Turbo Charger Traning.

Agenda
• Why turbocharger
• What is turbocharger
• How it works
• Balancing
• Failure diagnosis
• Preventive maintenance
• Replacement and Do’s/Don’t’s

Why
Turbocharger
Why Turbocharger
Introduction
Engine Power
Adding Extra Fuel
Increasing Engine Size
Turbocharging
Altitude Compensation
Aftercooling
Why Turbocharger
Engine Power
Power developed by an engine is related to air consumption.
More Air MASS (+ fuel) = More Power
+ O2 = POWER
Why Turbocharger
Adding Extra Fuel
Excess Fuel Added to Engine
O2
Why Turbocharger
Increasing Engine Size
Increase the size of engine

or turbocharge?
6cyl 6litre
120 HP
344 kg
4cyl 4litre
80HP
247 kg
4cyl 4litre Turbo

122 HP
286 kg
Why Turbocharger
Supercharging
Air
Theoretical increase Filter
200hp to 275hp
Supercharger
Uses 50hp Engine X

275hp
Actual
225hp
Why Turbocharger
Altitude Compensation
Less O2 at high altitude is Turbocharger rotates faster

insufficient to burn all the fuel. to increase delivery of O2
Low power and black smoke.
smoke to engine.
Clean emissions and power
Why Turbocharger
Aftercooling
Cold air has a higher density than warm air.
Delivering cold air = more O2 per cylinder = more engine power
Aftercooling reduces the temperature thereby increasing the density.
Two forms of aftercooling:

Air to Air
Water to Air
Why Turbocharger
Aftercooling [Air to Water]
Why Turbocharger
Aftercooling [Air to Air]
Why Turbocharger
Aftercooling
6BTA
Turbocharged and Aftercooled
186 HP
6BT
Power (HP)
Turbocharged
6B 160 HP
Naturally Aspirated
120 HP
Cummins 6B/BT/BTA
5.9 litre 2800rpm
Why Turbocharger
Engine Maximum Increase

Model Rated H.P. Rated H.P.
6B 5.9 120 H.P
160 H.P 33% Turbo

6BT 5.9
186 H.P 54% Turbo +

6BTA 5.9 Intercooler
Why Turbocharger
Environmental Protection
What is turbocharger
What is a Turbocharger ? Why do we use one ?
An exhaust gas driven turbine, connected to, and driving a radial compressor,
to supercharge the engine.
exhaust gas energy drives a (radial) turbine wheel
the flow of gas to the turbine wheel is controlled by the volute passage of
the turbine housing

the turbine is mechanically connected to a radial compressor
the impeller draws air from the atmosphere, and adds kinetic energy to it
this kinetic energy is converted to pressure in the compressor volute and
diffuser sections
the shaft connecting the turbine and compressor wheels runs in bearings
held in a central housing, which is supplied with oil for lubrication and
cooling.
Adding extra air means extra fuel can be injected into the engine, and thus
achieve better combustion.
increased engine power output (in the region of 50% increase)
improved fuel consumption (improved pressure balance across the
engine)
improved emissions
altitude compensation
Advantages of Turbochargers
In turbochargers the exhaust gas energy which would normally

be wasted is used to drive a turbine, which in turn drives a
compressor to deliver compressed air to the engine.
The advantages of a turbocharged engine are:

lower fuel consumption
lower emissions
better torque characteristics
lower weight and smaller engine package
lower engine noise
Major Components of a Turbocharger
Compressor Cover
Compressor Wheel
Bearing Housing
Turbine Wheel
Turbine Housing
Applications
Small, for 3 to 6 litre engines

• Used on light duty truck, compressors, small
plant and light duty generators.
Mid Range, for 6 to 9 litre engines
• Used on local delivery truck, buses, off
highway vehicles and plant and agricultural
equipment.
Some products in the Indian market
Applications
Heavy Duty, for 10 to 16 litre engines

• Used on, heavy duty truck, power generation,
marine, heavy duty off road equipment and
plant.
High Horse Power, for 17 to 100 litre engines
• Used on, specialist vehicles, rail, marine and
stand by/distributed power generation
Typical Turbocharger components
Bearing system- 2
Radial journals and
a thrust bearing Wastegated
compressor
turbine housing
Turbine wheel
Wastegate
actuator
How a turbocharger works ?
How a Turbocharger Works
The Turbine End
The Compressor End
The Oil Supply

