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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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Tech Sheet. \" z8 A# u- r% |5 R
‘Frequently Asked’
$ u% H8 z0 M) P% N) }3 Q‘Turbo Questions’(In no particular order), Y/ o5 l9 l9 n+ ~1 T0 e$ M
Your turbocharger is engineered to match the specific requirements of the engine it is9 s# W0 A' V8 \* i2 T
fitted to. Each is dependent on the other to maintain optimum performance. Don't3 E3 }, }( z/ v$ b
think of the turbo as a bolt-on accessory, rather as an integral part of the engine. The
" C: @: U3 I8 b" a' s% Lturbo's requirements are similar to the engine’s. It is, therefore, essential that$ S! n5 m/ k$ y3 ]$ w! J
scheduled servicing, using good quality oils and parts, is central to caring for your; P; k" u+ ^& x8 \& w6 }
turbo./ N) b0 p) L! z! D# s& }, L4 T4 Y
In many instances Berrima Diesel receive turbochargers which have been8 ]: J/ d. _" ^ i3 U$ \/ b
misdiagnosed as having a turbo problem, when actually the turbo is not at fault.: p) p1 C3 l7 l& I4 v
Incorrect fault finding is often caused by a lack of product knowledge. Many
6 Q; P) ?5 E! G; u% [7 k% G! I Icontributory items around the engine bay can trick the unsuspecting into believing the3 |1 m* Q$ D6 W7 i# g% J
turbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not8 i2 K; T" P$ |
diagnosed before a replacement turbocharger is fitted, the problem still exists!( _/ _+ Z$ n8 Q9 V
We have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A
1 @' n" r, o* r+ J; W4 Y! T- bturbo can be killed in many ways.
: ~ k$ W2 M0 `: {& I5 D3 pForeign object damage results in either the air intake "compressor wheel" or exhaust
2 p! t7 v/ P2 i* C9 [4 K: z"turbine" wheel being damaged. The former is often caused by someone accidentally. I+ n/ q) }! [) f Z
leaving a nut or other foreign body in the air induction hoses. Please be extremely
+ X8 ? ?$ `' Fcareful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,
* A" r0 q0 h; T( u5 d1 K1 V0 [this may be caused by part of an engine component, such as a piece of valve, exiting
4 v3 d2 d. p+ u2 ~* {9 Zthe engine in rather a hurry! In both cases it results in severe turbocharger damage
/ S% G" _% m: D9 F* Z4 @ h2 R: yinstantly., d( I! m$ b2 }2 c/ @# E- B R g
Turbochargers are simple in operation, but manufactured to precise tolerances as fine
; ?0 [% X5 Z* {: G! w7 t3 N# s" Cas 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single
/ y% }4 X2 d2 y5 xturbocharger many times, including final assembly. The balancing methods and
; c# h2 M, c0 A! Wprocedures are unique. Without them, no turbocharger can be balanced to the ultrafine1 G, n9 ]( w! |5 l: L' }' ]5 r
tolerances required for today’s high speed turbos. It is now common for
2 c- m' {% W9 V1 K$ Fturbochargers to spin up to 150,000 rpm +.
, C; X5 ?% L* E& i2 {That’s approximately 35 times faster than most diesel engines rev at the red line!
