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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.
8 {" ?7 z; O- _; O) U+ X- P' I$ l8 o5 \% }* S3 M
( G( e9 Z6 A3 b- v2 t- @- \Tech Sheet
. F# q; e( C0 a$ O* r‘Frequently Asked’/ f( ~$ \" B% X2 H, q
‘Turbo Questions’(In no particular order)
! `) H& u- W1 a8 M. C+ x; YYour turbocharger is engineered to match the specific requirements of the engine it is
0 [0 B- |6 M$ P$ F" _- Kfitted to. Each is dependent on the other to maintain optimum performance. Don't% j3 U0 n; i7 X) i. ]8 q+ S9 n- q; u
think of the turbo as a bolt-on accessory, rather as an integral part of the engine. The8 G' q& I! o/ V7 N7 y8 T7 U
turbo's requirements are similar to the engine’s. It is, therefore, essential that
+ Y8 ^/ @( ^; r T; E; vscheduled servicing, using good quality oils and parts, is central to caring for your0 j: ^6 ]. r% h6 y9 z/ N1 t
turbo.
( V. b! J! x6 n7 [In many instances Berrima Diesel receive turbochargers which have been( U& E' T& [5 f" p: h
misdiagnosed as having a turbo problem, when actually the turbo is not at fault.
1 o/ G1 Y. l! ~, KIncorrect fault finding is often caused by a lack of product knowledge. Many
/ r z; @1 v x) g+ fcontributory items around the engine bay can trick the unsuspecting into believing the
( D6 I! [$ }7 Aturbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not' c! w% {8 z+ j4 z: t4 v) S
diagnosed before a replacement turbocharger is fitted, the problem still exists!
- `% t# X! C% G5 KWe have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A# s5 l2 C3 l* L( v0 R
turbo can be killed in many ways.
6 n! h. ^; ]1 V& J- z6 gForeign object damage results in either the air intake "compressor wheel" or exhaust
D* o9 [8 z( [0 L3 r"turbine" wheel being damaged. The former is often caused by someone accidentally
+ l. v% d: i- k5 {. Q& i! mleaving a nut or other foreign body in the air induction hoses. Please be extremely. h S5 z% l2 h* P& T/ u
careful if going to an aftermarket air-filter. Genuine is bests there! In the latter case, v( }: r7 O6 s; h3 E
this may be caused by part of an engine component, such as a piece of valve, exiting4 S" [7 N) G7 s9 ^# B# \
the engine in rather a hurry! In both cases it results in severe turbocharger damage- r; R$ _. Z. c9 K
instantly.
. l9 E! \5 l1 G( w/ @# O% k- d1 l7 RTurbochargers are simple in operation, but manufactured to precise tolerances as fine2 ?4 i5 M( \. m4 l! H
as 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single" ?2 @- |2 S0 E1 Z. _- g+ p
turbocharger many times, including final assembly. The balancing methods and
+ W1 l' t, ]6 G lprocedures are unique. Without them, no turbocharger can be balanced to the ultrafine; q4 l) v$ D, F% r! f2 ~* a0 [
tolerances required for today’s high speed turbos. It is now common for2 U! A3 p7 T* ]* q0 _; J9 O; u
turbochargers to spin up to 150,000 rpm +.
/ B+ G" h6 j" S" i- v6 k2 uThat’s approximately 35 times faster than most diesel engines rev at the red line!3 J6 q* |1 V2 |9 P1 j
Sophisticated machinery and highly trained factory staff ensure that the highest. J0 l" _8 `* l6 H2 f) @
standards are always maintained.7 S( Q/ B% m! a$ R7 `* ?