The turbine housing is bolted
to the exhaust manifold of the
engine.
The waste exhaust gasses are

used to rotate the turbine wheel
which is housed in the turbine
casing.Turbine temperatures
up to 760 deg C
The turbine wheel is connected

to a common shaft which in turn
rotates a compressor wheel.
As more gas passed through
the turbine housing, the faster
the turbine wheel rotates.
As the turbine wheel increases in

speed, so does the compressor
wheel. This creates a sucking
process and pulls air into the
compressor cover from the
atmosphere (filtered).
The faster the wheels spin the,

the more air is sucked in.
As the air is sucked into the

compressor cover, it is forced
through a diffuser area.
This compresses the air and

forces it into the engine
This process causes the air to

increase in temperature,
up to 200 degrees C
How a turbochager works
The oil used in a turbocharger is

the same as that used for your
engine.
The oil is used as both a lubricant

and a coolant.
The oil is fed under pressure into

the bearing housing, through the
journal bearings and thrust
system.
Bearing System
Journal Bearings
fully floating bearings - allows higher clearances, so higher oil
flows for cooling
oil film thicknesses of 0.008 to 0.015 mm
leaded bronze
allow high degrees of imbalance
Thrust Bearing
taper land bearing
phosphor bronze or sintered iron
thrust loads of 100 - 2000 N (size dependent)
typical oil film thickness 0.008 - 0.015mm
Has to withstand high temperatures, hot shut down, soot loading in the
oil, contaminants, oil additives, dry starts.
Turbocharger Basics – Wastegates
A wastegate mechanism
functions, by allowing some
of the exhaust gas to bypass
the turbine – thus limiting
turbo speed & boost
pressure.
Typically the wastegate valve

is only opened at high engine
speeds & loads (used to
prevent turbo speed or boost
pressure from exceeding safe
levels).
Wastegate Turbocharger
A typical wastegate mechanism consists of a flap valve mounted in the
side of the turbine casing.
This is operated by a pneumatic actuator, attached to a control rod.
The actuator contains a return spring (which keeps the valve closed at
low boost pressure) and a diaphragm which drives a piston on the end
of the control rod.
Boost air (either directly from the engine, or via a control valve) is
admitted to the cavity above the diaphragm.
When the boost pressure force exceeds the spring pre- load force, the
piston pushes the control rod, which opens the wastegate valve.
Effect of Wastegate
1.8
Wastegate
1.6 valve open
1.4
Boost Press. (Bar)
1.2
Sml t/hsg
1
Med t/hsg
0.8 Lge t/hsg
0.6
0.4
0.2
0
0 500 1000 1500 2000 2500 3000
Engine Speed (RPM)
Wastegate Mechanism: Actuator-linkage-valve

Wastegate Check
Apply 3 bar (300 kPa) air pressure
to ensure that the wastegate actuator is not leaking or stuck.
Check for air leakage

QUIZ
What max. temperatures do we see at the

turbine end
A) 400 deg C
B) 680 deg C
C) 760 deg C
D) 220 deg C
ANSWER C
Turbine Housing
typically Spheroidal Graphite cast iron (ferritic)
typically greensand mould, sand core
profile machining to match the turbine blade shape
normally the primary mounting point and load bearing interface for the
whole turbo
may include water cooling jackets in some applications
operation can be up to 760 °C on some applications
requirements
impact resistance (ductility)
oxidation resistance
high temp strength
thermal fatigue resistance
ease of machining
other materials used on turbochargers :-

