TURBOCHARGER

1914-00

TURBOCHARGER

GENERAL INFORMATION

1. SPECIFICATION.................................... 3
2. INSPECTION.......................................... 4
3. TROUBLESHOOTING............................ 11

OVERVIEW AND OPERATING

PROCESS
1. SYSTEM DESCRIPTION OF E-VGT ..... 17
2. COMPONENT........................................ 20
3. INPUT/OUTPUT DEVICES..................... 22
4. OPERATING PRINCIPLES..................... 23

CONFIGURATION AND FUNCTION

1914-01 TURBOCHARGER ASSEMBLY.... 25

REMOVAL AND INSTALLATION

1914-00 COMPONENT.............................. 31
1914-00 TURBOCHARGER ASSEMBLY.... 32
06-2 1914-00

TURBOCHARGER
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GENERAL INFORMATION
1. SPECIFICATION
Component Item Specification
Max. expansion coefficient 5.0

Turbocharger Max. turbine speed 213,000 rpm

Max. temperature of turbine housing 830 ℃
Weight 7.2 kg
E-Actuator Operation duty cycle 300 Hz

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2. INSPECTION
1) Cautions During Driving
The following lists cautions to take during test drive and on the turbocharger vehicle, which
must be considered during the operation.
1. It's important not to drastically increase the engine rpm starting the engine. It could make
rotation at excessive speed even before the journal bearing is lubricated and when the
turbocharger rotates in poor oil supply condition, it could cause damage of bearing seizure
within few seconds.
2 If the engine is running radically after replacing the engine oil or oil filter brings poor oil
supply condition. To avoid this, it's necessary to start off after idling the engine for about 1
minute allowing oil to circulate to the turbocharger after the replacement.
3. When the engine is stopped abruptly after driving at high speed, the turbocharger continues
to rotate in condition where the oil pressure is at '0'. In such condition, an oil film between the
journal bearing and the housing shaft journal section gets broken and this causes abrasion
of the journal bearing due to the rapid contact. The repeat of such condition significantly
reduces life of the turbocharger. Therefore, the engine should be stopped possibly in the idle
condition.

After string for long period of time during winter season or in the low temperature condition
where the fluidity of engine oil declines, the engine, before being started, should be cranked
to circulate oil and must drive after checking the oil pressure is in normal condition by idling
the engine for few minutes.

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2) Inspection of Turbocharger
When problem occurs with the turbocharger, it could cause engine power decline, excessive
discharge of exhaust gas, outbreak of abnormal noise and excessive consumption of oil.
1. On-board Inspection
- Check the bolts and nuts foe looseness or missing
- Check the intake and exhaust manifold for looseness or damage
- Check the oil supply pipe and drain pipe for damages
- Check the housing for crack and deterioration
2. Inspection of turbine
Remove the exhaust pipe at the opening of the turbine and check, with a lamp, the existence of
interference of housing and wheel, oil leakage and contamination (at blade edge) of foreign
materials.
- Interference: In case where the oil leak sign exists, even the small traces of interferences on
the turbine wheel mean, most of times, that abrasion has occurred on the journal bearing.
Must inspect after overhauling the turbocharger.
- Oil Leakage: Followings are the reasons for oil leakage condition
* Problems in engine: In case where the oil is smeared on inner wall section of the exhaust
gas opening.
* Problems in turbocharger: In case where the oil is smeared on only at the exhaust gas
outlet section.

Idling for long period of time can cause oil leakage to the turbine side due to low pressure of
exhaust gas and the rotation speed of turbine wheel. Please note this is not a turbocharger
problem.

- Oil Drain Pipe Defect

In case where oil flow from the turbocharger sensor housing to the crank case is not smooth
would become the reason for leakage as oil builds up within the center housing. Also, oil
thickens (sludge) at high temperature and becomes the indirect reason of wheel hub section.
In such case, clogging and damage of the oil drain pipe and the pressure of blow-by gas
within the crank case must be inspected.
- Damages due to Foreign Materials
When the foreign materials get into the system, it could induce inner damage as rotating
balance of the turbocharger gets out of alignment.

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3) Inspection of Turbine
Thoroughly check the followings.

Must absolutely not operate the turbocharger with the compressor outlet and inlet opened as
it could damage the turbocharger or be hazardous during inspection.

