocharger, you run a serious risk. a7 H1 o ~2 p$ g# }4 {. `' J
that your short-term saving may turn out to be a long-term nightmare.
; U+ }! ?; G" ?What is 'Boost'?' t. V, ^% w, p" f
Boost is a term used to describe the increase in pressure, provided by the7 g1 m# |. g5 L y) G4 h9 A
turbocharger, to the volume of air, entering the engine. This pressure is expressed in
3 q0 u \& Z+ ^( k. da number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same
1 A9 l( F5 o- Z# W0 lthing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa! u& X# \4 \, a$ [+ @6 @7 b
14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power" E! @! S+ z; [9 q2 b% ]9 C9 W+ o
output is increased. This pressure increase is called 'boost'.
( w! ~5 P3 ^# qHow does fitting a Dynamic Turbosystem effect the power of my
3 h* ], @0 S# z* Z- M) I# w6 ~$ @; lvehicle?
3 Q2 z9 ^5 x, x+ MModern 4WD diesel engines, typically produce peak torque (pulling power), at
. s# v6 U- v) X( x- Qaround 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M. ?- a" {9 V3 E7 l/ b
Turbo boost starts at approximately 750 R.P.M. and rises progressively to its
6 X. f8 g) Y$ S$ z/ umaximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this
2 z: a1 L7 B3 ?8 L2 Opoint, the percentage torque increase of a correctly tuned installation is approx. 40%,' s! Y, P! b5 e9 g
at the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At
5 `) k2 ~6 a1 x* p% a4 qno point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater
% w1 P# f/ y k. b5 jthan the standard vehicle at the same R.P.M.( d3 W5 Q9 z2 v. d& ]- P! ` [% H
Can I fit a Dynamic Turbosystem myself and, if not, how long and
! g! |. H( I- E! f+ N# r' swhat is the cost of having it fitted for me ?- R/ u+ F5 J8 d/ |
While most competent mechanics could probably fit a Dynamic Turbosystem,9 F4 u& @* @. q0 ~
tuning requires specialised knowledge. The lack of this knowledge could have
, @1 v" r5 G: J1 l" Q" ?serious consequences. In addition, warranty can only be provided on Dynamic
3 g) g. m8 b7 R/ K$ W+ l9 [Turbosystems which are installed by authorised facilities.
7 e% k( {- L4 w* B+ r; z$ H" N" WThe cost of having the installation performed by Andrew at Berrima Diesel is% N. D2 \9 c# X4 _* N
only about 10% of the total purchase price. This provides a warranted, correctly% O! N4 C' @5 P3 G7 f: q
tuned, "no hassle" installation for the customer. All diesel vehicle installation can be
. H- z8 w* @% t% p% pperformed in one day.
5 X C% E$ H3 N$ m/ P* A s3 WWhat creates the most heat? Fuel or turbo boost?
! I5 f& D) M0 \1 ] v+ wDiesels do not need an air control (eg. manifold butterfly valve. The only ones
5 e9 ^& \- B9 g- Z: P3 M6 K' Orequiring a butterfly are vacuum operated governor pumps) to operate. The more air* f3 Q& `3 U! M( E9 o
the better. Add too much fuel to the equation and the exhaust gas temperature* [0 t* ^1 f! K
rises rapidly.7 g' p! n3 H$ P5 |* y! Y8 S) z9 \
What type of oil and how often should it be changed ?) N* B# D3 u0 G) n* W/ t& [+ g
Turbos must have good quality oil. Use either a mineral, semi or fully-synthetic0 f/ J7 z" a; i/ G5 h
engine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .
9 T6 E$ c4 |+ lChange oil at intervals recommended by the vehicle manufacturer.
( e7 Y- w7 Q3 z1 {/ ? oHow long does a turbo last ?% t; e& D: {8 ?" V0 Z- Y) \5 A
On average, as long as the engine or longer with regular engine servicing and good' G1 a7 o( t5 U+ x" v' u" Q
quality engine oil.
6 K% j y' a1 ]6 [9 uWhat is a ‘dump’ valve or ‘blow-off‘ valve ?- t5 T% r1 x2 {; b6 q0 c7 Y
A valve which relieves boost-pressure between the compressor outlet and engine as5 i' h8 O4 r$ a9 y1 W; k
the throttle is closed (Only required on throttle valve controlled diesels which are
" V! ^1 ^; [$ Trarely seen these days). These are commonly fitted to hotted up petrol cars so it
1 m' J! M' Q9 L% u5 S, esounds good changing gears among other reasons!
. N; b+ ^3 o( g8 h$ B3 J5 L$ }% tCan I fit a turbo from another 4WD ?3 t9 k- T6 I- O
No, virtually all turbocharger are different inside, even if they appear similar on the2 c& B4 d% m6 W1 a# G+ ^& Z
outside. The turbo model e.g. Mitsubishi TD04, is only the model, not the7 W9 D6 J% u3 z
specification.