NiResist
Bearing Housing
typically Grey (flake) cast iron (pearlitic)
typically shell moulded cores to provide positional accuracy of bearing
location and seals, shell mould or sand cast outer
machined by a combination of milling, turning, drilling, tapping, honing
complex geometries - particularly for water cooled housings and
variable geometry turbos
requirements
castability
ease of machining
rigidity
thermal stability
Compressor Housing
typically cast aluminum alloy - various grades

gravity die cast or sand cast
profile machining to match impeller blade shape
operation can be up to 200 °C
requirements
impact resistance (ductility)
ease of machining
Impeller
typically cast aluminium alloy cast by a variant of investment casting
process, using rubber formers and plaster moulds
started using this process in 1976 to allow the production of wheels
with backsweep on the blades
operation up to more than 200 °C possible
requirements
fatigue strength
elevated temp strength
creep resistance
corrosion resistance
for special high pressure applications temperatures can exceed
the creep limits of aluminium in these applications Holset uses cast

titanium impellers
very sensitive to balance groove shape and to damage/defects
Shaft and Wheel
high nickel superalloy
investment cast
blade profile machined
operation up to 760 °C on some applications
friction welded to forged steel shaft
very sensitive to balance grooves, and defects
or damage
requirements
fatigue strength
elevated temp strength
creep resistance
corrosion resistance
other materials used on turbochargers (usually on niche applications)

:-titanium aluminide
ceramic (typically silicon nitride)
Bearing System
Journal Bearings
fully floating ring bearings - allows higher clearances, so higher oil
flows for cooling

oil film thicknesses of 0.008 to 0.015 mm
brass or leaded bronze
Thrust Bearing
taper land bearing
bronze
thrust loads of 100 - 2000 N (22.5 lbf to 450 lbf) -size dependent
typical oil film thickness 0.008 - 0.015mm
Have to withstand high temperatures, hot shut down, soot loading in

the oil, contaminants, oil additives, dry starts
Balancing
Balancing: Introduction
The Importance of
Balance
Balancing:
Why Balance?
To enable the bearing system to survive at the
turbocharger’s high rotational speeds.
HX25W 200k rpm = 3333 rev/sec
H1C/HX35 140k rpm = 2333 rev/sec
H1E/HX40 130k rpm = 2166 rev/sec
H2/HX50 115k rpm = 1916 rev/sec
To increase the durability and lifetime of a turbocharger in

service.
To reduce the noise emitted from the turbocharger.
To enable the turbo to meet the requirements of today's

high performance diesel engines.
Balancing:
Component Balance
Turbine Wheel Turbine Wheel Backface
Nose
Turbine Blade Tip

Balancing Backface
Component Balance
Impeller
Diameter
Impeller Nose
Balancing
Rotor Balance
Turbine Wheel Impeller

Oil Slinger
Locknut
Thrust Spacer
Balancing
Aligning Components
And the shaft end

Mark thrust spacer,
oil slinger.
Mark impeller boss

and locknut
HX35W 1.4 - 1.4 gm mm
.0019 - .0019 oz ins
Turbocharger Balancing
Very fine balancing of the rotating assembly of a turbocharger is critical, due to extremely high
operating speeds (max speeds on some models are close to 200,000 rpm).
High out-of-balance levels can lead firstly to increased noise, then reduced durability, and in extreme
cases even early-life catastrophic failure.
Traditionally, Heavy-Duty and Mid-Range turbochargers have relied on component balancing of the
rotor elements (impeller, shaft & wheel, etc), followed by ‘rotor-balancing’ (see below).
Rotor balancing is usually low-speed (400rpm max.), hence does not induce any shaft bending due to
imbalance couples or other dynamic rotor effects. It also uses solid metal rollers in place of the turbo
bearings, hence also does not replicate the characteristics of the conventional turbo bearing system
(elasticity, damping, hydrodynamics, etc).
In order to reduce turbo-to-turbo variance, and satisfy our OE customers needs for ever-improving
NVH requirements, Holset has moved from rotor-balancing, to ‘core-balancing’ (see picture) on many
of our products.
This involves measuring the out-of-balance forces of a turbocharger or “core assembly” (assembled
bearing housing & rotor components), typically air-jet driven.
This runs at higher speeds (3000 to 5000 rpm). It includes some rotor & bearing system effects, but
runs below the speed where oil-film damping will influence the results.
Also, since a turbo which passes this test does not need to have it’s rotor touched again (unlike rotor-
balanced units which have to be disassembled & reassembled into the bearing housing), then final
product quality can be much more tightly-controlled.
Low Speed Core