- Interference: In case where is trace of interference or smallest damage on the compressor

wheel means, most of times, that abrasion has occurred on the journal bearing. Must inspect
after the overhaul.
- Oil Leakage: The reason for oil leakage at the compressor section is the air cleaner, clogged
by substances such as dust, causes the compressor inlet negative pressure.
a. Rotating in high speed at no-load for extended period of time can cause oil leakage to the
compressor section as oil pressure within the center housing gets higher than pressure
within the compressor housing.
b. Overuse of engine break (especially in low gear) in down hill makes significantly low
exhaust gas energy compared to the time where great amount of air is required during
idling conditions of the engine. Therefore, amount of air in the compressor inlet increases
but the turbocharge pressure is not high, which makes negative pressure at the
compressor section causing the oilleakage within the center housing.

No problem will occur with the turbocharger if above conditions are found in early stage but
oil leaked over long period of time will solidify at each section causing to breakout
secondary defects.

Damages by foreign materials: In case where the compressor wheel is damaged by foreign
materials requires having an overhaul. At this time, it's necessary to check whether the foreign
materials have contaminated intake/exhaust manifold or inside of engine.

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4) Possible Causes of Defect

The following tries to understand the defects that can occur with vehicle installed with the
turbocharger and to manage the reasons of such defects.
1. In case where oil pan/oil pipe has been contaminated, oil filter is defected and where
adhesive of gaskets has been contaminated into the oil line.

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2. Oil Pump Defect: Rapid over-loaded driving after replacing oil filter and oil and clogging of oil
line.

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3. Turbine Side: Inflow of foreign materials from engine

Compressor Side: such as air filter, muffler and nut

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4. Defects caused by reasons other than that of the turbocharger.

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3. TROUBLESHOOTING
The followings are cautions to take in handling defects of turbocharger, which must be fully
aware of.

1) Cautions
1. After stopping the engine, check whether the bolts on pipe connecting section are loose as
well as the connecting condition of vacuum port and modulator, which is connected to the
actuator.
2. During idling of the engine, check for leakage in the connecting section of pipe (hoses and
pipes, duct connections, after the turbocharger) by applying soap water. The leakage
condition in the engine block and turbine housing opening can be determined by the
occurrence of abnormal noise of exhaust.
3. By running the engine at idle speed, abnormal vibration and noise can be checked.
Immediately stop the engine when abnormal vibration and noise is detected and make
thorough inspection whether the turbocharger shaft wheel has any damages as well as
checking the condition of connections between pipes.
4. In case where the noise of engine is louder than usual, there is possibility of dampness in
the areas related with air cleaner and engine or engine block and turbocharger. And it
could affect the smooth supply of engine oil and discharge.
5. Check for damp condition in exhaust gas when there is sign of thermal discoloration or
discharge of carbon in connecting area of the duct.
6. When the engine rotates or in case where there is change in noise level, check for clogging
of air cleaner or air cleaner duct or if there is any significant amount of dust in the
compressor housing.
7. During the inspection of center housing, inspect inside of the housing by removing the oil
drain pipe to check for sludge generation and its attachment condition at shaft area or
turbine side.
8. Inspect or replace the air cleaner when the compressor wheel is damaged by inflow of
foreign materials.
9. Inspect both side of the turbocharger wheel after removing inlet and outlet pipe of the
turbocharger.
- Is the rotation smooth when the rotor is rotated by hand?
- Is the movement of bearing normal?
- Inspect whether there has been any signs of interference between two wheels.

It's important not to drive the engine when the intake manifold hose has been removed.

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2) Work Flow for Troubleshooting

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TURBOCHARGER
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TURBOCHARGER
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OVERVIEW AND OPERATING PROCESS

1. SYSTEM DESCRIPTION OF E-VGT (Electric-Variable
Geometry Turbine)
1) Overview
The turbocharger has one shaft where at each ends are installed with two turbines having
different angles to connect one end of housing to the intake manifold and the other end to the
exhaust manifold. As the turbine, at exhaust end, is rotated by exhaust gas pressure the
impeller, at intake end, gets rotated to send air around center of the impeller, being
circumferentially accelerated by the centrifugal force, into the diffuser. The air, which has been
introduced to the diffuser having a passage with big surface, transforms its speed energy into
the pressure energy while being supplied to the cylinder improving the volume efficiency.
Also, the exhaust efficiency improves as the exhaust turbine rotates. The turbocharger is often
referred to as the exhaust turbine turbocharger.
Diffuser: With the meaning of spreading out it is a device that transforms fluid's speed energy
into the pressure energy by enlarging the fluid's passage to slow down the flow.
The E-VGT system installed to the D20DTF engine variably controls the passages of the
turbine housing to regulate the flow rate of the exhaust gas. The actuator of E-VGT is a DC
motor actuator (E-Actuator) which controls more quickly and precisely than the previous
vacuum type actuator.
The engine ECU controls the E-Actuator electronically as follows:
- At low speed: Narrows the flow passage for the exhaust gas, resulting in increasing the flow
speed of the exhaust gas and running the turbine quickly and powerfully.
- At high speed: Expands the flow passage for the exhaust gas, resulting in increasing the
mass flow of the exhaust gas and running the turbine more powerfully.

