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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.
& w9 V9 ~- p+ n% \2 A3 H' P" Z0 I4 G9 |, W/ f( U! N2 C
" X R. S; S7 o1 s% X" ETech Sheet
; t6 C4 O; u2 T* a+ w‘Frequently Asked’
6 y3 g n. y6 P$ z‘Turbo Questions’(In no particular order)
1 o3 t4 w1 L" d( {( C VYour turbocharger is engineered to match the specific requirements of the engine it is
% o" y3 x, [" {/ o6 M( ?4 s+ @- |fitted to. Each is dependent on the other to maintain optimum performance. Don't. |9 z% b+ n: W( F6 p4 J( T) g: ?4 J* o
think of the turbo as a bolt-on accessory, rather as an integral part of the engine. The
& \8 ^: K. i: X% ]( e# |, Eturbo's requirements are similar to the engine’s. It is, therefore, essential that% {2 b4 J" b! k& s; H7 C, y$ L X: D
scheduled servicing, using good quality oils and parts, is central to caring for your, ~6 k( i# }5 f z; Z3 M- g; l
turbo.
; K# R( ?; N. hIn many instances Berrima Diesel receive turbochargers which have been' N* n& X* X- n" `" w& q9 C8 K
misdiagnosed as having a turbo problem, when actually the turbo is not at fault.
/ K. Q9 U- s/ k- D9 b" _7 kIncorrect fault finding is often caused by a lack of product knowledge. Many* P2 f# D [8 e9 U0 \
contributory items around the engine bay can trick the unsuspecting into believing the
& ?$ {9 x' ~9 ^turbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not
3 _* p4 b; c% ~- x+ H9 sdiagnosed before a replacement turbocharger is fitted, the problem still exists!
/ i) X" i, P) q3 W1 ]We have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A* H( u: s! @* p: @) D* N5 C
turbo can be killed in many ways.+ O8 x7 T; u! C, n: L
Foreign object damage results in either the air intake "compressor wheel" or exhaust
4 M5 y# a$ X& l8 j/ m A2 b* F' J"turbine" wheel being damaged. The former is often caused by someone accidentally! b# l) A* o. q5 R
leaving a nut or other foreign body in the air induction hoses. Please be extremely
6 L& J3 _4 e3 X" Ucareful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,
* E3 i2 a4 t" v" N3 q! Qthis may be caused by part of an engine component, such as a piece of valve, exiting4 T1 f9 F0 m, ^5 L6 {
the engine in rather a hurry! In both cases it results in severe turbocharger damage
; A% u9 i/ A+ M; zinstantly.
% v" M' J, B# X+ e9 t* VTurbochargers are simple in operation, but manufactured to precise tolerances as fine$ S, s( J6 J5 l$ J
as 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single2 x, D8 T% I9 l" v' e9 t. s0 L
turbocharger many times, including final assembly. The balancing methods and
7 H2 d* l& l! N5 Pprocedures are unique. Without them, no turbocharger can be balanced to the ultrafine
! k; ?6 g4 m" i9 h! v: wtolerances required for today’s high speed turbos. It is now common for$ ^6 O3 S0 n' m* E: V9 l: A5 v7 o9 F( v
turbochargers to spin up to 150,000 rpm +.
- f+ S) I: q6 N1 ]8 WThat’s approximately 35 times faster than most diesel engines rev at the red line!$ V( N9 b8 m G1 Y+ ^$ g Y) u
Sophisticated machinery and highly trained factory staff ensure that the highest, _3 ~, y7 _6 ]3 M/ h8 S
standards are always maintained.