Balance process
Holset has implemented a further development of core-balancing, in which the
turbocharger is run across almost it’s whole speed range, and has also been extended to
single plane balance correction by metal removal on the impeller nut.
This high-speed core-balancing is called “VSR” (Vibration Sorting Rig) at Holset.
This has now become a requirement on some of our O.E. products, where very fine
control of turbocharger noise levels is necessary, and is now standard practice on many of
our Mid-Range products.
[Note: While we are currently maintaining ‘equivalent’ rotor-balance data for all turbos in
our Service spec. sheets, this will probably become unacceptable on some models, in the
near future].
High Speed Core

Balance process
(VSR)
High Speed Vibration Measurement Method -
VSR
Manufactured by Turbo Technics in Northampton, UK.
Approx 150 Turbo Technics VSR machine running within the turbo industry,
primarily within pass car aftermarket, but now seeing demand within main line
production also.
Uses cold compressed air drive
Measures the once per rev turbine housing vibration
Speed range up to 250,000rpm dependant on turbocharger model, max speed
for Holset MR product is around 110,000 rpm
Mk IV Holset VSR machine
MkIV HSCB process (VSR)

Holset Mid Range product WW
- includes metal removal on
impeller lock nut
HSCB metal removal & effects on
unbalance vs speed
HY35 VSR Traces
25
24 General Vibration Specification
23
22 Sensitive Application
21 Vibration Specification
20
19
18 Vibration Level Before Correction
17 Vibration Level After Correction
16
Vibration Units
15
14
13
12
11
10
9
8
7
6
5
4
3
2
1
0
0
80000
90000
10000
20000
30000
40000
50000
60000
70000
110000
100000
120000
Metal Removal on impeller nut – Holset VSR

RPM
Rotor System Resonance Modes
First Rigid Body Mode Second Rigid Body Mode

Conical Mode Cylindrical Mode
First Flexural Mode

Relationship between
Unbalance & Speed
Unbalance acceleration Unbalance phase angle
26 540
24 510
22
480
2nd Rigid Body
20
Mode 450
18
420
Phase Angle (deg)

1st Rigid Body
Vibration Units
16 Mode
390
14
360
12
10 330
8 1st Flexural Mode 300

6 270
4 240
2 210
0 180
0
10000
20000
30000
40000
50000
60000
70000
80000
90000
100000
110000
120000
10000
20000
30000
40000
50000
60000
70000
80000
90000
100000
110000
120000
RPM
RPM
Balancing
Possible Causes of Poor Rotor balance
Poor Component Balance

Damaged components (Impeller / Turbine)
Bend in the shaft.
Fit of the compressor wheel on the shaft.
Condition of the compressor wheel backface.
Squareness of the thrust collar and slinger mating surfaces.
Squareness of the locknut and quality of the thread fit.
Turbocharger Failure Analysis
TURBOCHARGER FAILURE
ANALYSIS
Turbocharger Failure Analysis
The purpose of analysing a ‘failed’ turbocharger is to determine the

root cause of failure.
We also need to determine who is responsible.
We need to prevent a reoccurrence - whether it is a HOLSET problem

or a customer / end user problem.
If the problem is HOLSET’S we need to ‘fix’ it.
If the problem is the customer’s we need to work with and support

them, to ensure it doesn’t happen again.
Customer Reported Faults
Leak oil
Broken
Low power
Noisy
Gas leakage
Seized
High oil consumption
Broken shaft
Smoke
Failure Analysis
We require information from :

a) Customer
b) Distributor
This will help us analyse a warranty claim.
What information do we require ?

