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  • The Turbo Shop | Turbocharger Specialist
    the characteristic for a third material to get in between the bearing and shaft Carbon deposits and impurities from machining and cam grinding The heat and speed generated inside the turbo shaft system makes it vulnerable to adhesive wear This is when the two surfaces begin to fuse together or bond and pieces are torn off of one of the surfaces and bonded to the other The oil supply pipe from the block to the turbo is generally pretty close to the exhaust and heat source In engine shut down periods this oil can boil in the pipe and form deposits which are then forced through the bearings These deposits cannot be removed by general cleaning Its a known fact that any small impurities like carbon get embedded into the main bearing shell and do not cause wear Bearing material in the crankshaft bearing is designed to do this function to prolong bearing life in an engine Turbocharger bearing are generally made from a brass alloy as a bush and have very small clearances and impurities will cause wear to both shaft and bearing in a very short amount of time The limited friction properties of brass materials cause the galling pattern of wear caused by insufficient lubrication Adhesion wear is a result of micro junctions caused by welding between the opposing rough surfaces rubbing on the counter bodies The load applied to the contacting surfaces is so high that they deform and adhere to each other forming micro joints The motion of the rubbing counter bodies result in rupture of the micro joints where some of the material is transferred by its counter body This effect is called scuffing or galling Eventually this will cause the seizure of one of the bodies by the counter body This is a common sight found when stripping a turbocharger and inspecting the bearing and shaft journals The blue to purple discoloring is caused by excessive heat and the brown colouring on the shaft is the brass adhesion onto the shaft With this in mind it is imperative that the engine builder and or turbo fitter has made sure that the inside of the motor and oil galleries have been cleaned properly and using the correct cleaning material Unfortunately paraffin is one of the worst cleaning materials when used on its own After cleaning it is essential that it gets washed again with HOT WATER and soap at high pressure Oil supply lines need to be replaced as deposits CANNOT be removed by cleaning Most warranty failures are cased by this Posted in failures Cimat Balancing Machines Posted on January 19 2014 by nick The Turbo Shop has been appointed sole distributor for Cimat balancing machines for Southern Africa At the moment we offer three different balancing machines The component balancer the CMT47 rotor balancer the CMY 48 VSR calancer and the CMT 48 twin Balancer Cimat have brought out the Acutest400 This device is used to check and calibrate pneumatic and electronic actuators Cimat are currently developing a turbocharger flow bench More as information becomes available Posted in Uncategorized What is engine knock detonation Posted on January 19 2014 by nick Before discussing compression ratio and boost it is important to understand engine knock also known as detonation Knock is a dangerous condition caused by uncontrolled combustion of the air fuel mixture This abnormal combustion causes rapid spikes in cylinder pressure which can result in engine damage Three primary factors that influence engine knock are 1 Knock resistance characteristics knock limit of the engine Since every engine is vastly different when it comes to knock resistance there is no single answer to how much Design features such as combustion chamber geometry spark plug location bore size and compression ratio all affect the knock characteristics of an engine 2 Ambient air conditions For the turbocharger application both ambient air conditions and engine inlet conditions affect maximum boost Hot air and high cylinder pressure increases the tendency of an engine to knock When an engine is boosted the intake air temperature increases thus increasing the tendency to knock Charge air cooling e g an intercooler addresses this concern by cooling the compressed air produced by the turbocharger 3 Octane rating of the fuel being used octane is a measure of a fuel s ability to resist knock The octane rating for pump gas ranges from 85 to 94 while racing fuel would be well above 100 The higher the octane rating of the fuel the more resistant to knock Since knock can be damaging to an engine it is important to use fuel of sufficient octane for the application Generally speaking the more boost run the higher the octane requirement This cannot be overstated engine calibration of fuel and spark plays an enormous role in dictating knock behavior of an engine Posted in engine technology Tagged detonation TURBOCHARGER Air Fuel Ratio tuning Rich v Lean Posted on January 19 2014 by nick When discussing engine tuning the Air Fuel Ratio AFR is one of the main topics Proper AFR calibration is critical to performance and durability of the engine and it s components The AFR defines the ratio of the amount of air consumed by the engine compared to the amount of fuel A Stoichiometric AFR has the correct amount of air and fuel to produce a chemically complete combustion event For gasoline engines the stoichiometric A F ratio is 14 7 1 which means 14 7 parts of air to one part of fuel The stoichiometric AFR depends on fuel type for alcohol it is 6 4 1 and 14 5 1 for diesel So what is meant by a rich or lean AFR A lower AFR number contains less air than the 14 7 1 stoichiometric AFR therefore it is a richer mixture Conversely a higher AFR number contains more air and therefore it is a leaner mixture For Example 15 0 1 Lean 14 7 1 Stoichiometric 13 0 1 Rich