& x1 p' Q/ t- x0 uUseful tips when driving any turbocharged engine, whether it be petrol or diesel, are
, ^, ^* y2 Z1 M' T5 C* z* c3 rto always allow the engine to warm-up fully, until the water temperature gauge" K# Z1 w( r* V* y! E6 _& ]
reaches normal, before full throttle is used. Try to plan the end of your journey9 O4 V- J. W5 ^" \8 A+ _" A
sympathetically. Don’t use full throttle or allow the engine to labour during the last
# {9 k! ]0 N1 w9 I# c9 W9 C/ [few miles. This will prevent excessive heat build-up within the turbo when the engine
! H9 G: }, H# Q7 n0 v4 X+ Sis turned off. Also, when coming to a standstill, try to leave the engine idling for a, w$ {9 }7 {$ _8 G P$ U3 e+ l4 y
few extra seconds to allow the heat to decrease. No need for a timer though, just undo! `6 l# {! B- S) A3 P% W+ ?
your seat belt first and then turn off the engine. Never rev the engine just as the
% x, K$ f1 C# A, S+ t0 k) Signition is turned off. Remember the turbo spins at a far greater speed then the
2 @4 T- k. `9 bengine, but is lubricated with engine oil. Once the engine stops the oil supply ceases
. k1 }* g! u" p2 \within a few seconds. In reality, none of the above traits will cause a turbocharger to
* B2 l& \" k1 m1 u- s) Mfail immediately, but repeatedly over a long period, they could reduce the life of your
0 R" h! ~5 \* Y& S1 o t0 p- c+ B: C# qturbocharger.
8 i+ o4 E5 Z- y# r, x2 HIf it becomes necessary to seek advice about a turbocharger or a turbo related
2 [; G' c( X1 W; o, a+ G1 q5 Pproblem, always rely on a professional. Berrima Diesel, together with DTS, G& V# Q5 N" J# t: H
turbochargers, are Australia’s leading turbo specialist, and are acknowledged as one
! Q0 g9 w3 o# _of the most experienced turbo installation companies in the world. We can advise& [6 S/ I2 r3 ^% O. f$ ~
customers with turbocharged 4WD’s on a wide variety of questions and issues
' U) _* `2 c" S5 j. v4 j* ]& _7 J1 X* q; krelating to owning and running a turbo car.
; t1 r Q6 z" C/ u5 I8 t+ q7 UIt cannot be stressed too much how important it is, when purchasing turbocharger
7 x: b* L# j, X- x6 k4 ^system, always to choose the top brand name -Berrima Diesel. Consider this. As with% E }& {/ \' _+ L0 u0 c/ J/ C
so many things in life, quality costs, and there are sometimes cheaper turbos for sale.+ ^$ B/ J- I# T5 m" r
Without the safeguard of using a Berrima Diesel turbocharger, you run a serious risk4 P9 f/ w/ O& @$ a: t, L( z
that your short-term saving may turn out to be a long-term nightmare.
/ E! _- |9 L/ n/ q% lWhat is 'Boost'?" ~$ G' d" Q! o
Boost is a term used to describe the increase in pressure, provided by the- P- c2 o+ i9 s
turbocharger, to the volume of air, entering the engine. This pressure is expressed in( [. B1 i/ f8 a! G
a number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same6 f/ B }* h2 x# P Z# T2 S
thing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa
( E) ?4 p! y, D8 r3 K14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power
1 ~& E u0 I |& U$ N( E+ coutput is increased. This pressure increase is called 'boost'.
) C: R7 q$ a2 z3 d J4 DHow does fitting a Dynamic Turbosystem effect the power of my% g# i1 H$ B8 |: l9 O( U
vehicle?
5 P5 P! V. `* h! NModern 4WD diesel engines, typically produce peak torque (pulling power), at9 [% B5 w" U# x1 `; L9 f
around 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.% J. h w7 S! b. t: e# K7 N8 S
Turbo boost starts at approximately 750 R.P.M. and rises progressively to its
9 }5 s9 e3 L+ Imaximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this7 P( w0 y0 G% K2 @2 L" M! x7 {9 i
point, the percentage torque increase of a correctly tuned installation is approx. 40%,
0 k2 M& c) T! [3 gat the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At: ?' G1 b# S ~# R
no point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater3 {% v B8 m( Q; l: ~) B( I