How will it help when analysing a warranty claim?
Failure Data
Date in Service ( DIS )
Date of failure ( DOF )
Service Life ( Hours,Kms,Mls )
Application ( Truck,Bus,Off road,Genset )
Duty Cycle ( City bus,stand by genset,General
freight )
Country in Service
Reason for removal from vehicle. ( Need to be
specific, not just leak oil or broken )
Turbocharger Serial Number ( Date of manufacture )
Assembly Number
Customer Number is applicable
Model
Field Service
HOLSET TURBOCHARGER SUMMARY INSPECTION REPORT
SUMMARY INSPECTION REPORT NO

Customer Name:
Model Customer Loc. Application:
Assy No Customer Ref ESN
Serial No Holset Location DIS: DOF:
Customer Date Inspected Life
Pt No
Attachments
COMMENTS
CONCLUSIONS
SIGNED DATE
Field Service
HOLSET TURBOCHARGER SUMMARY INSPECTION REPORT
SUMMARY INSPECTION REPORT NO 01

Customer Name: Iveco Trucks Australia
Model HY55W Customer Loc. Application: Road Haul
Assy No 4038389 Customer Ref ESN Engine No 36015
Serial No H040622080 Holset Location DIS: 29/10/04 DOF: 27/12/05
Customer 504004854 Date Inspected 23/02/06 Life 440421 Km
Pt No
Attachments
Microsoft Word
Document
Warranty Analysis
How can we determine the root cause of the

problem?
The following presentation will help you
diagnose turbocharger warranty claims.
It is recommended that safety glasses are

worn when disassembling the turbocharger
Disassembly & Inspection
Check for damage to the external surfaces,concentrating on

the flange areas where incorrect fitting of pipes or
adaptors,may have caused damage.
Customer Responsibility
Check for compressor end foreign object damage by looking in the
intake.
AIR INTAKE
Foreign Object Damage Compressor End
Cause : Rags,wrenches,nuts,screws,parts from the intake filter.
Damage to the blade tips
Check the turbine intake for signs of solid objects. Note! Except in
severe cases the turbine housing needs to be removed (in order to
inspect the blade tips).
TURBINE INLET
Foreign Body Turbine End
Check the overall appearance corresponds with the data supplied. (i.e.
claim data is 10,000kms, but turbo appears to have been in use for
much longer .
Check axial and radial clearances. Clearances can be found in the

Holset Service Data Sheet (current version can be downloaded from
www.Holset.co.uk - Parts & Service section)
Remove the compressor housing
Remove the core assy

from the turbine housing
Remove the turbine

housing and
compressor cover
and check for any
wheel “touches” or
“rubs” on the profile.
Remove the compressor wheel and check for signs of
excessive oil on the backface.This could be due to oil carryover
past the compressor seal ring.
Check condition of the seal ring when removed.
The most common cause of oil leakage, is a blocked air intake
filter.
Remove the shaft & wheel,check for any

heat discolouration and any wear on the
shaft.
Remove the circlip
Remove the oil seal plate
Remove the O-ring seal
Check for damage to the O-ring seal

Remove the oil slinger from the oil
seal plate.
Check for wear or score marks in

the bore.
Remove the seal ring

Remove the thrust bearing and thrust collar,check for blockage of the
oil feed holes ( a common cause of thrust failure ). Check for heat
discolouration and scoring marks of both the bearing and collar.
If excessive radial clearance was found it is likely that the

journal bearings will also be damaged.
Silicone Applied to Oil Inlet Gasket
Do not use silicone

Foreign Body Blocking the Oil Supply to
the Thrust Bearing
Silicone blocking oil to the thrust bearing

Blocked Thrust Bearing
Foreign object blocking the

oil feed to the thrust system
Cause :
Silicone from the oil
feed pipe fitting.
Cleanliness during
service intervals,filters
and oil.
Remove the compressor-end outer circlip
and remove the journal bearing. Look for
scoring marks on both the outside (OD)
and inside (ID) diameters, this can be
caused by oil contamination ( dirt ) in the
oil.
Remove the turbine-end bearing. This

bearing will normally be a much darker
colour than the compressor bearing (due
to higher operating temperature).
Oil Dirt Ingress
Cause :
Service intervals
overdue
Cleanliness during
service
Poor quality oil
Poor quality filters
Oil Dirt Ingress
Shaft wear from oil dirt ingress

Oil Contamination
New bearing
Contaminated bearing
Check the colour of the bearing, a natural darkening with age is

acceptable. A duller,powdery surface is an indication of engine coolant in
the oil - the same appearance will normally also be found on the thrust
bearing.
Oil Delay Bronze particles
on the shaft
Causes :Restricted oil feed pipes.

