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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.
& F4 }- r/ a9 R# K4 g1 T. }% T- o/ x6 T) V2 P: v- \
f) A# |# ^6 P% b! k C. RTech Sheet/ H) U' Z/ A- B. m4 F( G+ w: ~
‘Frequently Asked’
$ D1 H% E; y$ w' |* ~, ]- K. p‘Turbo Questions’(In no particular order)
4 S% j3 U+ t" v& g8 }) t. k7 XYour turbocharger is engineered to match the specific requirements of the engine it is1 c a7 T) o$ q1 k, C$ q$ m, `2 b
fitted to. Each is dependent on the other to maintain optimum performance. Don't
5 E7 t! m( f* Q r- z& m6 bthink of the turbo as a bolt-on accessory, rather as an integral part of the engine. The
! A, L' s5 s& \% J$ ~4 Kturbo's requirements are similar to the engine’s. It is, therefore, essential that5 h. P# a8 L. L8 e8 p
scheduled servicing, using good quality oils and parts, is central to caring for your- R% R5 ], t) ~2 B8 o; p* O; w. C4 i9 c
turbo.( @# k4 Y, {- s! S& `* V2 ^
In many instances Berrima Diesel receive turbochargers which have been, R. ~% i, C6 g$ Z8 x
misdiagnosed as having a turbo problem, when actually the turbo is not at fault.
/ y5 b/ }2 r7 U7 CIncorrect fault finding is often caused by a lack of product knowledge. Many7 X. D, E( B7 Q% R/ r4 Z
contributory items around the engine bay can trick the unsuspecting into believing the
, R4 u. S" i/ ?8 J9 W3 Zturbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not
" w( }5 g( [- F) bdiagnosed before a replacement turbocharger is fitted, the problem still exists!
3 H7 T) n4 `# O9 O, l3 h$ ~We have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A# N u& C% v9 m3 T( s; L% X( Z, d+ o
turbo can be killed in many ways.6 N- {' C! T( q0 V7 P" a' u
Foreign object damage results in either the air intake "compressor wheel" or exhaust
* l! ?' E9 Q" s& l"turbine" wheel being damaged. The former is often caused by someone accidentally' A$ d* B1 V9 _) R' q
leaving a nut or other foreign body in the air induction hoses. Please be extremely! }* }& `' b0 l1 ] ^8 ? y$ v
careful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,
: f# v- e3 I1 Gthis may be caused by part of an engine component, such as a piece of valve, exiting Y/ ?1 P3 u" ~; _+ Z0 D0 G4 m
the engine in rather a hurry! In both cases it results in severe turbocharger damage
. X# i2 K8 d9 D" u, ^0 J: Linstantly./ q1 |/ N/ {) Q+ F8 ]% f
Turbochargers are simple in operation, but manufactured to precise tolerances as fine
* P+ K% M7 v9 ], das 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single& ]2 q. z- C- U9 n' t G3 i% d: b
turbocharger many times, including final assembly. The balancing methods and
3 f1 G; H; [: V7 j) q5 lprocedures are unique. Without them, no turbocharger can be balanced to the ultrafine; s; b z1 L( s% f4 u" @5 p
tolerances required for today’s high speed turbos. It is now common for
: B3 u6 D7 f7 L% c( D: d4 Cturbochargers to spin up to 150,000 rpm +.$ G( U. r- d1 W
That’s approximately 35 times faster than most diesel engines rev at the red line!
9 ]0 Z6 v! i+ z! ^Sophisticated machinery and highly trained factory staff ensure that the highest: J+ n( S. @2 J9 a; }
standards are always maintained.
