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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. $ X$ A" B. V$ Q/ I$ y% L
+ _5 q+ T) a8 A- z2 {
! v2 B+ p' H2 x/ F2 \, C% |+ pTech Sheet
$ ]4 l" y0 D2 j& y- j, e) t‘Frequently Asked’ Z) W# F% G L. |" J
‘Turbo Questions’(In no particular order)- B% A! \/ G0 G$ A) n1 M* l% F: i
Your turbocharger is engineered to match the specific requirements of the engine it is3 J E# b9 l+ N
fitted to. Each is dependent on the other to maintain optimum performance. Don't
# P8 M; x7 ` ~7 J4 a; W T, dthink of the turbo as a bolt-on accessory, rather as an integral part of the engine. The
. c# u, [; p- h; o" L3 I2 \$ I6 Uturbo's requirements are similar to the engine’s. It is, therefore, essential that
2 _0 S8 _" M/ ^) S' Gscheduled servicing, using good quality oils and parts, is central to caring for your8 W# s+ Y8 U2 E1 @
turbo.
+ H; g, h0 ^! q7 ]# tIn many instances Berrima Diesel receive turbochargers which have been
4 N& h! v& k# J( s+ g0 Z2 wmisdiagnosed as having a turbo problem, when actually the turbo is not at fault.+ G$ ]+ V& X9 L) \
Incorrect fault finding is often caused by a lack of product knowledge. Many3 g1 t4 N2 o7 W% O: F# Q7 C* }5 Y
contributory items around the engine bay can trick the unsuspecting into believing the3 J1 W9 `. \% H
turbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not
. [( S* K; q* t! g$ w. rdiagnosed before a replacement turbocharger is fitted, the problem still exists!, B% R. l( D' R! h
We have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A
& H; e2 j$ U! tturbo can be killed in many ways.
9 s( ~4 Z# i, M4 BForeign object damage results in either the air intake "compressor wheel" or exhaust/ }7 x# y- n2 Y# x" X
"turbine" wheel being damaged. The former is often caused by someone accidentally
! }( |9 J2 @. t) h! Y7 M4 K ileaving a nut or other foreign body in the air induction hoses. Please be extremely- x7 i$ |. a5 Z+ t# {5 E, Q- _
careful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,0 Y4 Y" u3 p9 W0 o; Z2 C: U g
this may be caused by part of an engine component, such as a piece of valve, exiting5 z! ?: z6 F( f( B- P
the engine in rather a hurry! In both cases it results in severe turbocharger damage, ~( G% v8 C2 t; u9 W. W
instantly./ J1 L4 A6 Q) A" i% V
Turbochargers are simple in operation, but manufactured to precise tolerances as fine6 t2 ^5 k( K8 i5 }
as 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single. D x. E; C5 o* E0 e: G8 _
turbocharger many times, including final assembly. The balancing methods and
/ G" o7 c3 ~8 |% a& Uprocedures are unique. Without them, no turbocharger can be balanced to the ultrafine# \4 Y, G2 m R7 u
tolerances required for today’s high speed turbos. It is now common for
% Q* w% w# ^/ P3 i2 P* n" Tturbochargers to spin up to 150,000 rpm +.
1 Y+ ^" D5 j3 P/ [! Z) D9 Z% kThat’s approximately 35 times faster than most diesel engines rev at the red line!
" L0 I) `5 P+ ISophisticated machinery and highly trained factory staff ensure that the highest: I6 B1 e" m3 [. g" o1 E& s" j) [
standards are always maintained.