Low oil level in the sump
Blocked oil filter
Long periods on Non – use
Lack of priming
Oil Starvation
Cause : Oil pump failure

Broken oil feed pipe
No oil in engine.
Hot Shutdown - Overheating
Cause: Hot shutdown of the engine, poor quality lub. oil, infrequent
service intervals, check for heavy carbon deposit in the bearing housing.
Hot Shutdown
Check for sign of heavy carbon deposits in the bearing housing,on the
shaft & wheel piston ring boss area. This can be the cause of hot
shutdowns, lack of maintenance or poor quality oil.
Laquering of the shaft is also common in cases of hot shutdown

failures.
Hot Shutdown - Overheating
Failure Diagnosis:
Hot Shutdown
340
Bearing Temperature oC
Hot Shut Down

from Peak Torque
300
Temp Limit of 1 min Idle
CD Oil
260 2 min Idle
220 3 min Idle
180
140
0 60 120 180 240 300 360
Time (secs)
Excessive Engine Temperatures
Delamination of the
dividing wall and
erosion of the gas
entry.
Turbine
housing
cracked.
Cause : Incorrect fuel/air ratio, caused by blocked air

intake filter, or overfuelling, etc.
REMEMBER TO FULLY ANALYSE ALL

PARTS OF THE TURBOCHARGER,BEFORE
MAKING A CONCLUSION ON CAUSE OF
FAILURE.
Warranty
What is Warrantable
Customer Responsibility
Distributor Responsibility
Holset Responsibility
Summary of Distributor or Customer
Responsibility
Correct replacement of turbocharger
If repaired or remanufactured the distributor takes responsibility for all

the manufacturing / assembly processes
Fitting of correct parts ( Turbine Housing etc )
Holset distributor would be expected to use genuine HOLSET

replacement parts
Use of copy parts would invalid any HOLSET warranty

Oil Leakage
External - Common Causes :
Loose / Damaged oil inlet and oil drain fittings.
If fitting a new gasket and tightening the fittings does not stop the
leak,then look for a damaged oil line or leaking centre housing.
Internal Compressor & Turbine - Common Causes :

Restriction in the turbo oil drain will ‘force’ oil past the split ring seals at
both the turbine and compressor ends.
Oil leakage at both ends simultaneously is a good indicator that this
may be the problem
Engine blow by pressure - which can be due to the engine crankcase
vent being blocked by damage,plugging or icing.
Oil Leakage
Restriction
Oil Leakage - Compressor
An inlet ‘depression’(vacuum) greater than 25 in water will ‘pull’ oil

past the compressor end split ring seal.
THIS WILL NOT DAMAGE THE TURBO UNLESS THE THRUST

BEARING FAILS.
Typical cause is a blocked air intake filter or collapsed intake pipe.

Compressor End Oil Leakage
Compressor End Oil Leakage
Oil Leakage
Holset - Responsibility
Failure due to manufacturing quality defect.
Failure due to design defect.
Material Defects (casting porosity, inclusions, oxide blows, etc ).

Turbine High Cycle Fatigue (HCF) - Examples
Occurs when blades are run for extended periods at a sub-harmonic of the blade natural
resonance frequency
Casting defects can bring blade resonance into running range, even though designed to
be outside
Exact failure location varies, dependant on vibration mode and wheel design
Turbine Low Cycle Fatigue (LCF) - Examples
Typically due to casting defects but instances of fatigue
initiating in, for example, out-of-specification balance cuts
have been seen
Defect presence raises local stresses and initiates fatigue
Defects have variety of appearances and sizes
Impeller LCF - Defects
Duty cycle
Defect presence raises local stresses and initiates fatigue
Defects have variety of sizes and appearances
There are three common failure locations - back face, suction side
exducer blade root and the bore (highest stresses)
Back Face
Blade Root - Inclusion
Blade root - Linear/oxide blow

Bore
Bore inclusion
Bore cavity
Cause of failure could also be due to overspeed

Balance - Related Failures
Balance failures due to a manufacturing problem

(hence Holset Responsibility) usually occur in
very early life. (i.e. most within 500 km).
If a balance failure occurs in late life
- it is normally caused by wheel foreign-object damage, turbo
overspeed or tampering)
Balance failure causes:

Parts misaligned
Rotor parts replaced without check-balancing
Incorrect parts used.
Noise
Causes of “noisy turbo” complaints

High level of rotor imbalance
(if very early life - i.e. less than 1k km, most likely a Holset issue - if
later in life, look for foreign-object damage or bearing damage

which caused a wheel rub, etc).
Turbocharger bearing housing joints - loose screws, V clamps. (A/Mkt

turbos fitted,OE orientation factory set ).
Check for signs of leakage/damaged jointing surfaces.
Air or exhaust leaks on external turbo flanges

Look for soot on the turbine inlet and exhaust flanges, check if
fasteners are loose , or surfaces damaged.
Non-turbocharger issues (water pump, fan belt, etc, etc).

What is the cause of this failure?
A) Dirty Oil
B) Foreign Body
C) Low Cycle Fatigue
D) Hot Shutdown
Oil Leakage
WARNING - DO NOT operate the engine if you

suspect any oil has collected in the engine intake or
charge cooler.Drain and clean before engine start up
to avoid engine runaway after full warm up
Preventive Maintenance
And
How to Replace turbocharger
Customer Support
Preventative Maintenance
How to fit a Replacement Turbocharger

Maintenance schedules recommended by the

OEM should be strictly adhered to.
DO NOT USE inferior oil and air filters.
Use oil recommended by the OEM.

Air filters should be changed at the OEM’s recommended intervals or
earlier when operating in severe conditions.
WARNING : Running the engine with a partially blocked air intake filter
will increase fuel consumption and could also lead to turbocharger oil
leakage.
High exhaust back pressure can lead to temperature related problems

with the turbocharger specifically bearings and seals.
It is recommended that all clamps,hose clips,nuts & screws are

checked at the routine service intervals.
The correct torques can be found in the HOLSET Service Repair

Manual
REMEMBER :
Cold start - Requires good start up procedure.
The longer the engine is allowed to cool down the

less damage is done to the turbo
Fitting a Replacement
Turbocharger
It is important to understand why the original

turbocharger requires replacing.
Determine the cause of any engine or vehicle failure and

rectify,before fitting a replacement turbocharger
Fitting a Replacement Turbocharger
Each HOLSET turbocharger is designed to match a specific engine
specification (power, speed, charge cooling etc).
The turbocharger dataplate information includes:
• Assy Number
• Serial Number
• Customer Number
It is important that the Assy Number shown is the correct number for
that engine, per the engine manufacturers specifications.
DO NOT REMOVE THE DATA PLATE
It is important that the engine intake / exhaust systems are checked
for debris.
It is recommended that the air intake filter is changed using only OEM
genuine parts
Check that the oil inlet and drain flanges are clean and free from
obstruction.
Replace the gaskets

Replace the oil and filter using only OEM recommended parts and
specified oil grade & classification.
Ensure the engine manifold mounting flange and studs are in good
condition and are not warped or bent. Check for any cracks.
Check the oil intake line is free from dirt or carbon, if in any doubt -
replace the line and fittings with new ones.
Mount the turbocharger on the manifold and check that the turbine inlet
gaskets fits correctly.
The orientation of the bearing housing or compressor housing may
require changing, to align correctly with the air, oil and water
connections.
Make sure all fasteners are tightened to the specified torque when the
orientation is set.
Take care not to damage any ‘O’ rings when changing the orientation
of the compressor housing as this could cause air leakage.
See Holset Service Manual for the recommended torque settings

Connect the oil drain line and then fill the turbocharger oil feed hole
with clean engine oil. Slowly rotate the rotor by hand.
Connect the oil inlet line and the remaining external fittings to the
turbocharger.
Pull out the fuel stop and crank over the engine using the starter
motor, until normal operating engine oil pressure is developed.
Check for any oil leaks from the connections.