4 M" j( w1 |. jSophisticated machinery and highly trained factory staff ensure that the highest
/ z' s$ ]" i# o" ? d& Gstandards are always maintained. g, A7 k5 ~2 N* }+ v* f6 [
Useful tips when driving any turbocharged engine, whether it be petrol or diesel, are& [7 M+ q! c7 W# A3 j6 Y
to always allow the engine to warm-up fully, until the water temperature gauge. f; \. p2 Q9 q5 V$ y# v. \
reaches normal, before full throttle is used. Try to plan the end of your journey7 z' g. a6 m) K
sympathetically. Don’t use full throttle or allow the engine to labour during the last# u% e! {* D$ p0 f$ l8 f! [: a; G
few miles. This will prevent excessive heat build-up within the turbo when the engine
5 c4 o9 G9 L/ ]+ d" ~: vis turned off. Also, when coming to a standstill, try to leave the engine idling for a
7 Y( {0 B; L' O/ [/ N; \few extra seconds to allow the heat to decrease. No need for a timer though, just undo
" y8 \- b6 Y2 l7 u+ S2 X' uyour seat belt first and then turn off the engine. Never rev the engine just as the8 ~& Y+ m8 Z" g/ c
ignition is turned off. Remember the turbo spins at a far greater speed then the- i w- j% z& @/ K
engine, but is lubricated with engine oil. Once the engine stops the oil supply ceases
6 o& V: J, k2 R- @4 `within a few seconds. In reality, none of the above traits will cause a turbocharger to' I! x) G/ {) v+ \5 \; O! R; _
fail immediately, but repeatedly over a long period, they could reduce the life of your
% @' _/ O0 ?# ~! G! ~# Uturbocharger.
6 Y8 A, V" s C ~/ _! H, VIf it becomes necessary to seek advice about a turbocharger or a turbo related
+ T3 }- H& }$ L2 z0 Z% Sproblem, always rely on a professional. Berrima Diesel, together with DTS
# g; t+ [6 I$ R+ k' B% I" Uturbochargers, are Australia’s leading turbo specialist, and are acknowledged as one4 o8 s, I+ p6 T7 Z4 ]
of the most experienced turbo installation companies in the world. We can advise
4 H& D7 F. O8 Jcustomers with turbocharged 4WD’s on a wide variety of questions and issues
( i% |: p8 K* T+ w- ^, B% Drelating to owning and running a turbo car.# N' Y$ m+ @% ]) J I
It cannot be stressed too much how important it is, when purchasing turbocharger$ Y; M9 H0 J' k4 j, F
system, always to choose the top brand name -Berrima Diesel. Consider this. As with
; v0 X3 o, A0 x0 jso many things in life, quality costs, and there are sometimes cheaper turbos for sale.# ^. [; Y0 I3 L0 c9 G' Y; e# i
Without the safeguard of using a Berrima Diesel turbocharger, you run a serious risk
& Z# r8 [$ z- r, Uthat your short-term saving may turn out to be a long-term nightmare.
8 u* r0 H# p( P5 O- q" ~( K* s. B7 dWhat is 'Boost'?
; k* n* `; H' r* ~2 S5 t9 MBoost is a term used to describe the increase in pressure, provided by the8 G; L; T' G# I. S, l
turbocharger, to the volume of air, entering the engine. This pressure is expressed in9 M6 d1 q0 U$ V8 B# r
a number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same+ O. L* A( l* u3 T% X) l* o% O
thing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa
/ f8 _# p- b6 [0 K14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power8 U- U* ~/ J5 M" n$ i+ V% L9 ?
output is increased. This pressure increase is called 'boost'.
. x5 |- n+ x. [How does fitting a Dynamic Turbosystem effect the power of my
- N; C' N6 o9 t, Z& vvehicle?7 ]: z. V( H: _1 `4 j( X8 Y
Modern 4WD diesel engines, typically produce peak torque (pulling power), at
7 r4 F4 K# a: q3 R2 D d7 \around 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.
$ h$ h: K3 ^% |Turbo boost starts at approximately 750 R.P.M. and rises progressively to its
% S }- e4 G1 V9 N G% amaximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this
& l8 Z0 f5 s; Y! k, l a- Vpoint, the percentage torque increase of a correctly tuned installation is approx. 40%,. N0 I. ?- z6 X0 K/ a( t" ~
at the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At
& L$ y& q" P% r4 j$ Vno point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater
( E* ~( f2 \) f% o9 V2 p7 d; `, fthan the standard vehicle at the same R.P.M. ] \8 ~7 s# }& f' G3 d
Can I fit a Dynamic Turbosystem myself and, if not, how long and
5 y+ m+ p9 r* z- @what is the cost of having it fitted for me ?
