Series 60 Turbochargers

Rev. Date 11-17-03

Detroit Diesel has established an initiative to review warranty concerns at the distributor
and dealership level in order to provide a better product to the customer and to control
costs. This is being done because business conditions have changed.

In 1997, the Environmental Protection Agency forced a Consent Decree with the major
North American Heavy Duty diesel manufacturers as a result of a change in the way
they enforce the emissions regulations on these companies. With this change, the
manufacturers introduced new technology for the 1998 model year. These releases
were done with limited time for validation because the EPA shortened the
implementation horizon.


The products in 1998 caused a number of warranty issues.

In the year 2000, the truck market collapsed and manufacturers were producing
approximately half the volume they had produced in earlier years. Coming with that was
a reduction in sales at dealerships. This change in the business structure resulted in
repairing outlets examining the way they do business and concentrating more on
warranty work. With this concentration, there was a move to volume increases in order
to ensure employment and continue a revenue stream to compensate for lost revenue
from lost truck sales.

At the same time warranty activity was increasing in the field, the manufacturers were
reducing headcount which could examine failed material. This left the horizon open for
questionable activity with minimal failure analysis and review.

Upon examination of the situation, Detroit Diesel determined that material analysis is a
significant point of control as well as development of expertise at the repairing outlets. At
the same time, items which are not warranty can only be controlled through material
analysis. For this reason, there has been a change in the way Detroit Diesel looks at
warranty to ensure proper diagnosis and repair as well as to control costs.

A number of issues have had significant concern as a result of this; we want to make sure
everyone understands those items which will be covered by warranty and those items which
are customer responsibility. We have a specific approach to these.



Turbocharger

One of the initiatives Detroit Diesel has pursued in recent months is the establishment of
material review at the remanufacturing centers. Prior to this, failure analysis could not
be performed and there was minimal feedback to the repairing outlet as to what is and is
not covered. In the review process in recent months, it has been determined which
items are DDC responsibility and which ones are customer responsibility.



































Compressor Wheel Burst

Primary causes of CWB is cycle
fatigue or casting defect. The wheel
will split through the center. This
condition will be reimbursable under
warranty during the coverage period.


Back Disc Failure

When a portion of the wheel near the
larger diameter breaks away it is
called a back disc failure. This is
usually the result of a casting defect.
This condition will be reimbursable
under warranty during the coverage
period.





Foreign Object Compressor


There are a number of failure modes
which are customer responsibility. As
an example, foreign object damage in
the compressor is the most predominant
cause of failure attributable to the
customer or the installation. Typical
FOC from a hard object digested by the
turbo and from the air inlet. In this case,
the leading edges of the blades will be
damaged. This is a customer
responsibility.

Foreign Object Compressor

FOC damage from sand will look as if
the blades were sand blasted and the
blades will appear to be notched. This
is a customer responsibility.













Foreign Object Compressor

FOC from a large object will remove the
entire blades from the compressor
wheel. This is a customer r

esponsibility.


ltered by Customer











A
the turbocharger in any
se.


Tampering with
way is not acceptable. This is a tie-
wrap used to block the wastegate ho
Which will result in overspeed. This is
customer responsibility.




Cocked Housing or Clamp
Mis-alignment.

The clamp was not positioned properly.
This will result in leakage and blade to
housing contact. This is customer
responsibility.








plitter Blade Failure


S
plitter blade failure is a fatigue failure
ed


S
of the secondary compressor wheel
blade. This type of failure is consider
to be OEM responsibility. It will usually
be a single blade broken away from
near the root of the wheel, imbalance
will follow and usually break the shaft.



Cocked Compressor Housing







on VNT Turbochargers

Turbocharger efficiency was increased

n

d after
several service interval.
with the VNT turbo by having less
clearance between the compressor
wheel and the compressor housing.
Therefore greater care is needed whe
removing and replacing or indexing the
compressor housing to avoid bending
the blades. This damage is considered
to be OEM if found at first time
inspection, and customer is foun



ther customer responsibility issues are oil starvation and contaminated oil

xcessive side movement of the
ator of
hen the bearings are worn-out the
f






O
resulting in bearing failure.

E
compressor wheel is the first indic
bearing wear. This movement will allow
the compressor to touch the compressor
housing with little side pressure from
your hand.


W
compressor wheel will make contact
with the compressor housing all 360
degrees around the inside diameter o
the compressor housing. Also look for
the machining back of the compressor
wheel blades.





















Charge Air Cooler


Charge air coolers are not the responsibility of
DDC as a rule. Major turbocharger failure will
contaminate the CAC with oil and compressor
wheel debris. After a major turbocharger
failure, inspection and cleaning of the CAC is
required, and the cleaning process is covered
by DDC during the warranty period. Follow the
recommendations in TS letter (00-TS-27)








Inside of a typical CAC



Oil contamination in the CAC will cause leaks in
the CAC to show. The CAC should be cleaned
and pressure checked to determine if it is still
within the leak down specification. Leaks in the
CAC may result in lost of engine performance,
poor fuel economy, and shorten cylinder kit life.
It is the customers responsibility to maintain the
CAC.





Structural damage to the CAC from road
hazards or mounting vibration is another area
that is not a DDC responsibility.










Road Salt Ingestion

During the winter months of the year, there
is a possibility of ingesting road salt into the
air intake system. While operating a truck
in areas that use road salt and during
inclement weather, snow, water, and road
spray may enter the air intake system and
saturate the air cleaner element. The air
filter stops the dirt and mud; however, the
liquefied salt passes through the filter media
with the water and then crystallizes on the
other side. The result could be caked salt
deposits, leading to restricted air system
components, as well as abrasive and
corrosive distress to internal engine components. If left undetected, loss of performance
and engine life could occur. The recommendation is for more frequent than normal
inspections of the air system on equipment operating under these conditions.

For engines found to have salt deposits, the recommendation is to dissolve the salt by
washing the turbocharger inlet with water flushes. Avoid water ingestion into the blade
area as much as possible. If compressor blades are damaged, the turbocharger should
be replaced for maximum engine performance and durability. Check all air inlet ducts for
condition and integrity. Engines with heavy compressor housing salt deposits will
probably have internal charge-air-cooler deposits. The CAC may require flushing with
hot water and drained dry. The engine lubricating oil should be changed as soon as
possible on affected units because salt ingested into an engine could cause dusting of
cylinder kits and bearing distress from corrosion. Typical signs of unacceptable salt
deposits are shown in the following photos.