Start the engine and idle,checking that all air,gas and oil connections
are tight and free from leakage.
Tighten any fastenings as required.
Use soapy water to help detect air and gas leaks.
Do’s
PRE LUBE THE TURBO AFTER FITTING OR OIL / FILTER

CHANGE
OIL PRESSURE OF MIN 20PSI MUST SHOW AT THE OIL INLET 3
- 4 SECONDS BEFORE FIRING & IDLE FOR A MINIMUM OF 1
MINUTE
ONLY USE OIL SPECIFIED BY THE ENGINE MANUFACTURER
OIL FILTERS SHOULD BE 10 MICRON MIN & BE RECOMMENDED
BY THE ENGINE MANUFACTURER
AIR FILTERS MUST REMOVE PARTICLES GREATER THAN 5
MICRON
SERVICE INTERVALS MUST BE ADHERED TO
MIN OIL PRESSURE MUST BE 30PSI WHEN THE ENGINE IS ON
LOAD
CLEANLINESS IS THE KEY TO TURBOCHARGER LIFE !!!!!!
Do‘s and Don ‘t’s
Don ‘t’s
Do‘s Remove protection caps till
Handle carefully → Dropping, Metal Assembly end point
To Metal contact → Damage Keep in open environment
Re-apply Grease & Molykote on fired exposed to dust, dirt,
Turbos being Re-assembled (PPAP water, foreign body
Turbos) Apply / load to any
Re-apply Rust preventive, if holding housings (Compressor,
MORE than 3 months Bearing, Turbine)
Use of recommended tools while Dismantle the Turbo
analyzing Turbos unless agreed upon
Follow recommended process for Use poor quality oil
part no. conversions Use silicon sealant on
Screw initial 2-3 threads by hand gaskets
Tamper with preset
wastegates
Any Questions?
Thank You

Turbo Charger Traning.

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Turbo Charger Traning.

Uploaded by

Copyright:

Available Formats

Agenda

• Replacement and Do’s/Don’t’s

Adding Extra Fuel

Increasing Engine Size

More Air MASS (+ fuel) = More Power

Excess Fuel Added to Engine

Increase the size of engine

4cyl 4litre Turbo

Uses 50hp Engine X

Less O2 at high altitude is Turbocharger rotates faster

Cold air has a higher density than warm air.

Delivering cold air = more O2 per cylinder = more engine power

Aftercooling reduces the temperature thereby increasing the density.

Two forms of aftercooling:

Engine Maximum Increase

6B 5.9 120 H.P

160 H.P 33% Turbo

186 H.P 54% Turbo +

the turbine housing

 this kinetic energy is converted to pressure in the compressor volute and

 improved fuel consumption (improved pressure balance across the

In turbochargers the exhaust gas energy which would normally

The advantages of a turbocharged engine are:

Small, for 3 to 6 litre engines

Heavy Duty, for 10 to 16 litre engines

The Turbine End

The Compressor End

The Oil Supply

The waste exhaust gasses are

The turbine wheel is connected

As the turbine wheel increases in

The faster the wheels spin the,

As the air is sucked into the

This compresses the air and

This process causes the air to

The oil used in a turbocharger is

The oil is used as both a lubricant

The oil is fed under pressure into

Typically the wastegate valve

This is operated by a pneumatic actuator, attached to a control rod.

Wastegate Mechanism: Actuator-linkage-valve

Check for air leakage

What max. temperatures do we see at the

 high temp strength

 thermal fatigue resistance

other materials used on turbochargers :-

typically cast aluminum alloy - various grades

 elevated temp strength

 for special high pressure applications temperatures can exceed

the creep limits of aluminium in these applications Holset uses cast

 elevated temp strength

other materials used on turbochargers (usually on niche applications)

flows for cooling

 brass or leaded bronze

 typical oil film thickness 0.008 - 0.015mm

Have to withstand high temperatures, hot shut down, soot loading in

To increase the durability and lifetime of a turbocharger in

To reduce the noise emitted from the turbocharger.

To enable the turbo to meet the requirements of today's

Turbine Blade Tip

Turbine Wheel Impeller

And the shaft end

Mark impeller boss

Low Speed Core

this kinetic energy is converted to pressure in the compressor volute and

improved fuel consumption (improved pressure balance across the

high temp strength

thermal fatigue resistance

elevated temp strength

for special high pressure applications temperatures can exceed

elevated temp strength

brass or leaded bronze

typical oil film thickness 0.008 - 0.015mm