8 Z4 ^. ]) z: c. u8 d$ b& KUseful tips when driving any turbocharged engine, whether it be petrol or diesel, are
; u4 n0 m/ a8 Z* Fto always allow the engine to warm-up fully, until the water temperature gauge
) H9 T) l0 h- g7 w0 u0 ^+ a1 l( w) Treaches normal, before full throttle is used. Try to plan the end of your journey
4 F, u2 C" q1 v+ P" Rsympathetically. Don’t use full throttle or allow the engine to labour during the last f7 G" {6 @1 J9 ?* U
few miles. This will prevent excessive heat build-up within the turbo when the engine" Y1 J, ^4 w) h8 Y4 t
is turned off. Also, when coming to a standstill, try to leave the engine idling for a; |& I$ S8 _; y
few extra seconds to allow the heat to decrease. No need for a timer though, just undo
% a% f( n- F8 e( n$ Y! nyour seat belt first and then turn off the engine. Never rev the engine just as the
- W" t( @0 N; W6 Z, _! X2 u3 Tignition is turned off. Remember the turbo spins at a far greater speed then the6 R- o7 X J& y8 Q$ B9 x4 B k
engine, but is lubricated with engine oil. Once the engine stops the oil supply ceases
- V9 n. h; Y, |& w1 Xwithin a few seconds. In reality, none of the above traits will cause a turbocharger to# Q* x/ h P% q& } W, ^9 k
fail immediately, but repeatedly over a long period, they could reduce the life of your9 R! `5 j& J+ G Y* ^( D8 {) X" u
turbocharger.
" k ^; @* [! Q: dIf it becomes necessary to seek advice about a turbocharger or a turbo related
& o9 _, C1 V2 m; Y7 Oproblem, always rely on a professional. Berrima Diesel, together with DTS
; ^: [) e( n9 K2 [turbochargers, are Australia’s leading turbo specialist, and are acknowledged as one( K8 M2 O! H4 X2 ?+ x+ q
of the most experienced turbo installation companies in the world. We can advise( t+ c, b- z$ ]" J- c) ^# F
customers with turbocharged 4WD’s on a wide variety of questions and issues
7 t2 o$ c/ F0 X3 n5 p Irelating to owning and running a turbo car.8 b3 W) g( R0 W" g, ?
It cannot be stressed too much how important it is, when purchasing turbocharger
+ c3 h$ m; S+ W; M+ a! k! Asystem, always to choose the top brand name -Berrima Diesel. Consider this. As with! y; x/ E; u! R& T' O0 ?
so many things in life, quality costs, and there are sometimes cheaper turbos for sale.+ H" e: d* b. H
Without the safeguard of using a Berrima Diesel turbocharger, you run a serious risk
4 ?9 C/ Z$ q0 r& dthat your short-term saving may turn out to be a long-term nightmare.# F ~/ j! K6 `" R! h" |3 L
What is 'Boost'?, ~& [7 P$ j- {) J& @4 B
Boost is a term used to describe the increase in pressure, provided by the
1 t ], e% l7 L; d% F. \+ y$ X* wturbocharger, to the volume of air, entering the engine. This pressure is expressed in
# \/ X/ b- y% J+ s- J4 n+ Qa number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same
2 h6 t8 S6 m. \- `3 S# kthing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa; u8 y+ W% f+ S# P0 H
14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power
! q3 y+ |$ t& B2 ~% S5 I: Ioutput is increased. This pressure increase is called 'boost'.2 D) t* ~* [4 P$ ^( @% L$ b. S x7 ~; N
How does fitting a Dynamic Turbosystem effect the power of my0 K2 b# N0 W" f6 ~( k
vehicle?
+ F$ X, R1 T. D i4 N" f+ p! tModern 4WD diesel engines, typically produce peak torque (pulling power), at$ T! g8 x; }3 q" _7 a1 ~0 D
around 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.
' v( _! T' j1 m% s/ w3 vTurbo boost starts at approximately 750 R.P.M. and rises progressively to its3 n p/ y W/ A- I/ ^. E+ P
maximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this
0 D3 v4 M2 V- U3 ^) j1 `2 Rpoint, the percentage torque increase of a correctly tuned installation is approx. 40%,
( B# }( b0 C3 Sat the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At
* d; m1 V# }% pno point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater
! `8 T) B% S* _% vthan the standard vehicle at the same R.P.M.