than the standard vehicle at the same R.P.M.& j' F7 r1 E$ y
Can I fit a Dynamic Turbosystem myself and, if not, how long and
7 L' K4 E7 ~- Y) Twhat is the cost of having it fitted for me ?
% ^( h8 G2 ]& f) ^7 M6 y+ u) mWhile most competent mechanics could probably fit a Dynamic Turbosystem,/ s. B' G5 u2 z7 F
tuning requires specialised knowledge. The lack of this knowledge could have
* B0 P0 b! N; P* Q$ r4 iserious consequences. In addition, warranty can only be provided on Dynamic
/ t6 h& G, ~0 H& V' R8 u9 U' i6 eTurbosystems which are installed by authorised facilities./ [# w% b! ~: y
The cost of having the installation performed by Andrew at Berrima Diesel is
4 C; Y8 t* e J% uonly about 10% of the total purchase price. This provides a warranted, correctly3 z% Z" \8 ], F4 k. A$ ?4 d
tuned, "no hassle" installation for the customer. All diesel vehicle installation can be
( ?9 A4 A! {1 kperformed in one day.- e! P+ ? W. }# r
What creates the most heat? Fuel or turbo boost?8 A7 @5 q- x9 Z# |; W5 ^
Diesels do not need an air control (eg. manifold butterfly valve. The only ones
' K l4 r% J7 Q% Wrequiring a butterfly are vacuum operated governor pumps) to operate. The more air s4 n& Z' K1 W5 k4 o) @( J
the better. Add too much fuel to the equation and the exhaust gas temperature
f7 T; Q2 X0 M* E' vrises rapidly.4 F+ ^$ v: V$ E/ y
What type of oil and how often should it be changed ?
/ q1 ^; i0 |' j& y; p, ETurbos must have good quality oil. Use either a mineral, semi or fully-synthetic+ o! j" ?7 ~0 I, m. Z `" x
engine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .
0 Y( R4 M9 Q: _5 t1 zChange oil at intervals recommended by the vehicle manufacturer.
7 v5 ^$ N8 @7 j+ u! w: P" t+ d# \% |How long does a turbo last ?6 E; B$ G% _& g1 b
On average, as long as the engine or longer with regular engine servicing and good
- }8 l+ r( H# T* Z/ Jquality engine oil.
9 b# f) N6 B0 _; \What is a ‘dump’ valve or ‘blow-off‘ valve ?+ i* m; v2 e0 } g9 e" ^" N; D
A valve which relieves boost-pressure between the compressor outlet and engine as; s; [( B; {* e% z; w
the throttle is closed (Only required on throttle valve controlled diesels which are0 E# ^; h: X1 D& A
rarely seen these days). These are commonly fitted to hotted up petrol cars so it, z: z# `7 |% @3 R5 T2 r" N/ x
sounds good changing gears among other reasons!
5 u! g5 ]$ z. Q( f( l: u$ v/ q7 wCan I fit a turbo from another 4WD ?: T8 {: c0 m- c
No, virtually all turbocharger are different inside, even if they appear similar on the
$ b0 ]9 P, R3 C$ t# H- w9 `0 ]outside. The turbo model e.g. Mitsubishi TD04, is only the model, not the
) N- x. N+ A1 q& b+ X% @7 mspecification.6 H4 R$ B$ N6 ~2 f
Should I leave my engine ‘ticking over’ before it is turned off ?
& E% N8 G) ^: K* v- i4 Z5 aNot for normal every day driving, but still worthwhile if the engine has been under
r, m$ w+ }9 j+ j1 Q3 Pload or raced before being turned off. e.g. Towing a caravan or after climbing a long
. N% f" u. Y& q& Z( J7 ~incline.% \9 ?5 N% k5 b$ j, b
Why is it important to balance a turbocharger ?
$ |; Z/ ]% N K% g- s% xWithout highly accurate balancing, vibration will create a whining noise, reduce+ v5 m1 K+ L: s# m" D
turbo bearing life and reduce turbo efficiency.& {! b7 K4 D/ k7 U# C* \
How much boost does my turbo produce?