7 S/ n; y7 r; R! v; U/ A* LUseful tips when driving any turbocharged engine, whether it be petrol or diesel, are+ f+ x2 H! ^- G6 N; |
to always allow the engine to warm-up fully, until the water temperature gauge
% Q" f$ B1 Z9 Rreaches normal, before full throttle is used. Try to plan the end of your journey
; V& H- [/ l, f+ t6 _) Psympathetically. Don’t use full throttle or allow the engine to labour during the last e5 a0 e% i$ J. [9 N" ?) D8 F
few miles. This will prevent excessive heat build-up within the turbo when the engine
! X/ [3 s6 e! ?" ^) V; lis turned off. Also, when coming to a standstill, try to leave the engine idling for a
2 u8 e4 y5 L# t) w4 o# k/ Efew extra seconds to allow the heat to decrease. No need for a timer though, just undo+ H, `- J# w2 d1 b$ K3 `$ t+ }) w
your seat belt first and then turn off the engine. Never rev the engine just as the
. H2 ^! J9 ^. ?. }" l% h, m6 Cignition is turned off. Remember the turbo spins at a far greater speed then the$ H' m P0 _: i1 I: U7 M
engine, but is lubricated with engine oil. Once the engine stops the oil supply ceases5 X& S# H/ d, X) Q! }* d- h$ k
within a few seconds. In reality, none of the above traits will cause a turbocharger to! H6 l5 D4 Y7 O) g- s* V" G
fail immediately, but repeatedly over a long period, they could reduce the life of your8 |6 X( Z0 ^" K
turbocharger.
) K# ~* x1 L; \8 }+ O5 D9 |( mIf it becomes necessary to seek advice about a turbocharger or a turbo related6 |# A" f* ` i2 r8 C5 n$ g
problem, always rely on a professional. Berrima Diesel, together with DTS$ H6 z% |7 y3 o" k. }
turbochargers, are Australia’s leading turbo specialist, and are acknowledged as one/ @ J$ Z3 s- f# ?# t5 ?
of the most experienced turbo installation companies in the world. We can advise
2 e+ I6 G2 b: c- s! Rcustomers with turbocharged 4WD’s on a wide variety of questions and issues8 j w4 o! Y$ X3 I7 ^. u
relating to owning and running a turbo car.
) s9 w9 c+ h; ^" yIt cannot be stressed too much how important it is, when purchasing turbocharger& V9 M- |9 N, n1 n7 q4 Z1 [/ V- K
system, always to choose the top brand name -Berrima Diesel. Consider this. As with! ^# m3 Z4 r' c$ l
so many things in life, quality costs, and there are sometimes cheaper turbos for sale.
) n) y7 Z; K0 a; W4 o0 v- [9 XWithout the safeguard of using a Berrima Diesel turbocharger, you run a serious risk
/ l0 p( h9 H7 l W' E/ v5 pthat your short-term saving may turn out to be a long-term nightmare.
: V0 S* a- _0 x- VWhat is 'Boost'?5 O8 p; ?6 {" v4 V7 M4 N
Boost is a term used to describe the increase in pressure, provided by the
) J1 M- I/ G; _; wturbocharger, to the volume of air, entering the engine. This pressure is expressed in
& c* G' v+ c4 }; s) y* _a number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same/ M4 J1 B8 D9 T: o" Y6 v' b5 o
thing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa" @7 H( k+ L9 m r; L! b* F
14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power
; H6 Y* J9 o' @2 P+ moutput is increased. This pressure increase is called 'boost'.
: z( ?, m/ c: o' n; \6 y. RHow does fitting a Dynamic Turbosystem effect the power of my
v" K9 [6 Z& S H# ?' N5 v1 v- Nvehicle?" M/ C$ L6 U- [2 Y% j: d
Modern 4WD diesel engines, typically produce peak torque (pulling power), at
! @$ n8 \- i0 Haround 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.
* z C6 N) `/ m0 ?' }) `Turbo boost starts at approximately 750 R.P.M. and rises progressively to its
( O+ I9 E1 b7 A# U2 H7 dmaximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this" a1 H7 a. ^5 x8 i3 t7 o4 a
point, the percentage torque increase of a correctly tuned installation is approx. 40%," c' f3 z, _% R3 z8 O0 D' I
at the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At
4 d ~8 Q) q: K ~! j1 q& Rno point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater
9 m5 x) P, l8 F& f8 sthan the standard vehicle at the same R.P.M.5 N1 V1 b- P$ V; b. M: C% P
Can I fit a Dynamic Turbosystem myself and, if not, how long and
; \4 D: A4 }) Q( dwhat is the cost of having it fitted for me ?