TURBOCHARGER
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2) Features
(1) Performance (for EURO V)
1. Enhanced emmission control: By temperature control with CDPF system

- Target temperature and airflow control

(2) Rotary Type Electric-Actuator

1. Optimizes the exhaust gas flow rate by controlling the vanes inside the turbine housing with
the E-Actuator.
- Maximizes the intake air charging efficiency (Approx. 15%)

2. Has a faster response time than the conventional vacuum actuator.

- Improved low speed torque, high speed power and fuel economy.
- Improved acceleration performance with rapid response time of vane.

- Folding and unfolding of the vane

is controlled electrically
Features - Easy to get low speed air volume
- Rapid response time
- Electric control

- Improved low speed torque and

power
Benefits - Reduced exhaust gas
- Improved fuel consumption
- Improved acceleration
performance

TURBOCHARGER
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2. COMPONENT

E-VGT

For more information about control

logic, refer to "Engine Control".
Improves engine power

T-MAP sensor

For more information about control

logic, refer to "Engine Control".

Booster pressure and

temperature

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Accelerator pedal sensor Engine ECU DCM 3.7

For more information about control
logic, refer to "Engine Control".
Transfers driver's will to accelerate to
ECU
For more information about control
logic, refer to "Engine Control".
Atmospheric pressure, RPM signal
E-VGT duty control

E-VGT

For more information about control

logic, refer to "Engine Control".
Operates VGT by determining
warming up of engine

E-VGT

For more information about control

logic, refer to "Engine Control".
Improves engine power

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3. INPUT/OUTPUT DEVICES

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4. OPERATING PRINCIPLES
The E-VGT is designed to get more improved engine power in all ranges by controlling the
turbine as follows:

1) How it Works at Low Speed

Normal turbocharger cannot get the turbo effect because the amount of exhaust gas is not
enough and the flow speed is slow in a low speed zone, but VGT allows the flow passage of
exhaust to narrow, resulting in increasing the flow speed of exhaust gas and running the turbine
quickly and powerfully. Therefore, as VGT can intake more air than normal turbocharger, it can
give the benefit of the increased output even in a low speed zone.

Control Turbocharger driving Control method Improved

mechanism Effect
range performance

The flow rate is

increased as the
Narrows the flow exhaust gas passes
At low passage for the the narrow passage Improved
speed exhaust gas by → Increased low speed
folding the turbine & impeller torque
vanes speed, Increased
compressive force

※ Basic principle at low speed

At low speed, it utilizes the principle of
venturi. For example, when air flows through
the venturi tube, the flow speed is faster and
the pressure is lower at the point "A". In this
case, if the inner diameter of venturi is more
narrowed, the flow speed is so much faster
(refer to the equation).

Turbocharger lag
The turbocharger is at idle speed when there is no load or it is in the normal driving
condition. During this period, the amount of exhaust gas passing through the turbine is not
enough to turn the compressor wheel (impeller) fast. Therefore, the intake air is not
compressed as needed.
Because of this, it takes time for turbocharger to supply the additional power after the
accelerator pedal is depressed. This is called "turbocharger lag".

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2) How it Works at High Speed

In a high speed zone, the amount of exhaust gas increases and it is accompanied with a great
force. Therefore, if the inner diameter of venturi is more widened, the turbine in the turbocharger
by the releasing force of abundant exhaust gas can deliver a more increased energy to the
compressor. The output will increase in submission to the increase of intake air volume.