) W( H* s4 M; X* m# ?7 e# i) sCorrectly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with
5 }) @/ D: e: e. k, G0 IIntercooler turbocharged engines running upwards of 13PSI.3 H! u: T( m+ k8 x/ S& k
How many psi in one bar ?. M. H$ a3 u5 Q9 o: Z" |
14.7 psi = 1 bar.9 R2 y" D9 c. f7 L4 U
Are all actuators the same ?
/ R* z3 v' B: g5 F2 a/ C7 yNo, each has a different opening pressure and rate.
( @! z8 z$ n. v5 P) l1 LOil in the turbo inlet pipe - Should I be concerned ?
, C/ L/ e) i# O: M2 @. vA small amount of oil usually exists, drawn in from the engine's crankcase breather
$ H+ M$ n7 ] [5 [2 ^6 Vsystem. High engine wear will increase the amount of oil found, and will require
) p; [% R- V( ufurther engine tests (not turbo).; s4 y) ~1 o! S9 F! Q- W& p; r
Should a turbo be serviced ?
, u- {' [& Q# F5 p! K, V/ H, ?No specific turbo servicing is required, but regular quality engine servicing is needed
' L- p. F/ s6 `to reduce the chance of turbocharger problems.) O. r+ Q& X5 _. {- o
What is a water-cooled turbo ?9 H$ l/ _/ S4 X4 M- Y ]
The central part of the turbo, housing the bearings, is surrounded by a water jacket! b, O C+ _8 v6 @/ ]
through which the engine's water coolant is passed. This water continues to circulate k5 u( `" l8 W' R( I
after the engine is turned off, cooling the turbo, and preventing heat soak.1 i! U" r8 ]7 o& z* ?) [7 A S
Do I need to up grade my exhaust ?& O7 c' j% f* C, s* k6 q! F
Generally not. Our systems are designed to run utilising as much genuine component8 {3 Z7 H7 T# f a
as possible. Some systems on the market promote exhaust change as it is required by8 C* n/ k! u5 U, G1 s, g
that particular turbo. Doing so usually picks up more noise than performance.
/ L1 ]7 O& u2 O& d2 eHow noisy should a turbo be ?
( x- B0 a/ C U2 NOnly an unbalanced, worn out or damaged turbo will produce any significant turbo
. l) w2 A1 k3 t0 u! f& Inoise.
/ k/ J- Y. z* XWhat is an intercooler ?& r6 y, R7 {6 n
A special type of radiator which cools air before it enters the engine. As a turbo& v e$ b c1 e( t' |
compresses air, the air heats up. Power can be increased if the air entering the engine
) t3 L8 {# C- R% Q( F3 J* Xis cooler. The cooler air is more dense meaning that more fuel can be injected for% ]$ e! ?' @1 C
more power.1 v5 _/ g6 f0 U. l/ Z
Will my vehicle run ‘cooler’ with an intercooler ?( B! [' {$ {: K+ m
Theoretically, but not always the case! We commonly find Intercooled 4WD vehicles0 c* _& g7 l: ^1 ~
running hot due to over-fuelling and radiator restriction. Restriction meaning that hot
2 E, d, Q6 l. n) C" l- xair passes out of the Intercooler over the air conditioning condenser and finally the& ?7 z: x6 F" N: O$ z' a( N4 Y
radiator. The poor old radiator is left with scraps of extremely hot air and then is
& |* e$ ~5 \, F" P7 uexpected to cool the engine. We don’t advise fitting them as hot Australian conditions
+ ]: w! y! h. R) X% D$ s) Bcan often be the catalyst for engine heat problems.3 d7 v. d( B8 g) W. d0 c- W, u5 X
What will happen to my fuel consumption?# L2 T7 j) V5 @) v. s9 q5 t! ^
More power generally means more fuel. With a diesel turbo system, fuel consumption
$ ?3 Q4 E. V! ^6 ystays 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