- Y! d8 @9 b" CWhile most competent mechanics could probably fit a Dynamic Turbosystem,4 T2 u' A# ~* S z2 j7 K5 c
tuning requires specialised knowledge. The lack of this knowledge could have% _3 C0 r) ?9 r
serious consequences. In addition, warranty can only be provided on Dynamic
- @" y7 n# k' W. y) d/ B! c0 zTurbosystems which are installed by authorised facilities.- H/ `3 B2 h" B# X n+ N/ V
The cost of having the installation performed by Andrew at Berrima Diesel is. E' c, a$ V, s5 c1 p3 C
only about 10% of the total purchase price. This provides a warranted, correctly5 r* _4 ^. N- j
tuned, "no hassle" installation for the customer. All diesel vehicle installation can be
; `2 f2 g$ r* y: \performed in one day.
3 R, g; v6 n& P% G/ nWhat creates the most heat? Fuel or turbo boost?0 S5 f" C# ?' s9 M: R) x6 V% u
Diesels do not need an air control (eg. manifold butterfly valve. The only ones" L4 L' m7 I$ @
requiring a butterfly are vacuum operated governor pumps) to operate. The more air5 F* @3 ]2 a: D" |$ Z$ t% o
the better. Add too much fuel to the equation and the exhaust gas temperature6 x% j( X2 J0 e9 o7 Q
rises rapidly.3 R' k6 ~/ F# [& r" \
What type of oil and how often should it be changed ?$ N: C- k0 o r6 C0 h
Turbos must have good quality oil. Use either a mineral, semi or fully-synthetic
( u m- M& m* X# h! uengine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .
" u7 r( F5 O" f B4 s& q. VChange oil at intervals recommended by the vehicle manufacturer.+ c$ w7 W U3 n$ [, H9 d8 y! t
How long does a turbo last ?" U! B+ |; X7 h1 L
On average, as long as the engine or longer with regular engine servicing and good
. z4 q; g$ d/ s8 l$ kquality engine oil.
( n9 T& \8 ~* R4 w0 J0 ~0 T9 b0 [What is a ‘dump’ valve or ‘blow-off‘ valve ?3 `% I' M- t3 _5 K8 v4 e5 [9 Y
A valve which relieves boost-pressure between the compressor outlet and engine as$ U9 k, E1 p! w1 r3 F
the throttle is closed (Only required on throttle valve controlled diesels which are I! I0 B# i# P/ ^
rarely seen these days). These are commonly fitted to hotted up petrol cars so it* a0 j) T: [+ l4 c: ~. ]1 k
sounds good changing gears among other reasons!
W7 W/ F& Q! U; j" [) tCan I fit a turbo from another 4WD ?1 R. B( K) {! I9 U1 q8 |+ v, I
No, virtually all turbocharger are different inside, even if they appear similar on the
5 E$ C& _/ O0 P' `outside. The turbo model e.g. Mitsubishi TD04, is only the model, not the
7 b2 t0 {" s3 c; c+ F. C; u' Cspecification., [' e' u3 }* ^- b" X' \
Should I leave my engine ‘ticking over’ before it is turned off ?4 J: m' z! S& n. P8 m
Not for normal every day driving, but still worthwhile if the engine has been under9 l$ u% w q1 o5 t0 R1 v5 h
load or raced before being turned off. e.g. Towing a caravan or after climbing a long; _! e1 K* m* J2 n/ e
incline.
( T; ]! j4 _4 ^* U: k6 j& Z* }' bWhy is it important to balance a turbocharger ?