    Original URL path: http://theturboshop.co.za/news/ (2015-12-05)
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  • The Turbo Shop | Service Exchange
    service exchange turbo will be dependent of the condition of the old turbo that the customer brings in Currently we can provide Opel Corsa 1 7 DTI 49137 06503 06501 Mitsubishi Colt 2 8 49135 03130 TFO 35 Garrett GT17 49V 724930 6 VW Audi 2 0 tdi VSR balanced R3990 00 Incl on exchange Garrett GT1749V 713672 4 038253019C VW Audi 1 9 TDi ALH AHF VSR Balanced R3990 00 incl on exchange Garrett GT17 49V 766470 2 TATA Telcoline 279014510101 VSR Balanced R3990 00 incl on exchange CONTACT US Unit 16 6 Pyott street Korsten Port Elizabeth South Africa Tel 041 4510025 Mobile 072 1877214 Int 27 41 4510025 Fax 086 6057963 nick theturboshop co za Please note Google maps shows Pyott street as Pogson street Techno News and Articles 2 stage turbo systems We have moved VNT what it does oil related failure Cimat Balancing Machines What is engine knock detonation Air Fuel Ratio tuning Rich v Lean Choosing the right turbo part3 Choosing the right turbo part2 Choosing the right turbo part1 technology info regarding compression ratios INDY OIL Turbo Failures Turbochargers Find us at 6 Pyott street Port Elizabeth Join us on Facebook Social Responsiblity

    Original URL path: http://theturboshop.co.za/service-exchange/ (2015-12-05)
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  • The Turbo Shop | Terms
    time shall not be of the essence and the Company will not be liable for delays Exchange Product Exchange units must be returned complete within 7 days of the date of the invoice with rotor unbroken Surcharges will be applied if the unit does not meet our acceptable exchange product condition Warranty The Turbo shop Us We offer a Warranty to the original purchaser You Your for the repair or replacement of The Turbo Shop Turbocharger for a period of 12 months from the date of purchase Procedure for Returning a Turbocharger Upon receipt of the Turbocharger we will perform diagnostic tests on the Turbocharger to confirm the reason for failure and will provide the written report of the diagnostic tests to You If the diagnostic tests reveal that the Turbocharger was incorrectly manufactured we will replace the Turbocharger and provide You with the replacement at our cost If the diagnostic tests reveal that the Turbocharger was fitted in breach of any clause of this Warranty then the Warranty becomes void and You have the option to pay for the Turbocharger to be replaced repaired or returned to them in faulty condition We can provide written quotations of the estimated costs of both repair and replacement of the Turbocharger including postage costs If You opt to purchase a replacement Turbocharger then this Warranty will only apply to the replacement Turbocharger if the reason for the previous failure to the vehicle where the Turbocharger is being installed has been eradicated before fitting the replacement Turbocharger Please refer to the Turbocharger trouble guide the diagnostic tests report and feel free to contact Us by telephone should you require assistance Procedure for Returning an Unwanted Turbocharger If in the event of wrong fault diagnosis the turbocharger is no longer required the turbocharger must be returned to us within 30 days of purchase and in merchantable condition A 10 handling admin charge will be applied Details required Proof and date of the original purchase and purchaser will be required by Us before any Warranty claim will be contemplated Proof may be required of proper maintenance of manufacture s routine service levels and intervals with particular regard to oil and filter changes Failure to comply with manufacture s service requirements will invalidate this Warranty No Warranty claim can be processed until the Turbocharger together with the old unit has been returned to Us complete and intact and at your own cost Exclusions of Liability Any attempt to dismantle or repair the unit will invalidate the Warranty No Warranty is offered for any Turbocharger used for competition purposes or in any case where manufacture s standard boost pressures or fuel settings have been changed or any device is used to modify them ie this includes but is not limited to the use of uprated actuators bleed valves or aftermarket engine management chips The Warranty does not cover the cost of any labour or materials required to remove or re install the Turbocharger or any other ancillary

    Original URL path: http://theturboshop.co.za/terms/ (2015-12-05)
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  • The Turbo Shop | Contact
    1877214 Int 27 41 4510025 Fax 086 6057963 nick theturboshop co za Please note Google maps shows Pyott street as Pogson street Techno News and Articles 2 stage turbo systems We have moved VNT what it does oil related failure Cimat Balancing Machines What is engine knock detonation Air Fuel Ratio tuning Rich v Lean Choosing the right turbo part3 Choosing the right turbo part2 Choosing the right turbo part1