Control Turbocharger driving Control method Improved

mechanism Effect
range performance

The flow rate is

Expands the increased due to the
flow passage for expanded Improved
At high the exhaust gas passage→ maximum
speed by unfolding the Increased turbine & power
vanes impeller speed,
Increased
compressive force

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CONFIGURATION AND FUNCTION

1914-01 TURBOCHARGER ASSEMBLY
1. System Layout

E-VGT

Oil supply pipe

Oil return tube

Turbocharger
support bar

2. Component

Center housing

Compressor housing Turbine housing

E-Actuator
Turbocharger cooling inlet

Turbocharger cooling outlet

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▶ Compressor housing & turbine

housing
1. Compressor housing: This induces fresh
air to the compressor wheel (Impeller) and
supplies the compressed air to the
intercooler through the hose.
2. Turbine housing: This is located on the
exhaust manifold and turns the turbine
wheel to send the exhaust gas to the
exhaust pipe using the pressure of
exhaust gas.
▶ Impeller
1. The impeller is wings (wheel) installed on
the intake end and performs the role of
pressurizing air into the cylinder.
2. The radial type has the impeller plate
arranged in straight line at the center of
shaft and, compared to the backward type,
is being widely used as it is simple, easy to
manufacture and appropriate for high
speed rotation. As the impeller rotates in
the housing with the diffuser installed in it,
the air receives centrifugal force to be
accelerated in the direction of housing's
outer circumference and flows into the
diffuser. As surface of the passage
increases, air flown into the diffuser
transforms its speed energy into pressure
energy and flows into the intake manifold
where the pressurized air is supplied to
cylinder each time the intake valve of
cylinder opens up. Therefore, the efficiency
of compressor is determined by the
▶ Turbine impeller and diffuser.
The turbine is wings installed at the exhaust end where, by the pressure of exhaust gas, it
rotates the compressor and performs the role of transforming heat energy of exhaust gas into
torque energy. The radial type is used as the turbine's wings.
Therefore, during operation of the engine, the turbine receives temperature of exhaust gas and
it rotates in high speed, it requires to have sufficient rigidity and heat resisting property. During
operation of the engine, exhaust gas discharged through the exhaust valve of each cylinder
makes turbine rotate by coming in contact with the turbine's wings from the outer circumference
within housing of the turbine and is exhausted through the exhaust manifold. At the same time,
as the impeller is on the same shaft, it rotates.

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▶ Floating bearing
Floating Bearing is a bearing, which supports the turbine shaft that rotates at about 10,000 to
15,000 rpm. It could be rotated freely between the housing and the shaft as it gets lubricated by
oil being supplied from the engine.

▶ Turbocharger housing cooling

The cooling pipe and hose are mounted to

cool down the turbocharger center housing.

Stopping the engine immediately after

driving at high speed stops oil from being
supplied to the bearing and may cause it
to get burnt. Therefore, the engine must
be stopped after cooling the turbo system
by sufficiently idling the engine.

▶ Actuator (E-Actuator) and vane control

Nozzle
pin
Unison
Roller ring

Vane

The E-VGT does not use the waste gate. Instead, it controls the vane angle by using the E-
Actuator to regulated the turbine speed and boosting.
E-VGT has 11 vanes around the turbine. This vane is controlled by the actuator which
receives the command from the engine ECU.

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The unison ring is designed to be capable to

rotate either clockwise or counterclockwise
and to connect to the vane control actuator.
The variable turbine inlet vane is connected
through the unison ring and vane arm, 11
vanes are rotated when the actuator is
Intake air
activated. 11 vanes are used as a passage
for the exhaust gas led to the turbine inlet.
Compressed air According to their rotation, the flow passage
area of exhaust gas varies. At low speed, the
flow passage is narrowed and the flow speed
of the exhaust gas increases, resulting in
increasing the delivery energy of turbine. At
E-Actuator
high speed, the flow passage is widened and
the much exhaust gas is generated, resulting
in considerably increasing the delivery energy
of turbine.

The control position of the E-Actuator (A)

in the figure shows the position at high
speed.

Control Turbocharger Control Improved

driving Effect
range method performance
mechanism
The flow rate is
Narrows the increased as the
At low flow passage exhaust gas passes
Improved
speed for the exhaust the narrow passage low speed
(Vane gas by folding → Increased turbine torque
Close) the vanes & impeller speed,
Increased
Control direction compressive force

Expands the
flow passage The flow rate is
At high increased due to the Improved
speed for the exhaust
expanded passage maximum
(Vane gas by
→ Increased power
Open) unfolding the
vanes compressive force
Control direction

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▶ Effect

1. Improved low speed torque

The VGT increases the output by 10%
and torque by 14% compared to the
conventional turbocharger.