9 c( {4 R8 J7 i2 r/ [Without highly accurate balancing, vibration will create a whining noise, reduce
6 {4 t ~2 @0 v& H8 ?5 Yturbo bearing life and reduce turbo efficiency.' @) |6 E7 U" V3 n6 J
How much boost does my turbo produce?# o4 ?6 } d. K! j2 m5 ~% C4 p# F
Correctly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with
! b) r: l/ ]4 Q, G1 QIntercooler turbocharged engines running upwards of 13PSI.$ ?& K& P) i/ q3 B7 Q, t6 U+ e
How many psi in one bar ?4 [$ @- N& f: N) T
14.7 psi = 1 bar.9 q. ~& B; G3 t: ^8 g$ q
Are all actuators the same ?( G" ]2 t: d1 _0 k8 v5 \& y
No, each has a different opening pressure and rate.
) G; W. @9 u1 j& @/ ^# _Oil in the turbo inlet pipe - Should I be concerned ?7 d9 ?9 L; L- @/ {3 l
A small amount of oil usually exists, drawn in from the engine's crankcase breather
# P3 k- `+ m3 O: R' G* T7 y( qsystem. High engine wear will increase the amount of oil found, and will require6 t$ h% |! b2 G+ q: \, g: h' G
further engine tests (not turbo).5 w0 q! H) _0 l& n3 ?" {
Should a turbo be serviced ?! H4 q0 o4 d( ]& O) B4 V
No specific turbo servicing is required, but regular quality engine servicing is needed0 t0 u1 l3 e# C3 }$ S& y3 I0 C
to reduce the chance of turbocharger problems.1 I ^% {/ \* b/ G
What is a water-cooled turbo ?
6 O3 Y9 b8 ~" }) q, w yThe central part of the turbo, housing the bearings, is surrounded by a water jacket
0 l: W" j" S9 C) h1 h kthrough which the engine's water coolant is passed. This water continues to circulate
& i7 |" k& c" M, h- eafter the engine is turned off, cooling the turbo, and preventing heat soak.
" \: L6 b; a7 sDo I need to up grade my exhaust ?) a( @7 Q& O0 E C i; H
Generally not. Our systems are designed to run utilising as much genuine component4 @3 R# r+ ]+ }9 ~: f2 M8 f/ z N
as possible. Some systems on the market promote exhaust change as it is required by
$ w! [& ~7 F& h9 Othat particular turbo. Doing so usually picks up more noise than performance.
: d6 K, {2 P: Q: e. s! S, |5 X1 |( THow noisy should a turbo be ?5 p& |" \* u6 t( }; R2 g
Only an unbalanced, worn out or damaged turbo will produce any significant turbo! ]8 s" G5 Y+ A3 g+ f; G
noise.
, f% c% j0 }5 L/ _5 @What is an intercooler ?- p1 S) q( q3 t6 y5 V/ g: h3 e; Z% n
A special type of radiator which cools air before it enters the engine. As a turbo6 c! b8 Y' ~. Y5 o% X
compresses air, the air heats up. Power can be increased if the air entering the engine8 f" h5 k' q1 C5 D. j( y* {& F0 `$ i
is cooler. The cooler air is more dense meaning that more fuel can be injected for# \$ q Z+ D# d# y2 q% G# M7 j
more power.
: b; ?1 ~' K$ j1 }Will my vehicle run ‘cooler’ with an intercooler ?+ c+ p G2 r; Y9 m- b, k
Theoretically, but not always the case! We commonly find Intercooled 4WD vehicles
7 E I* t: R1 I( W) @$ Drunning hot due to over-fuelling and radiator restriction. Restriction meaning that hot6 m8 x& S/ @- L. }8 C* W: T) x
air passes out of the Intercooler over the air conditioning condenser and finally the
0 S) Y4 ^' J+ Z( J+ i- U4 mradiator. The poor old radiator is left with scraps of extremely hot air and then is* M) a) Z" P+ g& O4 n( |" G; r" k" H$ o
expected to cool the engine. We don’t advise fitting them as hot Australian conditions
5 V+ O* f/ E% F3 ocan often be the catalyst for engine heat problems." R1 l/ N$ c1 @2 g
What will happen to my fuel consumption?( x9 R5 a$ g7 I/ ?7 t
More power generally means more fuel. With a diesel turbo system, fuel consumption ^: G) i& c$ o9 h
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