0 I5 b- l' V4 Q; j' d/ yShould I leave my engine ‘ticking over’ before it is turned off ?- v$ L' G2 N: x7 G% Y
Not for normal every day driving, but still worthwhile if the engine has been under4 J) \# t/ O& z8 ]+ x
load or raced before being turned off. e.g. Towing a caravan or after climbing a long1 t: B1 I; j# t+ L$ L5 V
incline.
% e% k: W& F4 h' u; j4 FWhy is it important to balance a turbocharger ?4 G% D' S2 {4 N* x- U' z
Without highly accurate balancing, vibration will create a whining noise, reduce7 A# J p7 n* E, Y
turbo bearing life and reduce turbo efficiency.
. @! _" m% U1 q' eHow much boost does my turbo produce?
5 ~6 J$ @7 d" @) k& z% ~& JCorrectly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with
+ i! ?# h: Z* `/ qIntercooler turbocharged engines running upwards of 13PSI., }; `# {, z$ F& X% g
How many psi in one bar ?. n8 n0 g' J! ~$ I/ C1 E" n
14.7 psi = 1 bar.+ X. M2 w3 B9 U$ Y2 M1 W
Are all actuators the same ?1 K; S& N) i' C; a6 a9 i
No, each has a different opening pressure and rate.
: @0 Y; w+ K! V; \4 y7 i4 v/ sOil in the turbo inlet pipe - Should I be concerned ?
. r% L1 ?$ z$ e5 W5 r. P+ B, lA small amount of oil usually exists, drawn in from the engine's crankcase breather- s$ {3 E8 g8 ~% h& E7 d
system. High engine wear will increase the amount of oil found, and will require
0 i8 E$ e4 D/ i* K$ ufurther engine tests (not turbo).
) T* ]/ R& @( a, D$ A* J7 w" ^Should a turbo be serviced ?
0 X+ ~0 D( Y; d% `# JNo specific turbo servicing is required, but regular quality engine servicing is needed
' z0 g- v& p# Z; `to reduce the chance of turbocharger problems.) V( a: V/ M2 |4 B& N0 p1 ^8 F9 E% r. I
What is a water-cooled turbo ?
. i/ L' e7 h1 M7 S HThe central part of the turbo, housing the bearings, is surrounded by a water jacket: a3 N9 \6 i" y* Y, _. \
through which the engine's water coolant is passed. This water continues to circulate9 k6 z( g7 x9 \0 W
after the engine is turned off, cooling the turbo, and preventing heat soak., C& M- G6 n1 B& g* F g
Do I need to up grade my exhaust ?
9 s4 n5 e& L- I; j. h7 fGenerally not. Our systems are designed to run utilising as much genuine component
6 f h+ [$ }9 m2 O" Y1 r4 @as possible. Some systems on the market promote exhaust change as it is required by
1 @! W+ [( U9 ^; Fthat particular turbo. Doing so usually picks up more noise than performance.
8 x' ^" J1 M. g- D; `; s2 b. MHow noisy should a turbo be ?
2 c; A! z' N; MOnly an unbalanced, worn out or damaged turbo will produce any significant turbo( [0 ]! c/ v7 c
noise.
0 ]: V& @/ O9 V2 I; LWhat is an intercooler ?
) n6 V6 z+ C- K' b( o mA special type of radiator which cools air before it enters the engine. As a turbo
5 _) n5 x: \" f4 C+ R! B" |/ c9 ccompresses air, the air heats up. Power can be increased if the air entering the engine9 `1 f' w' X, J3 X) ^* v8 e0 }
is cooler. The cooler air is more dense meaning that more fuel can be injected for# b4 p W% h( s1 g \& R9 }9 A
more power.
, x) Q6 y7 |) X& yWill my vehicle run ‘cooler’ with an intercooler ?+ e0 |$ b+ P9 t7 s
Theoretically, but not always the case! We commonly find Intercooled 4WD vehicles& {3 \) u5 q' y8 o8 R
running hot due to over-fuelling and radiator restriction. Restriction meaning that hot3 m# {$ }* D) N, y" E/ }
air passes out of the Intercooler over the air conditioning condenser and finally the
) R: e) f& @5 }* C8 g5 f3 X/ zradiator. The poor old radiator is left with scraps of extremely hot air and then is
6 ~3 m9 F9 [- v6 Cexpected to cool the engine. We don’t advise fitting them as hot Australian conditions* X( Y( H8 [9 m0 ~
can often be the catalyst for engine heat problems.
4 P3 M6 q3 @! M; [What will happen to my fuel consumption?
" l d) e. B f" Z. G/ Y9 JMore power generally means more fuel. With a diesel turbo system, fuel consumption3 E, _9 \9 Y( V; {; \
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
