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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. 1 D( R3 b% B+ }' o. ^1 |
1 w+ Y, I0 ^& Z! c5 E/ Y
5 ?- M1 |& M: t. i0 _. }
Tech Sheet L @& H! _# c6 q9 T9 v
‘Frequently Asked’) O7 W; O; i6 z. X
‘Turbo Questions’(In no particular order)4 j8 m! f0 s1 `0 v; k
Your turbocharger is engineered to match the specific requirements of the engine it is9 ]5 k& I9 O. p
fitted to. Each is dependent on the other to maintain optimum performance. Don't" x: k7 l' F1 }! \
think of the turbo as a bolt-on accessory, rather as an integral part of the engine. The
! u9 B2 s+ O7 y: u* W4 L$ pturbo's requirements are similar to the engine’s. It is, therefore, essential that5 Q4 {# J5 X1 b$ F) X' \, x
scheduled servicing, using good quality oils and parts, is central to caring for your' w1 \; |/ @5 H5 {
turbo.
8 r" Z9 S) @' i: G% k# C4 W0 fIn many instances Berrima Diesel receive turbochargers which have been
3 p+ x. D+ H, S. ~1 Gmisdiagnosed as having a turbo problem, when actually the turbo is not at fault.
3 V( y. @, q" o- w9 |" U0 A+ fIncorrect fault finding is often caused by a lack of product knowledge. Many
. D/ d. v1 }# ~$ P* bcontributory items around the engine bay can trick the unsuspecting into believing the
5 Q! v% [4 q6 y0 Q: ^5 J# W7 Gturbo is the culprit, when in fact it is not. Unfortunately, if the real problem is not
5 p2 Y& }* v+ p8 ?$ Mdiagnosed before a replacement turbocharger is fitted, the problem still exists!& a, ^, E$ y& Y. Y+ {* O
We have a saying at Berrima Diesel which goes, "Turbos don't die. They’re killed". A
* `: T% Z+ y9 ?. L+ C; Hturbo can be killed in many ways.7 J- q5 ]4 I- f4 @: p7 _/ c
Foreign object damage results in either the air intake "compressor wheel" or exhaust" F$ ]3 N, M$ \! c% v
"turbine" wheel being damaged. The former is often caused by someone accidentally
& k, Z8 W. T8 E! L( U1 T2 q; F/ |leaving a nut or other foreign body in the air induction hoses. Please be extremely
- Q% N% W. W) N: T2 U3 n6 ?/ xcareful if going to an aftermarket air-filter. Genuine is bests there! In the latter case,1 V7 v; A) t, N; i: r6 e b5 R, {
this may be caused by part of an engine component, such as a piece of valve, exiting
3 S8 c0 b8 O G) {& dthe engine in rather a hurry! In both cases it results in severe turbocharger damage
" b X6 F0 t# o3 }6 J1 binstantly.
! T! q' ?6 z N* l f/ j8 bTurbochargers are simple in operation, but manufactured to precise tolerances as fine+ h! Q# X e. A6 [4 r
as 1/ 1,000,000 of an inch. The turbo unit manufacturers balance and test every single% I$ K* T, i, f% L
turbocharger many times, including final assembly. The balancing methods and
5 h% F; I% Y3 A* zprocedures are unique. Without them, no turbocharger can be balanced to the ultrafine
5 v( I, ?5 w! L; F$ I) m6 u" N% Dtolerances required for today’s high speed turbos. It is now common for
+ w$ `% n0 e; m0 N$ sturbochargers to spin up to 150,000 rpm +.4 O& @- O1 a6 o6 H
That’s approximately 35 times faster than most diesel engines rev at the red line!