" `9 c& L& I# a& B @Can I fit a Dynamic Turbosystem myself and, if not, how long and7 @4 I$ G( Q4 z/ V; i* }
what is the cost of having it fitted for me ?
' s7 p4 k" _, rWhile most competent mechanics could probably fit a Dynamic Turbosystem,& w N& C/ Q$ ?& U( s& W
tuning requires specialised knowledge. The lack of this knowledge could have5 b- n8 Q# w7 b; H. i9 g
serious consequences. In addition, warranty can only be provided on Dynamic3 k2 k, _& _. O# M
Turbosystems which are installed by authorised facilities.
6 Q; N: X" g/ e$ c) KThe cost of having the installation performed by Andrew at Berrima Diesel is( J* D; }4 d. }& R& r$ J) |
only about 10% of the total purchase price. This provides a warranted, correctly# S- N) p+ C- z2 ~! [) N
tuned, "no hassle" installation for the customer. All diesel vehicle installation can be d4 Z3 v' h8 K, t6 V7 Y8 S1 G
performed in one day.
' W# j) l: b" c5 X3 C7 ~8 a0 [( cWhat creates the most heat? Fuel or turbo boost?
9 o4 R1 B8 }, O: ]# _Diesels do not need an air control (eg. manifold butterfly valve. The only ones
+ L* m/ u# {6 N; n- D! n7 xrequiring a butterfly are vacuum operated governor pumps) to operate. The more air) J; l: q; f* {$ z6 Q; G ]
the better. Add too much fuel to the equation and the exhaust gas temperature, ^. @# u) c: y2 [/ o8 c
rises rapidly.; l9 W6 i. l4 |5 C4 S, I- v
What type of oil and how often should it be changed ?
( o: J) c) [/ k% q% zTurbos must have good quality oil. Use either a mineral, semi or fully-synthetic
% _# s+ a$ @" C0 w% E# uengine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .
9 \7 c- [+ o) @4 P$ O7 L) K$ C) e5 j. }Change oil at intervals recommended by the vehicle manufacturer.
4 w# r7 u* `* |5 Q& d7 M8 }How long does a turbo last ?
3 s8 h+ U4 O, }4 IOn average, as long as the engine or longer with regular engine servicing and good7 S2 o8 R% q6 i" x( g' _
quality engine oil.; F3 f( Z& Q. H- G
What is a ‘dump’ valve or ‘blow-off‘ valve ?. p" m" k( \* ?6 y" J
A valve which relieves boost-pressure between the compressor outlet and engine as
" h) ^9 Q) O( ^4 tthe throttle is closed (Only required on throttle valve controlled diesels which are2 j: ?% ~+ I: B; Z8 Y) C9 f
rarely seen these days). These are commonly fitted to hotted up petrol cars so it
$ m' V9 G3 _ `5 i. J1 y. xsounds good changing gears among other reasons!' O3 W0 a! [! y/ p& u, ^1 O
Can I fit a turbo from another 4WD ?- x( S8 d+ S: M& @- Y9 E0 K0 p
No, virtually all turbocharger are different inside, even if they appear similar on the/ n& R7 i8 S1 j) j- e$ S
outside. The turbo model e.g. Mitsubishi TD04, is only the model, not the
: x4 q" o5 q+ Aspecification.) h$ V$ O- J4 e. y, y: m/ |2 K
Should I leave my engine ‘ticking over’ before it is turned off ?6 b. F, r7 F( e. j+ G1 m
Not for normal every day driving, but still worthwhile if the engine has been under
1 G( d3 B4 _9 v, Zload or raced before being turned off. e.g. Towing a caravan or after climbing a long
% m5 g! n( T4 V1 Aincline.
1 s0 ?1 w$ \0 K" pWhy is it important to balance a turbocharger ?2 ^6 G. @" U4 ~' E1 R ~
Without highly accurate balancing, vibration will create a whining noise, reduce
5 Q+ }3 L" n$ c' @- H7 s; n4 jturbo bearing life and reduce turbo efficiency.
: ] L2 I' c5 I5 k$ wHow much boost does my turbo produce?