    Original URL path: http://theturboshop.co.za/contact/ (2015-12-05)
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  • The Turbo Shop | 2 stage turbo systems
    continuous adaptation on the turbine and compressor sides to the actual requirements of the operating engine The system can be regulated via pneumatic actuators that control the bypass valve in the same manner as when used in mass produced turbochargers with swing valves This makes it possible to model a compact charging system when detailed knowledge of the complex system response is available that fulfills the highest torque response and power requirements while utilizing proven components mely high performing charging system for future engine generations that fulfills the highest requirements in terms of power fuel consumption and emissions The regulated 2 stage turbocharger consists of two turbochargers of different sizes connected in series that utilize bypass regulation The exhaust mass flow coming from the cylinder flows into the exhaust manifold first Here it is possible to expand the entire exhaust mass flow using the high pressure turbine HP or to redirect some of the mass flow through a bypass to the low pressure turbine LP The entire exhaust mass flow is then utilized again by the low pressure turbine LP The entire fresh air flow is first compressed by the low pressure stage In the high pressure stage it is compressed further and then the charging air is cooled Due to the precompression process the relatively small HP compressor can reach a high pressure level so that it can force the required amount of air to flow through the system At low engine speeds i e when the exhaust mass flow rate is low the bypass remains completely closed and the entire exhaust mass flow is expanded by the HP turbine This results in a very quick and high boost pressure rise As the engine speed increases the job of expansion is continuously shifted to the LP turbine by increasing

    Original URL path: http://theturboshop.co.za/2-stage-turbo-systems/ (2015-12-05)
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  • The Turbo Shop | We have moved
    relocating to Unit 16 6 Pyott Street Korsten Port Elizabeth Google maps shows this as Pogson Street iframe src https www google com maps embed pb 1m14 1m12 1m3 1d1655 244257236084 2d25 59218890522873 3d 33 928561493600284 2m3 1f0 2f0 3f0 3m2 1i1024 2i768 4f13 1 5e0 3m2 1sen 2sza 4v1427612623976 width 600 height 450 frameborder 0 style border 0 iframe This entry was posted in Uncategorized Bookmark the permalink Post navigation VNT what it does 2 stage turbo systems CONTACT US Unit 16 6 Pyott street Korsten Port Elizabeth South Africa Tel 041 4510025 Mobile 072 1877214 Int 27 41 4510025 Fax 086 6057963 nick theturboshop co za Please note Google maps shows Pyott street as Pogson street Techno News and Articles 2 stage turbo systems We have moved VNT what it does oil related failure Cimat Balancing Machines What is engine knock detonation Air Fuel Ratio tuning Rich v Lean Choosing the right turbo part3 Choosing the right turbo part2 Choosing the right turbo part1 technology info regarding compression ratios INDY OIL Turbo Failures Turbochargers Find us at 6 Pyott street Port Elizabeth Join us on Facebook Social Responsiblity The Smile Foundation is a non profit organisation that brings

    Original URL path: http://theturboshop.co.za/premises/ (2015-12-05)
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  • The Turbo Shop | VNT what it does
    ratio is too large the turbo will fail to create boost at low speeds if the aspect ratio is too small the turbo will choke the engine at high speeds leading to high exhaust manifold pressures high pumping losses and ultimately lower power output By altering the geometry of the turbine housing as the engine accelerates the turbo s aspect ratio can be maintained at its optimum Because of this VNT have a minimal amount of lag have a low boost threshold and are very efficient at higher engine speeds VGTs do not require a wastegate This entry was posted in Uncategorized Bookmark the permalink Post navigation oil related failure We have moved CONTACT US Unit 16 6 Pyott street Korsten Port Elizabeth South Africa Tel 041 4510025 Mobile 072 1877214 Int 27 41 4510025 Fax 086 6057963 nick theturboshop co za Please note Google maps shows Pyott street as Pogson street Techno News and Articles 2 stage turbo systems We have moved VNT what it does oil related failure Cimat Balancing Machines What is engine knock detonation Air Fuel Ratio tuning Rich v Lean Choosing the right turbo part3 Choosing the right turbo part2 Choosing the right turbo part1

    Original URL path: http://theturboshop.co.za/vnt-what-it-does/ (2015-12-05)
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  • The Turbo Shop | oil related failure
    to the turbo is generally pretty close to the exhaust and heat source In engine shut down periods this oil can boil in the pipe and form deposits which are then forced through the bearings These deposits cannot be removed by general cleaning Its a known fact that any small impurities like carbon get embedded into the main bearing shell and do not cause wear Bearing material in the crankshaft bearing is designed to do this function to prolong bearing life in an engine Turbocharger bearing are generally made from a brass alloy as a bush and have very small clearances and impurities will cause wear to both shaft and bearing in a very short amount of time The limited friction properties of brass materials cause the galling pattern of wear caused by insufficient lubrication Adhesion wear is a result of micro junctions caused by welding between the opposing rough surfaces rubbing on the counter bodies The load applied to the contacting surfaces is so high that they deform and adhere to each other forming micro joints The motion of the rubbing counter bodies result in rupture of the micro joints where some of the material is transferred by its counter body This effect is called scuffing or galling Eventually this will cause the seizure of one of the bodies by the counter body This is a common sight found when stripping a turbocharger and inspecting the bearing and shaft journals The blue to purple discoloring is caused by excessive heat and the brown colouring on the shaft is the brass adhesion onto the shaft With this in mind it is imperative that the engine builder and or turbo fitter has made sure that the inside of the motor and oil galleries have been cleaned properly and using the correct

    Original URL path: http://theturboshop.co.za/oil-related-failure/ (2015-12-05)
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