* D6 X2 _! F$ T: w; Z X- uSophisticated machinery and highly trained factory staff ensure that the highest
8 Y. d4 e7 R& R3 p( mstandards are always maintained.1 c N* `# v* a! W$ n. H
Useful tips when driving any turbocharged engine, whether it be petrol or diesel, are/ t8 D9 T$ L) N9 S1 y* q; l4 J7 O
to always allow the engine to warm-up fully, until the water temperature gauge; n6 o6 T+ J3 t( q! R
reaches normal, before full throttle is used. Try to plan the end of your journey2 I; ^( k5 W2 t; B0 p9 k8 N# f
sympathetically. Don’t use full throttle or allow the engine to labour during the last7 k2 m$ t6 R0 A- ^3 ~5 |! u/ I
few miles. This will prevent excessive heat build-up within the turbo when the engine
& _, i- x2 O' Vis turned off. Also, when coming to a standstill, try to leave the engine idling for a
/ I2 W3 N# h$ W8 |; z( ~4 vfew extra seconds to allow the heat to decrease. No need for a timer though, just undo) c" L+ D, A- G* N8 M
your seat belt first and then turn off the engine. Never rev the engine just as the
3 d& V9 m8 v" n2 Jignition is turned off. Remember the turbo spins at a far greater speed then the
- J* E. q/ G2 a3 o# @engine, but is lubricated with engine oil. Once the engine stops the oil supply ceases
) K9 `! v! \ {" [ m& Fwithin a few seconds. In reality, none of the above traits will cause a turbocharger to2 z( [8 M5 o& [' D+ D8 g
fail immediately, but repeatedly over a long period, they could reduce the life of your
, {4 L0 G( j8 q- wturbocharger.
e6 C# L6 R0 N" T6 F$ d+ T6 \If it becomes necessary to seek advice about a turbocharger or a turbo related! y' m9 E1 S6 U& g' R, E3 Q9 u: {8 X
problem, always rely on a professional. Berrima Diesel, together with DTS
) p/ s8 Q6 K: ~8 D2 A4 Cturbochargers, are Australia’s leading turbo specialist, and are acknowledged as one
4 p2 M* L/ B7 m# }of the most experienced turbo installation companies in the world. We can advise4 N4 j. W$ m2 r# Y. ]% N" w, J
customers with turbocharged 4WD’s on a wide variety of questions and issues1 b9 Q! y$ c: K' g# i0 K8 P
relating to owning and running a turbo car.. H* [) `6 @0 B# Z2 l, B, ~
It cannot be stressed too much how important it is, when purchasing turbocharger+ K- M) e( u- H# j# H- [
system, always to choose the top brand name -Berrima Diesel. Consider this. As with& d: t" t2 k; e2 T5 n Z4 W& ^
so many things in life, quality costs, and there are sometimes cheaper turbos for sale.1 c6 n+ Y, C" d# f
Without the safeguard of using a Berrima Diesel turbocharger, you run a serious risk/ k9 f9 l4 N3 S4 Y6 R# Z9 X# e
that your short-term saving may turn out to be a long-term nightmare.' f8 R/ m) r, } d7 b5 d
What is 'Boost'?/ J9 M' s! z1 n4 Z7 _- _' q8 V7 ^8 X& t
Boost is a term used to describe the increase in pressure, provided by the
/ P$ R0 x8 t5 jturbocharger, to the volume of air, entering the engine. This pressure is expressed in
) x* E4 ?5 f" W$ K: X- l1 za number of different units, (BAR, ATM, Kpa, P.S.I.), but they all mean the same {' m! }+ h- K7 t2 v) y+ i
thing. For purposes of approximate comparison; 1 BAR = 1 ATM = 100 Kpa
7 ]7 G9 Z8 ^) d8 s" D. g14.7P.S.1. When the pressure of the engine's inlet air is increased, the engine's power+ c F5 p' W" T+ {: x9 T& Y0 O2 t; Q
output is increased. This pressure increase is called 'boost'.; S0 u5 A7 o/ W0 e, ~' R4 M
How does fitting a Dynamic Turbosystem effect the power of my
5 U9 r! [! N. S" T( Xvehicle?
9 J! _! w) x$ _" L1 h. k; e2 @1 FModern 4WD diesel engines, typically produce peak torque (pulling power), at
, L: u, e1 T5 j) B1 J1 t7 Waround 2,000-2,500 R.P.M. and peak horsepower at around 3,500-4,000 R.P.M.
, m/ G! d5 R5 `4 u/ Z' A: s& mTurbo boost starts at approximately 750 R.P.M. and rises progressively to its2 v) E4 R/ X8 i8 F8 b7 J
maximum pressure of approx. 70 Kpa (10 P.S.I.) by approx. 2,000 R.P.M. At this
# t$ t( Q# V/ H& B# _! Ypoint, the percentage torque increase of a correctly tuned installation is approx. 40%,9 Z5 H2 G2 Q/ s5 g3 f6 o3 L
at the wheels. This continues to the peak horsepower point of 3,500-4,000 R.P.M. At
+ H+ N. U! u4 c ^; [# qno point is it ever any less than standard. e.g. at 1500 R.P.M. it is at least 25% greater% f- l0 I* m. O) \2 Z7 `
than the standard vehicle at the same R.P.M.