Useful tips when driving any turbocharged engine, whether it be petrol or diesel, are
; e& D! c" N L7 hto always allow the engine to warm-up fully, until the water temperature gauge
( r( h) b7 _, w8 Y3 d2 Mreaches normal, before full throttle is used. Try to plan the end of your journey
3 R: J ` C# r+ p( U( ?9 Vsympathetically. Don’t use full throttle or allow the engine to labour during the last2 R- b8 u# _7 N; X
few miles. This will prevent excessive heat build-up within the turbo when the engine
7 D- G0 I6 V5 t' ^4 \is turned off. Also, when coming to a standstill, try to leave the engine idling for a
" z2 U3 o0 {0 J3 V# B e8 dfew extra seconds to allow the heat to decrease. No need for a timer though, just undo: Q7 F! f6 P6 ?9 h' K
your seat belt first and then turn off the engine. Never rev the engine just as the
# N: b* h7 q+ a# ?! E9 iignition is turned off. Remember the turbo spins at a far greater speed then the
, t: e9 {* r' |+ ~3 n% h' Hengine, but is lubricated with engine oil. Once the engine stops the oil supply ceases
% @! d, R# j$ |! Q/ {within a few seconds. In reality, none of the above traits will cause a turbocharger to$ _ U6 \0 R0 b0 v+ T' a& Y
fail immediately, but repeatedly over a long period, they could reduce the life of your
" w5 O: f" M5 fturbocharger.
, B% E5 y! i( l5 {If it becomes necessary to seek advice about a turbocharger or a turbo related
7 C7 i P+ ]6 |' O6 Y3 lproblem, always rely on a professional. Berrima Diesel, together with DTS% q# X- X/ E. H. g' Y1 m" l
turbochargers, are Australia’s leading turbo specialist, and are acknowledged as one
# q, N8 C3 A3 b! [- xof the most experienced turbo installation companies in the world. We can advise
" o8 S9 h; q/ M4 D; A9 O. mcustomers with turbocharged 4WD’s on a wide variety of questions and issues
, X- o9 d3 {! _ T. c+ Grelating to owning and running a turbo car.1 N9 N# _6 ?; r! Z5 L% m
It cannot be stressed too much how important it is, when purchasing turbocharger# j# p7 v, R: I3 s0 G
system, always to choose the top brand name -Berrima Diesel. Consider this. As with, X( z7 M6 g( t$ U, }" E6 h' n, l% h
so many things in life, quality costs, and there are sometimes cheaper turbos for sale.) H# w0 l8 i$ r
Without the safeguard of using a Berrima Diesel turbocharger, you run a serious risk
* h0 m- G9 ]0 ?5 l& i4 A1 j" fthat your short-term saving may turn out to be a long-term nightmare.4 u) {' h* c5 }6 k2 H0 d' I5 z
What is 'Boost'?
/ s, F; e A8 U& ?, a0 j3 `Boost is a term used to describe the increase in pressure, provided by the
8 V" H/ B3 O8 N/ z* Z& P; }turbocharger, to the volume of air, entering the engine. This pressure is expressed in* m' \0 G4 W( L; i! g1 o
a number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same/ U3 L3 j) r( V$ {
thing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa, h7 S% a# P+ @# _! H% `* S) m
14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power9 [) B: O' B; D( e6 A, D- q
output is increased. This pressure increase is called 'boost'.6 b8 N2 i) {) H( @5 {* p: Z; X8 s
How does fitting a Dynamic Turbosystem effect the power of my
9 S6 h' f$ f) y; W H* Rvehicle?& P4 ?& r& g/ Y! U
Modern 4WD diesel engines, typically produce peak torque (pulling power), at2 W# n g1 E1 d2 \* h8 h
around 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.' F6 n" n( F7 q) v- u2 E
Turbo boost starts at approximately 750 R.P.M. and rises progressively to its/ L. j5 I8 j1 p1 g7 i4 l7 y
maximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this
4 _9 e7 \5 U( }7 [3 Hpoint, the percentage torque increase of a correctly tuned installation is approx. 40%,0 B$ v+ y U. B! |) y% C; k
at the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At& [4 Q8 C Q# t
no point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater- l/ W/ v. |, s) G# n0 R
than the standard vehicle at the same R.P.M.
