For a comprehensive guide on this entire subject you can visit this link:. While many experts will say that 30 seconds is sufficient, the one minute allows for variations in cold weather operation where oil flow takes more time to reach its destination, as well as the oil lag created when the oil is changed or after extended periods of time between engine starts.
Oil lubricity is at its best at operating temperature. The turbo is not only lubricated with engine oil, but the oil is a principal cooling medium, just as it is for the engine.
Engine exhaust at idle is much cooler, so idling the engine means cooler exhaust and oil flowing through the turbocharger bearing housing helps remove the heat build-up.
When this is not done it causes a hot shutdown, where the turbine housing acts as a heat sink that gives up its heat to all the surrounding components. The exhaust heat that travels from the turbine housing to the turbocharger bearing housing literally cooks the engine oil, which is now trapped since the engine is shut off. The cooked oil forms a hard coke deposit that, over time, builds up like cholesterol in arteries. This can have a very detrimental effect, plugging up internal oil passages and reducing the oil supply to critical areas of the turbocharger.
Then you can rationalize more like a one minute idle before engine shutdown. All it takes is some common sense and turbo awareness. The number one cause of premature turbocharger failure is oil related; either contaminated lube oil, or oil starvation. Unless your engine is a diesel, the turbocharger will contain the most precision machining tolerances of any engine component.
There are abrasives in your oil that will pass through the filter. There are two enemies here. Most engine oil filters will filter engine oil down to particle sizes of about 30 microns. A micron is one-millionth of a meter. As these particles build up, they begin to wear on precision surfaces and cause trouble.
The other factor is build-up in the oil filter. Many people know that, in general, a slightly dirty filter will filter better than a perfectly clean one.
This is due to the roadblock that the dirt build-up causes in the filter medium, which helps to catch more dirt.Read our statement. It is important to carry out a comprehensive diagnostic check of the engine system to determine if the fault found is actually the turbocharger.
The following vehicle complaints can all be the result of varying underlying issues found in the engine system rather than the fault of the turbocharger. If the turbocharger has failed, or if a repeat turbocharger failure has occurred, extensive troubleshooting analysis must be carried out to determine cause of failure.
The four main causes of turbocharger failure are due to foreign object damage, lack or interrupted supply of lubrication, oil contamination and turbocharger overspeed. If the compressor nut is missing, be sure to locate it prior to fitment of the replacement turbocharger. If the compressor nut is loose or missing, this is secondary to the previous failure and should NOT be identified as the root cause of original failure.
Overspeed occurs when the turbocharger continuously operates beyond its safe rotational speed. Overspeed can occur from a loss of boost pressure through a faulty charge air system e.
Prior to fitment inspect all hoses, gaskets and piping between the turbocharger to the inlet manifold. Pressure test the intercooler to ensure no leaks are found.
Check gaskets between cylinder head, exhaust manifold and turbocharger. Note; Larger diametre exhaust systems can also lead to turbo overspeed by reducing the backpressure on the turbocharger.What should the back of my throat look like
If the cause of turbocharger failure cannot be ascertained it is strongly recommended sending the failed turbo or multiple turbos in the case of repeat failure to an authorised Gen 5 dealer who can assist with turbocharger failure analysis. The bearing housing, compressor intake housing and turbine exhaust housing may be positioned in a differing orientation to your original turbocharger.
This can be due to the turbocharger fitting multiple applications in alternate orientations or simply positioned for shipping purposes.Lenovo a2020a40 test point
Refer to the workshop manual for instructions which are specific to your engine. The centre hole in the oil supply gasket must be aligned with the centre hole on the mount flange. Note; Do NOT use liquid sealant with the gasket for either oil supply or drain.
Sealants can enter the turbo oil supply and reduce or block oil flow causing turbocharger failure. Check oil drain hoses internally, if the hose has collapsed internally replace the hose.Turbocharger failure analysis is a science unto itself. Performing a failure analysis on a turbocharger is a valuable endeavor regardless of the application.
Turbos are applied to everything from commercial diesels to street performance vehicles and professional competition vehicles. One of the values of this section for the turbo enthusiast or turbo car owner, even if you do not intend to actually perform turbo failure analysis, is to understand what conditions will fail a turbocharger.
This will allow you to own, operate, and maintain your turbocharged vehicle with greater success. If your engine is turbocharged, the turbo itself becomes the heart of the engine.
A turbocharger from a hp Caterpillar engine model E has obviously experienced a compressor wheel failure. The turbine shaft on this turbo actually broke due to the nature of the compressor wheel failure probably happening at very high speed and the imbalance caused a catastrophic failure.
Wicked Wheel® 2 for the 2005-2007 OEM 6.0L GT37 Turbo
On initial inspection it appears like it may have been foreign object damage. However, note the compressor wheel blades have separated deep inside of the wheel, well past the inducer. The three ribs that are supporting the inducer ring are symmetrically spaced and caused a premature wheel failure due to wheel harmonics. The fix was a casting change that went to four support ribs asymmetrically spaced.