" v+ J3 o+ o9 D% k9 i g. G T. OCan I fit a Dynamic Turbosystem myself and, if not, how long and
4 _9 G p: j* C1 L/ ewhat is the cost of having it fitted for me ?
7 y% X2 y7 f! V( SWhile most competent mechanics could probably fit a Dynamic Turbosystem,
$ {+ x) s) e5 r6 X/ X( W. |tuning requires specialised knowledge. The lack of this knowledge could have9 r+ v$ }. v, ]' I1 R
serious consequences. In addition, warranty can only be provided on Dynamic
! k, h ^/ A) Y9 z1 x2 bTurbosystems which are installed by authorised facilities./ X* V" Q4 ~ i5 g$ N: q8 q8 c
The cost of having the installation performed by Andrew at Berrima Diesel is0 ^4 D% [ ~1 Z0 e# H
only about 10% of the total purchase price. This provides a warranted, correctly
7 z$ i6 V O7 e' {6 i. gtuned, "no hassle" installation for the customer. All diesel vehicle installation can be
* P$ u: I$ [ [2 rperformed in one day.. q1 k0 t5 r8 D
What creates the most heat? Fuel or turbo boost?
5 f/ o) C$ T3 m1 m$ F3 GDiesels do not need an air control (eg. manifold butterfly valve. The only ones% j* \: H. ~3 s: c( d
requiring a butterfly are vacuum operated governor pumps) to operate. The more air4 \6 @5 w6 J: D; K/ x$ b
the better. Add too much fuel to the equation and the exhaust gas temperature6 N9 r5 C6 k, i* P D+ _, c
rises rapidly.4 M& f6 R$ [% Z, C3 ?
What type of oil and how often should it be changed ?; `* G9 u- c6 i# M
Turbos must have good quality oil. Use either a mineral, semi or fully-synthetic" v) H' z9 @9 o' Y0 Z- v
engine oil. Berrima Diesel recommends Shell Rimula range or Shell Helix Ultra .( u# ~( E7 W- X7 Y1 }) i
Change oil at intervals recommended by the vehicle manufacturer.
1 `9 _" S& g: R5 JHow long does a turbo last ?
; E2 e' ]# a9 T) SOn average, as long as the engine or longer with regular engine servicing and good+ N2 B( I* p1 W4 }
quality engine oil." v/ m; _) f: T9 }5 h. s; N
What is a ‘dump’ valve or ‘blow-off‘ valve ?2 A3 `$ V2 M8 J! [, v, p. z
A valve which relieves boost-pressure between the compressor outlet and engine as: v1 y1 N/ M5 S2 ]& L+ ?
the throttle is closed (Only required on throttle valve controlled diesels which are
+ H+ l( ]' \; [! grarely seen these days). These are commonly fitted to hotted up petrol cars so it) M I5 Z. V# ]+ {. M& T* l
sounds good changing gears among other reasons!' r m" u' j. Z7 A1 [% g2 E/ r
Can I fit a turbo from another 4WD ?9 O2 {2 U" a9 i6 i
No, virtually all turbocharger are different inside, even if they appear similar on the
# q% [% Q- f* _0 O: W; eoutside. The turbo model e.g. Mitsubishi TD04, is only the model, not the
3 m/ {$ |# F8 y5 V, Rspecification.
9 x3 b; C9 n# T3 @: ^- [Should I leave my engine ‘ticking over’ before it is turned off ?% K2 r! z4 Q# A/ w0 W6 h) O8 ^4 D( P
Not for normal every day driving, but still worthwhile if the engine has been under" I! U/ X3 W/ ^: ^+ b
load or raced before being turned off. e.g. Towing a caravan or after climbing a long5 |; Z8 K1 V* r" `" m
incline.