1 T7 q+ B- X# f& YCan I fit a Dynamic Turbosystem myself and, if not, how long and
1 S/ A1 y# b: W- f* @9 Q6 hwhat is the cost of having it fitted for me ?
5 I0 d! d9 R5 m( a6 A7 ?# JWhile most competent mechanics could probably fit a Dynamic Turbosystem," h8 c. ^0 H) u6 U, R# V
tuning requires specialised knowledge. The lack of this knowledge could have# i4 k; A# P9 j8 b# h% H9 j
serious consequences. In addition, warranty can only be provided on Dynamic
/ p0 @2 z1 V6 D! N- l8 Q& x( yTurbosystems which are installed by authorised facilities.* r7 ?+ O% [* I9 _ z H
The cost of having the installation performed by Andrew at Berrima Diesel is3 n' K1 c! o) b1 z9 H
only about 10% of the total purchase price. This provides a warranted, correctly6 y2 e! k8 {+ A! ?' S
tuned, "no hassle" installation for the customer. All diesel vehicle installation can be5 Q2 J' B: k4 f' d& @+ r
performed in one day.$ D" x$ v% B$ u
What creates the most heat? Fuel or turbo boost?% x d h+ L; c' B
Diesels do not need an air control (eg. manifold butterfly valve. The only ones$ D5 \6 R0 `7 a, ^, m( Y
requiring a butterfly are vacuum operated governor pumps) to operate. The more air
& _1 C5 ~% u E3 o, Othe better. Add too much fuel to the equation and the exhaust gas temperature
( }. j" v1 Q _$ G9 _: V0 crises rapidly.
% t, \0 C, ?9 [What type of oil and how often should it be changed ?8 W' v8 X$ _, R- m
Turbos must have good quality oil. Use either a mineral, semi or fully-synthetic2 n# Y' O' b) W% ~
engine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .- `+ n/ G6 Q& E1 n2 R
Change oil at intervals recommended by the vehicle manufacturer.
! j/ s8 y. B1 \% l& j! f' lHow long does a turbo last ?
) h# a3 ?1 y/ ]* DOn average, as long as the engine or longer with regular engine servicing and good# x; ]4 Y9 ]' ?4 |* \) t+ L
quality engine oil.
# I1 ?6 ~6 p4 Q- F/ s g, YWhat is a ‘dump’ valve or ‘blow-off‘ valve ?* h- T7 H# n: i y+ l
A valve which relieves boost-pressure between the compressor outlet and engine as
: l$ Y+ Z1 H) I3 ?! n4 `% uthe throttle is closed (Only required on throttle valve controlled diesels which are$ ^, A6 h; I+ v! F+ ~
rarely seen these days). These are commonly fitted to hotted up petrol cars so it
7 @/ P( O% G8 y$ Rsounds good changing gears among other reasons!9 u; Q9 H2 `8 K7 [' @6 c" I# q
Can I fit a turbo from another 4WD ?
, f& z/ W- C7 Y1 C6 l6 R* xNo, virtually all turbocharger are different inside, even if they appear similar on the6 A/ a1 v+ C- l9 M! ^
outside. The turbo model e.g. Mitsubishi TD04, is only the model, not the2 M5 M- x( d& g* P
specification.8 a/ }; H- W5 u C1 a) |% g
Should I leave my engine ‘ticking over’ before it is turned off ?7 F3 Y+ b! t2 V' ]) L
Not for normal every day driving, but still worthwhile if the engine has been under
# e9 ?/ R& |) |& Y/ V6 @7 jload or raced before being turned off. e.g. Towing a caravan or after climbing a long
# `! v4 I; t/ r" n+ i9 }' Z4 D: Q; {incline.( w( X ^. c; L' _. c( ^9 ^8 g) r+ P4 [
Why is it important to balance a turbocharger ?" j# \6 Q+ c# r; L3 o# C# ]
Without highly accurate balancing, vibration will create a whining noise, reduce
/ {5 e2 O8 o0 c: k; ` Lturbo bearing life and reduce turbo efficiency.1 z) m9 Q1 J: o
How much boost does my turbo produce?1 u _% H/ Z. a' g0 }& P+ r
Correctly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with
$ `7 G1 E( S9 ]& o' w% |Intercooler turbocharged engines running upwards of 13PSI.2 B' r, @' x" ~1 c; i6 A9 W
How many psi in one bar ?