This illustration highlights the areas where foreign objects impact the compressor and turbine wheel inducers causing turbo failure. Courtesy Honeywell Turbo Technologies. Many who sell and service turbochargers cannot perform an accurate failure analysis.
This includes most auto parts stores and heavy truck dealers. However, many specialist independent turbocharger distributors will employ at least one senior technician trained in failure analysis. To many people, the very concept of telling which part of the catastrophic failure was the cause is extremely puzzling. In this way, failure analysis can be invaluable to help correct the conditions and therefore avoid a repeat failure.
About 20 percent of the failure reasons cause 80 percent or more of the failures that occur. While there are certainly some very confusing failures that can be puzzling for even the most experienced turbo technician, most reasons for failure can be conclusively determined so that corrective measures can be taken.
This chapter is dedicated to the diagnosis of turbocharger failure, and more importantly to the interpretation of these failures, and how to apply the findings and rectify the situation. While most commercial failure analysis reference manuals apply themselves to commercial diesel applications, this section uniquely takes performance applications into account as well, forming a reference for both the performance enthusiast and turbo service industry professional.
The key to understanding turbocharger failures and making accurate diagnoses involves understanding basic engine operation theory, turbocharger operation theory including how the components interact with each other and to their environmentand a firm grounding in common causes of what can and does fail turbochargers under various operating conditions. Similar to a medical diagnosis, the turbocharger has two primary ways to potentially determine its cause for failure.
In medicine, a practitioner attempts to use observed symptoms to look for a specific bug that can be isolated. Once the problem is found, the correct remedy can be applied. When a condition exists in a patient where no specific bug can be found, diagnosis is done by exclusion.
In other words, you use the process of elimination. Turbochargers can be similarly treated. Frequently, an obvious series of clues will reveal themselves and certain telltale signs will be evident, similar to isolating a bug.
But in a fewer cases, there may not be obvious signs of exactly what happened. Therefore certain modes of failure must be assumed and the rest of the parts reviewed to either confirm or deny each assumption, until one can be selected.
Several failure causes could be assumed in this manner until the most logical reason is determined. For this reason, all of the information surrounding the application, use of the engine, the type of turbo system, and a description of what was happening at the time of failure are all of great importance in helping to determine the probable cause. Here are some failed compressor wheels and the causes that created the varying kinds of damage to the inducer blades. For the most part, there are four basic and common reasons for turbocharger failure.
These causes are responsible for 80 percent of all failures. They include:.Then remove the tool bag tether 2 from the stow rod, the tool bag 3 containing the wheel wrench and wheel blocks, and the spare tire 4. Three-Piece Wrench. Hex Head Jack. Jack Handle Extension. Two-Piece Wrench. To remove the plastic covers and wheel nut caps, loosen the plastic nut caps with the wheel wrench in a counterclockwise direction.
If needed, use the flat end of the wheel wrench and pry along the edge of the cover until it comes off. The edge of the wheel cover could be sharp, so do not try to remove it with your bare hands.
Do not drop the cover or lay it face down, as it could become scratched or damaged. Store the wheel cover in the trunk until the flat tire is repaired or replaced. Once you have removed the wheel cover, use the following procedure to remove the flat tire and install the spare tire. Turn the wheel wrench counterclockwise once on each wheel nut to loosen it.
Do not remove them yet. Place the wheel blocks on both sides of the tire at the opposite corner of the tire being changed. If this vehicle is the RS model, locate the front or rear jack cover on the rocker molding near the tire being changed. Place your hand behind the edge of the cover on the rocker molding. Pull down and out to remove the cover. If you have a hex head jack, place the hex tube end of the wrench over the hex head of the jack.
Notice : Make sure that the jack lift head is in the correct position or you may damage your vehicle. The location is indicated by a notch in the flange.
The jack must not be used in any other position. If the vehicle slips off the jack, you could be badly injured or killed.Mbnms eis: part v/section iv
Never get under a vehicle when it is supported only by a jack. Raising the vehicle with the jack improperly positioned can damage the vehicle and even make the vehicle fall. To help avoid personal injury and vehicle damage, be sure to fit the jack lift head into the proper location before raising the vehicle.
Lifting a vehicle and getting under it to do maintenance or repairs is dangerous without the appropriate safety equipment and training. If a jack is provided with the vehicle, it is designed only for changing a flat tire. If it is used for anything else, you or others could be badly injured or killed if the vehicle slips off the jack.Ecco come usare whatsapp senza avere una sim
If a jack is provided with the vehicle, only use it for changing a flat tire. Raise the jack by turning the handle clockwise until it comes in contact with the notch in the flange. Raise the vehicle far enough off the ground so there is enough room for the road tire to clear the ground.Rather than install a high-dollar competition-minded turbo, we wanted something fitting for a real-world work truck built on a real-world budget.