" l5 v+ c( v0 _! \$ n) k$ w) f0 N8 NWhile most competent mechanics could probably fit a Dynamic Turbosystem,
' ~( [. S) w9 v, \4 g% ?+ [0 |tuning requires specialised knowledge. The lack of this knowledge could have
1 K& Y8 g" M0 e9 ?+ F( U8 l; jserious consequences. In addition, warranty can only be provided on Dynamic
* Q& r/ H% x2 v! K% DTurbosystems which are installed by authorised facilities./ m3 ?7 p. _9 w, m- B8 E
The cost of having the installation performed by Andrew at Berrima Diesel is3 B( P4 s* O4 c; x L, ?# V" e
only about 10% of the total purchase price. This provides a warranted, correctly3 ~: C8 J5 u' J$ [* J) b* `, H5 `: Y
tuned, "no hassle" installation for the customer. All diesel vehicle installation can be% F' G2 _) \& }5 O4 ^$ \: o
performed in one day. P5 x$ p' ?8 C# O8 I$ h; x
What creates the most heat? Fuel or turbo boost?7 o3 z1 b! u1 Q4 c* R
Diesels do not need an air control (eg. manifold butterfly valve. The only ones
& U! C" u3 s( F+ g: ?1 Z# |requiring a butterfly are vacuum operated governor pumps) to operate. The more air
- E2 a2 u6 D) x! m3 ]1 g: mthe better. Add too much fuel to the equation and the exhaust gas temperature4 I, ~* {) S5 a L' U! _
rises rapidly.5 b z; N8 R& ?4 n5 B# n3 x) p7 D2 l
What type of oil and how often should it be changed ?6 E, ?; {- X# }, K9 O+ F
Turbos must have good quality oil. Use either a mineral, semi or fully-synthetic- X. `; d. L" C8 y7 D) A7 y3 H
engine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .- A/ D' k# Q5 {4 z
Change oil at intervals recommended by the vehicle manufacturer.
" x" ^# C4 `# a) z7 _' A( t5 IHow long does a turbo last ?
- E$ B8 o' j; C! A( E0 sOn average, as long as the engine or longer with regular engine servicing and good
3 F4 z- A7 f, ^! S" i/ t% _quality engine oil.
; C- H" y' b0 j) c0 NWhat is a ‘dump’ valve or ‘blow-off‘ valve ?
$ `6 X2 V+ k% w9 c, w ZA valve which relieves boost-pressure between the compressor outlet and engine as$ c+ _6 ]. j* E; K6 d1 M m, F
the throttle is closed (Only required on throttle valve controlled diesels which are* P( G( w) S0 w
rarely seen these days). These are commonly fitted to hotted up petrol cars so it
% m! M. l8 J% E# Fsounds good changing gears among other reasons!' Y6 |8 {2 M# L/ N
Can I fit a turbo from another 4WD ?
, c7 }/ E1 t- u& C5 MNo, virtually all turbocharger are different inside, even if they appear similar on the4 H' O4 Y( {' N
outside. The turbo model e.g. Mitsubishi TD04, is only the model, not the" [: k; Q$ T3 I# V! O* J
specification./ J1 [1 T9 O( s; D. ~+ h" k
Should I leave my engine ‘ticking over’ before it is turned off ?
. h& l5 d' ]) G6 W2 |Not for normal every day driving, but still worthwhile if the engine has been under- w( R" ?( k) i% V' b* `, u
load or raced before being turned off. e.g. Towing a caravan or after climbing a long4 E! |: L" m0 Y
incline.
- Y" r7 O$ Q0 d6 R; `: ]4 CWhy is it important to balance a turbocharger ?( U; l( t9 I- B$ |, `. z
Without highly accurate balancing, vibration will create a whining noise, reduce+ i% R/ L3 Z2 ~$ J% U8 q/ [% K
turbo bearing life and reduce turbo efficiency.