1 K" N5 i! D- M14.7 psi = 1 bar.
3 h& L0 M9 _6 I& F \, nAre all actuators the same ? E: ~/ r7 w9 O" ?% L
No, each has a different opening pressure and rate.1 L2 U. R7 I) Q- q7 @
Oil in the turbo inlet pipe - Should I be concerned ?
& h2 y* b4 {9 {A small amount of oil usually exists, drawn in from the engine's crankcase breather
7 v1 M z% q; |2 Osystem. High engine wear will increase the amount of oil found, and will require5 {2 e0 x: U3 Q
further engine tests (not turbo).( N7 F# ?% ^5 Z2 v* ~- h
Should a turbo be serviced ?, b# k- g7 J1 W; x1 l" \
No specific turbo servicing is required, but regular quality engine servicing is needed
# L m5 U2 {3 ?' T- {: uto reduce the chance of turbocharger problems.7 W# u1 j( M& k+ Z
What is a water-cooled turbo ?
! Q) N7 C3 X1 W4 N1 `! s7 I+ QThe central part of the turbo, housing the bearings, is surrounded by a water jacket
7 k6 B- l g8 C( u4 a% Ethrough which the engine's water coolant is passed. This water continues to circulate* p5 D' N. @" k7 k$ {
after the engine is turned off, cooling the turbo, and preventing heat soak.4 m2 p! \3 w" P; G! @7 l; ~
Do I need to up grade my exhaust ?
2 L) C0 k' f- w3 z. F, xGenerally not. Our systems are designed to run utilising as much genuine component* l; @- h9 |8 ~
as possible. Some systems on the market promote exhaust change as it is required by
4 a" r; v0 v' athat particular turbo. Doing so usually picks up more noise than performance.
6 h: ?1 J3 X# @$ d, OHow noisy should a turbo be ?" F" f6 C5 E9 T' T( w* H0 i
Only an unbalanced, worn out or damaged turbo will produce any significant turbo
% ~' e m- ~0 Q% {; a; Enoise.. z+ ]" S% T9 V4 i4 }$ `+ ]& U
What is an intercooler ?
" Y! I9 `! U- W& B( {A special type of radiator which cools air before it enters the engine. As a turbo
7 ]7 Q) w7 D2 Z' gcompresses air, the air heats up. Power can be increased if the air entering the engine m' \ I! _$ s, K& S* H% M
is cooler. The cooler air is more dense meaning that more fuel can be injected for
6 v8 ~/ `0 i. y, @8 ]1 }/ ^more power.
" D8 a* u- Z; o+ [, rWill my vehicle run ‘cooler’ with an intercooler ?
1 i3 f; d3 u4 V$ C' }2 R% ATheoretically, but not always the case! We commonly find Intercooled 4WD vehicles
, P) `2 y3 D; Z# Y$ crunning hot due to over-fuelling and radiator restriction. Restriction meaning that hot
! _' @+ w+ `( B$ q! A- B. }air passes out of the Intercooler over the air conditioning condenser and finally the
5 h" r( Q: l9 y- Y1 F; c; [0 W0 Hradiator. The poor old radiator is left with scraps of extremely hot air and then is2 l: s0 E. `- j) V6 s2 x! L$ u; r
expected to cool the engine. We don’t advise fitting them as hot Australian conditions2 w1 M- ^# b: u3 J7 H
can often be the catalyst for engine heat problems.
2 G! k3 V1 A# S6 X9 nWhat will happen to my fuel consumption?
* U$ s6 ~: V$ A4 dMore power generally means more fuel. With a diesel turbo system, fuel consumption- W) H5 h8 \" j% 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