The complete upgrade took about seven and a half hours, including slow-downs for our photography and lunch. Vozar started by removing the air filter, turbo inlet tubing, intercooler boost tubes and intake manifold to access the turbo and pedestal. With the exhaust inlet and outlet disconnected, Vozar removed the turbocharger and its pedestal, since a pedestal designed to work without the EPV would replace the latter.
With the turbo on the workbench, Vozar removed the compressor housing and replaced the factory cast wheel with a machined billet Wicked Wheel2 from Dieselsite, which forms the heart of this upgrade. The fully balanced Wicked Wheel2 is lighter than the factory cast wheel, which allows for faster spooling. This design allows it to grab and compress more air on each revolution.
With the compressor side of the turbo buttoned up, Vozar flipped it over to remove the outlet flange and delete the EBV flapper. Because the shaft and flapper are positioned in the middle of the exhaust flow, they impede that flow slightly even when open. In a worst-case scenario, the valve can stick in a partially or fully closed position, resulting in excess backpressure and poor engine performance.
To remove the assembly, Vozar ground away the rivets holding the flapper and then slid the shaft out of the outlet flange. He then used a welder to seal the hole from the shaft before cleaning the mounting surfaces and reinstalling the outlet on the turbo. Vozar removes the air filter, turbo inlet and intercooler boost tubes to get to the turbocharger.
The intake manifold must also be removed before the turbo can be taken out of the truck. Before the upgraded turbo could be reinstalled, Vozar had to address the leaking up-pipes and collector. With the bolts gone, the up-pipes came out of the truck with almost no effort, even though both were still bolted to their respective collectors.
Inspection showed that the donut gaskets had completely failed, allowing serious exhaust leaks. The new up-pipe kit uses bellows to allow for expansion and contraction without stressing the gaskets, as occurs with the factory design. This is one of many examples of aftermarket parts having a superior design compared to what came from the factory, and the new setup should last Uriah much longer than the original did.
With the turbo out of the way you can see the up-pipes and collector.
Soot stains on the up-pipes see arrows are evidence of severe exhaust leaks.Customer Service Part Number:. Your Cost:. Email a Friend. No need to torque the Wicked Wheel on. Simply snug the Wicked Wheel until it fully seats. It will self-tighten to full torque. Before Ordering: When turbo re manufacturing facilities rebuild the turbos, they almost always cut the compressor cover to clean up damages and scratches and then install 03 compressor wheels.
This is a VERY common practice. Even turbos bought from Ford for an truck will most likely have an 03 wheel installed. If your turbo has ever been out of the truck for repair, or you bought your truck used and don't know the history, you must measure the inducer of the compressor wheel before ordering. The 03 style wheel measures about 59mm and the 05 style measures about 56mm. Remove the wheel and look for the part number.
You may need to use brake parts cleaner to clean off any oil to read it. Do not use anything other than brake parts cleaner. Acetone or similar cleaners will remove the part number. The '03 wheel part number is M. The '05 wheel part number is M. Wicked Wheel 2 for the - 6.
Turbocharger Replacement Instructions
Tuning set up to control max drive pressures, No changes other than wheel change. Expect faster spool-ups, more response, more power! Add to a new shopping list. What Our Customers Say "Thanks for taking such good care of me on my last order. You truly are a company that pays attention to it's customers! Stay Updated Join our mailing list today and be the first to hear all about the latest news, promotions and offers from DieselSite!
Follow Us on Facebook. All rights reserved. Heath Diesel - 6. Prompt and courteous. Thanks so much. Email Address: Newsletter. DieselSite Dealers.Posted: Sun May 15, pm. Hi Guys, I'm a new guy to the motorgeek forum. And I had some toruble with my S2. I read fusilier's thread of his rally car, and that he had the same thing I had This is what I posted in james his thread. I wanted to let you know that the nut coming loose scenario happend to me 2 weeks ago.
Exactly the same thing. Does that sound vermiliar I am running a forge BPV on my intake. We took it out for a tuning session with Mihnea. Spoolup was suprisingly quick for a turbo that large. This is what we did for half a day. The next day we took it for another spin to check the last stuff. And it was making awesome power. But then disaster struck. Engine running seriously bad. Sounded like it was misfiring all the time, when idling!! We stoped at the side of the road.
Then we heard the turbo whining and making grinding noises. We had smoke out of the exhaust coming. I retrieved the nut from the airfilter aswell. I found 2 hardened pieces the looked like remains of a circlip, that scratched the bore. The poor running was probably caused by the bits killing the plug. I have some pictures of the damage on the turbo.
Will post them if you want. My turbo had no loctite whatsover on the nut.
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