% ^/ r5 i) N! r: v5 MHow much boost does my turbo produce?. o1 g; @2 {& t5 Q7 U
Correctly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with
1 [/ Q( V9 I& CIntercooler turbocharged engines running upwards of 13PSI.3 e' \4 d& {7 U( X7 F2 I! h2 z
How many psi in one bar ?
* O! b% ~5 n, N1 L+ N* K14.7 psi = 1 bar.
' y0 y6 e* u, S$ |) N! I% }, QAre all actuators the same ?/ C- U3 ]$ Z; @% u+ d( k
No, each has a different opening pressure and rate.; u# E, |0 L7 b. J; r" v1 S, T
Oil in the turbo inlet pipe - Should I be concerned ?& T" q' w( R# @0 x4 }
A small amount of oil usually exists, drawn in from the engine's crankcase breather3 I3 J* t3 t3 J6 ?1 s7 G2 F& k }
system. High engine wear will increase the amount of oil found, and will require) O C* t- r7 a4 q5 L h8 j# ]
further engine tests (not turbo).2 W2 X: b; X. ^$ R. q1 M
Should a turbo be serviced ?. f/ t6 R: v1 i4 K
No specific turbo servicing is required, but regular quality engine servicing is needed, V6 }' \2 J5 L5 t K+ q4 H/ `
to reduce the chance of turbocharger problems.' Z) p/ X) C4 p; }
What is a water-cooled turbo ?
6 `+ V4 {1 v! S9 C$ O4 L+ qThe central part of the turbo, housing the bearings, is surrounded by a water jacket
2 r7 L# g# R! T% ]! m% Athrough which the engine's water coolant is passed. This water continues to circulate
4 [6 C$ o. r& \ E rafter the engine is turned off, cooling the turbo, and preventing heat soak.
" j6 Z9 v8 S' m9 D' zDo I need to up grade my exhaust ?% v% Y" B( Y0 k/ A+ w9 v
Generally not. Our systems are designed to run utilising as much genuine component1 F0 G8 F* y# F: _2 C6 |
as possible. Some systems on the market promote exhaust change as it is required by$ I) L. z. c7 x0 [; k3 R
that particular turbo. Doing so usually picks up more noise than performance.( w$ A- d3 B& {
How noisy should a turbo be ?
* w1 O- I, H6 V) A) y7 SOnly an unbalanced, worn out or damaged turbo will produce any significant turbo9 N4 L, q) X7 N* B
noise.
! T" W8 J7 S* d3 eWhat is an intercooler ?
) c+ B: @; G. A$ x _A special type of radiator which cools air before it enters the engine. As a turbo ~- }& t: M% a% Z9 p: A
compresses air, the air heats up. Power can be increased if the air entering the engine
7 V$ z6 x0 h: Y+ }is cooler. The cooler air is more dense meaning that more fuel can be injected for l5 [* R4 q/ b# n' e
more power.3 t/ M) N- r8 _& J
Will my vehicle run ‘cooler’ with an intercooler ?
0 c& X( T9 b# M0 e) S8 K; b1 C6 LTheoretically, but not always the case! We commonly find Intercooled 4WD vehicles
: x) _: q: K: C+ F$ @2 ^running hot due to over-fuelling and radiator restriction. Restriction meaning that hot
9 @% o) h, s+ l3 y H4 wair passes out of the Intercooler over the air conditioning condenser and finally the
; o# W& Q5 V' P# ]5 Hradiator. The poor old radiator is left with scraps of extremely hot air and then is7 J) G! k, @! s' b
expected to cool the engine. We don’t advise fitting them as hot Australian conditions0 G% G; H1 b$ ` ~* M9 J0 O- ]
can often be the catalyst for engine heat problems.
) Y& }/ C6 a# c$ MWhat will happen to my fuel consumption?
( @% t* `& t" v1 S: x8 X5 _More power generally means more fuel. With a diesel turbo system, fuel consumption
* i& x/ {# B% b8 Mstays 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