2. Improved acceleration performance

The VGT reduces turbocharger lag to
improve the response.

3. Improved fuel consumption

The VGT reduces turbocharger lag which
results in the improved response. When
the accelerator pedal is pressed, the
proper mixture of fuel and air should be
entered into the combustion chamber.
However, for the conventional
turbocharger, excessive fuel is supplied
when accelerating as the compressor
wheel (impeller) does not supply enough
compressed air. The VGT reduces this
phenomenon. (To supply the proper
amount of fuel, the VGT drives the turbine
wheel faster at low speed range so that
the amount of intake air is increased.)

4. Reduced exhaust gas

The shape of turbine blade is changed to increase the amount of intake air at low speed
range. Therefore, the exhaust gas and smoke due to excessive fuel supply is reduced.

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06-30 1914-00

▶ Conditions for inhibiting VGT operation

- When the engine speed is less than 700 rpm
- When the coolant temperature is below approx. 0℃
- When any part related to the E-EGR is defective
- When the VGT actuator is defective
- When the T-MAP (Temperature & MAP) sensor is defective
- When the air mass flow (HFM) sensor is defective
- When the accelerator pedal sensor is defective

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 1914-00 06-31

REMOVAL AND INSTALLATION

1914-00 COMPONENT
1) Turbocharger Assembly

1914

1. Turbocharger assembly 10.Gasket - Oil return

3. Nut 11.Bolt - Hollow
4. Oil supply - Tube assembly 15.Gasket - Turbocharger
6. Ring - Seal 16.Bracket - Turbocharger support
7. Oil return - Tube assembly 17.Bolt
8. Gasket - Oil return 18.Nut
9. Bolt 19.Bolt

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06-32 1914-00

1914-00 TURBOCHARGER ASSEMBLY

Remove the CDPF (refer to "Removal And Installation of CDPF" section.

Make sure that the exhaust system is sufficiently cooled down before servicing.

1. Unplug the drain cock at the bottom of the

1
radiator to drain the coolant completely.

- Scalding hot coolant and steam could be

blown out under pressure, which could
cause serious injury. Never remove the
coolant reservoir cap when the engine
and radiator are hot.
- Drain the coolant into a suitable container
and do not spill it on the floor.
- Avoid any direct contact of the coolant to
the painted body of the vehicle.
- The coolant to be replaced or added
should be original coolant with the same
specifications.
2
2. Disconnect the air duct hose.
- Disengage the mounting clamps (A).
- Remove the intake air inlet duct side
(B) of the oil separator.

3. Remove the ECU.

3
- Unscrew the mounting bolts (A).

10 ± 1.0 Nm

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4. Remove the hose between the

4
turbocharger and the intercooler.
- Disengage the mounting clamps (A).
- Unscrew the bolt (B) securing the hose.

5. Disconnect the E-VGT connector (A) and

5
the front exhaust temperature sensor
connector (B).

Front exhaust gas

E-VGT
temperature
connector
sensor

6. Disconnect the coolant hose for

6
turbocharger.

Lift up the vehicle with a lift when working

under the vehicle.

Be careful not to drain the coolant.

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7. Disconnect the turbocharger oil pipe.

7

Lower the lift when removing the hollow

bolt securing the oil supply pipe.

a. Disconnect the oil supply pipe.

- Disconnect the oil supply pipe screw fitting
(A) on the cylinder block.
- Unscrew the hollow bolt (B) securing the
oil supply pipe.
10 ± 1.0 Nm
17 ± 2.0 Nm

Replace the gasket and copper washer

with new ones.

b. Disconnect the oil return pipe.

- Unscrew the bolts (C) and (D).
10 ± 1.0 Nm
10 ± 1.0 Nm

Replace the gasket with a new one.

8
8. Remove the turbocharger support bar.
- Unscrew the bolts (A) and (B).
25 ± 2.5 Nm
25 ± 2.5 Nm

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9. Remove the turbocharger.

9
- Unscrew the bolts (A) and nut (B).

25 ± 2.5 Nm

Replace the 3-hole exhaust gasket with

a new one.

Lower the vehicle when removing the

turbocharger mounting bolts (A) and nut
(B).

10. Remove the turbocharger from the

bottom
of the vehicle.

11. Install in the reverse order of removal.

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