* o6 R2 @0 G/ F, h( LWhy is it important to balance a turbocharger ?; e( Q. u; s! N: y3 `( e' n8 |
Without highly accurate balancing, vibration will create a whining noise, reduce" O3 w3 t0 H+ w. |* F
turbo bearing life and reduce turbo efficiency.& L r# R/ ~# `% U) m( K+ s: A
How much boost does my turbo produce?
# _) e' ~8 [6 c: s, f" ^( pCorrectly set up diesel 4WD turbochargers run up to between 10 PSI to12 PSI with
: K1 ^! U1 v1 k! W: D9 C+ ~& N/ mIntercooler turbocharged engines running upwards of 13PSI.: M6 P$ T+ e+ o5 W
How many psi in one bar ? ^1 W5 s5 g4 B Z; q5 E+ |
14.7 psi = 1 bar.
- m2 k. R4 S+ o* u j/ gAre all actuators the same ?
4 r+ z: A$ v2 P1 y. _5 Z, TNo, each has a different opening pressure and rate.
& u& {0 _& b' ~. J; L) n1 _- FOil in the turbo inlet pipe - Should I be concerned ?0 |$ o* G- k- P5 z5 P2 h
A small amount of oil usually exists, drawn in from the engine's crankcase breather) ~% ~3 t! F; m+ q
system. High engine wear will increase the amount of oil found, and will require
5 y% X a3 k% t* rfurther engine tests (not turbo).
" l- `1 l% H& J1 @/ w" qShould a turbo be serviced ?
- ~4 v& [6 \9 K4 R0 RNo specific turbo servicing is required, but regular quality engine servicing is needed) S0 V) \6 H9 _
to reduce the chance of turbocharger problems.
% D# {2 j- i7 i( i) `. jWhat is a water-cooled turbo ? T% w2 }' C8 S
The central part of the turbo, housing the bearings, is surrounded by a water jacket) [5 |3 J3 _7 E8 N: O/ F
through which the engine's water coolant is passed. This water continues to circulate
. ~+ k, g( M1 T" j( s8 J; \8 Bafter the engine is turned off, cooling the turbo, and preventing heat soak.) h h0 _3 Z- s2 t' T5 e e
Do I need to up grade my exhaust ?( o4 G0 t4 d" h/ o g
Generally not. Our systems are designed to run utilising as much genuine component7 J+ y$ f+ c$ w* P
as possible. Some systems on the market promote exhaust change as it is required by1 _ U: T: V" k+ g
that particular turbo. Doing so usually picks up more noise than performance.
T$ b$ A: P4 Z* HHow noisy should a turbo be ?. x* _5 {8 o% ?* G5 K9 U
Only an unbalanced, worn out or damaged turbo will produce any significant turbo
/ {) `8 Q1 E& L+ R1 T/ h9 Z: Hnoise.
9 m. \% C3 l1 r8 WWhat is an intercooler ?
! I: W# e1 J6 ~, n1 BA special type of radiator which cools air before it enters the engine. As a turbo8 L2 S0 C5 X% d3 S. v5 O; G
compresses air, the air heats up. Power can be increased if the air entering the engine
9 ?3 m' ?# E, P/ r7 w7 e' d8 u! ?is cooler. The cooler air is more dense meaning that more fuel can be injected for! y/ Q# @/ ~3 V [
more power.+ o& c1 s. v- P
Will my vehicle run ‘cooler’ with an intercooler ?3 H' w$ A3 [+ f7 e8 R; q0 Z5 ]
Theoretically, but not always the case! We commonly find Intercooled 4WD vehicles! v u7 Q x7 r2 }" {! {: D* C
running hot due to over-fuelling and radiator restriction. Restriction meaning that hot
% g: n6 z$ a% o* F( ], l) w7 kair passes out of the Intercooler over the air conditioning condenser and finally the
) G0 A# R# c* D0 iradiator. The poor old radiator is left with scraps of extremely hot air and then is
$ e0 i7 ^: K# i) [7 @8 B; H% Y2 }: Iexpected to cool the engine. We don’t advise fitting them as hot Australian conditions
! @, w. ^- Y7 j! K0 J, hcan often be the catalyst for engine heat problems.
$ t( r. e& |: @$ d% gWhat will happen to my fuel consumption?. p4 Q4 I# w6 `1 r, L
More power generally means more fuel. With a diesel turbo system, fuel consumption0 I' @- F s2 |/ R: ^7 ?5 E
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