9 v% |0 Z$ u/ t% R) \* ~$ P- F! yCorrectly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with* h% Q4 z, d' z1 \" A/ \9 T4 n
Intercooler turbocharged engines running upwards of 13PSI.
0 E# q1 B2 q: s. ~0 T5 ]1 Y7 d/ Z |How many psi in one bar ?
$ T* a5 T: n# _3 @14.7 psi = 1 bar.
' V" y7 a* W4 pAre all actuators the same ?0 B1 y( s* H" T# |2 P7 H
No, each has a different opening pressure and rate.! x; S. u+ I5 G$ l
Oil in the turbo inlet pipe - Should I be concerned ?
) B7 Z. j* N8 c2 C6 _A small amount of oil usually exists, drawn in from the engine's crankcase breather
# F' D$ s7 O a6 a9 Tsystem. High engine wear will increase the amount of oil found, and will require: ?$ B5 C+ F7 y0 \+ k+ e% l# G
further engine tests (not turbo).6 A! D/ C3 c3 c$ o
Should a turbo be serviced ?
( q& i* Z; |) ]( E sNo specific turbo servicing is required, but regular quality engine servicing is needed
- p6 B4 D: M" M. V5 Y: j I5 [to reduce the chance of turbocharger problems.
8 a7 a9 H7 N0 G3 F* LWhat is a water-cooled turbo ?
) P, w" a! \$ X& q" Z" ?The central part of the turbo, housing the bearings, is surrounded by a water jacket$ O+ X v! ^5 U1 b2 `8 N/ @$ x
through which the engine's water coolant is passed. This water continues to circulate
( v% F$ |6 |4 U, f# p% mafter the engine is turned off, cooling the turbo, and preventing heat soak.
" \. x5 k9 p3 Q, i; T/ N) Z( QDo I need to up grade my exhaust ?/ }$ g# C' U7 j
Generally not. Our systems are designed to run utilising as much genuine component
! x m+ U3 K. w5 Sas possible. Some systems on the market promote exhaust change as it is required by
7 z8 |; e5 \0 r0 m' i0 @that particular turbo. Doing so usually picks up more noise than performance.
) F; ]6 C1 E9 n+ t* m4 z% F3 {& ZHow noisy should a turbo be ?
3 d5 F9 ~& p7 |9 |Only an unbalanced, worn out or damaged turbo will produce any significant turbo
+ {9 C" F& k6 o* Nnoise.4 H7 h# T; o6 Q
What is an intercooler ?4 E: I2 [6 M1 w" ~0 L4 g0 j2 v1 n
A special type of radiator which cools air before it enters the engine. As a turbo
4 Q7 w; s/ S3 E6 K1 scompresses air, the air heats up. Power can be increased if the air entering the engine! E5 a! e1 M' W( H
is cooler. The cooler air is more dense meaning that more fuel can be injected for
6 a& o& x' M% `more power.
J/ z, o7 Z9 P1 O$ uWill my vehicle run ‘cooler’ with an intercooler ?
2 f! r# o8 _4 N+ V+ l$ ~& ITheoretically, but not always the case! We commonly find Intercooled 4WD vehicles0 s3 ^2 y# Z1 z! ?' v
running hot due to over-fuelling and radiator restriction. Restriction meaning that hot% p% W3 w' y b! K! w
air passes out of the Intercooler over the air conditioning condenser and finally the
" T7 ]1 x0 @- G' m! a2 T/ X; G7 @radiator. The poor old radiator is left with scraps of extremely hot air and then is# ?5 w ^: G% |5 ?; C
expected to cool the engine. We don’t advise fitting them as hot Australian conditions
1 x* u! H+ q" Q- xcan often be the catalyst for engine heat problems.+ q9 c7 t* V" v; T) y7 d
What will happen to my fuel consumption?
* l {" Y9 c+ v+ L% nMore power generally means more fuel. With a diesel turbo system, fuel consumption
" M8 Y, ? M) g7 W' R" Hstays 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
