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Turbochargers
17
in the workshop
Technology, variants, troubleshooting
Volume 17
in the series
KRAFTHAND Practical Know-how
ISBN: 978-3-87441-158-5
Volume 17:
in the series
KRAFTHAND Practical Know-how
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*Images and graphics – in particular graphical representations – for which no specific source reference is cited are to be ascribed to the au-
thor, Mario Köhler.
Turbochargers in the workshop
Content
Foreword ............................................................................................................................................................ 5
Foreword
Turbocharging internal combustion engines in cars using one or more turbochargers
has become considerably more important over the past few years. This is due to the
tendency to design smaller, more powerful engines while also reducing fuel consump-
tion and exhaust emissions. This presents designers and engineers with a constant
source of challenges. In the long run motor vehicle servicing experts have to be able to
keep up with the increasingly complex technical steps being made and understand the
overall turbocharger system.
Exhaust turbochargers are designed to last for the entire service life of an engine under
normal circumstances and when the peripheral equipment has been maintained prop-
erly. In practice, this is by no means the case. The spotlight generally only falls on the
turbocharger when a customer brings their car to a workshop and reports loss of power,
noise, smoke, and similar issues. This is the point where the skilled motor vehicle
mechatronics technician is consulted.
I hope you enjoy reading this publication and that you learn a lot from it!
Mario Köhler
1
1. A brief history
1
Illustration 3
Mercedes-Benz 300 TD, 1978.
Illustration: Daimler AG
The first turbocharger (supplied by Garrett) was im- In 1997, BorgWarner Automotive acquired a majority
plemented more or less successfully in a series-pro- shareholding in Kühnle, Kopp & Kausch AG. This was
duced car (an Oldsmobile Turbo Jetfire) in 1962. This re- followed in 1998 by BorgWarner’s takeover of Schwitzer
sulted in numerous engine failures and a very narrow and its integration in BorgWarner Turbo Systems to-
power delivery band. Had the era of turbocharging gether with 3K-Warner.
ground to a halt before it really began? Absolutely not. Current turbocharger technologies, indicated by
In motorsports in the 1970s, an unprecedented perfor- designations such as TDI, TFSI, TSI, TDCI, and CDI, are
mance increase was achieved in Formula 1 engines now common sights in workshops. Various underlying
thanks to turbochargers. This heralded a major break- technical approaches exist. The latest technologies in-
through for the turbocharger. Production models such as clude electrical compressors such as BorgWarner’s eB-
the Mercedes 300 TD (1978) or Golf 1.6 TD (1981) fol- ooster (or e-Turbo in commercial vehicle applications)
lowed. or Valeo’s e-Charger.
The compression ratio is dependent on the fuel se- Impacts due to knocking
lected (knock resistance) and the nature of the internal
combustion engine (naturally aspirated engine or turbo-
charged engine). For naturally aspirated engines (gaso-
line), compression ratios of 10:1 to 11:1 (and, in part, to
14:1) are tried and tested. The compression ratio is high-
er for diesel engines, at around 18:1 to 23:1, so that
self-ignition is possible.
This is not quite the case with turbocharged engines.
The combustion chamber is virtually“ pumped full” of Illustration 4
air: in other words, the basic compression in a gasoline The engine from a Honda S2000 which has been damaged by
engine is between 10:1 and 8:1 as the air is virtually al- knocking. This was caused by excessively high basic compres-
sion. In Germany this vehicle was only available with a four-
ready precompressed. Turbocharged diesel engines are
cylinder naturally aspirated engine producing 177 kW with
mostly compressed to a lower level: these values are be- 1,997 cm³ displacement. Illustration: Mario Köhler
tween around 14:1 and 18:1. A high compression ratio
has a positive effect on efficiency, performance, and fuel
consumption.
2.1 Power
formula and contexts
!
Internal combustion engine faults
always affect the turbocharger. The power output of an internal combustion engine is
calculated from the total displacement, mean working
pressure and speed. The formula for this is P1=Vh × p1n
/ 1,200 (four-stroke engine). Calculated power output is
higher if these parameters are increased.
During engine repairs, the cylinder head The trend for the engines of today is to use less dis-
Tip must not be machined beyond a certain placement (Vh). General downsizing achieves effects
degree. The combustion chamber is such as reduced internal friction losses and less external
reduced in size, which may result in thermal radiation. The smaller displacement is compen-
knocking and piston damage. sated for by a higher working pressure (p1) – in other
words, turbocharging.
The speed (n) in internal combustion engines can be Advantages offered by turbochargers
increased by means of the following parameters:
2 • friction reduction by means of better materials (pis- Compared with equally powerful naturally aspirated en-
tons, piston coating, cylinder surfaces, piston rings), gines, turbocharged engines use less fuel. The space re-
• reduced contact pressure, quired by a turbocharged engine is smaller than by a
• a lighter flywheel, naturally aspirated engine of equal power.
• an improved valve drive, The altitude behavior (e.g. power delivery in alpine
• an rpm limiter, by increasing the value using appro- regions) of the turbo engine is considerably better. A
priate software. naturally aspirated engine loses considerable amounts
of power as a result of the decreasing air pressure at al-
The displacement can be enlarged by means of a titude. In turbo engines, the turbine power increases as
larger bore, i.e. larger pistons, and a longer stroke as well there is a fairly large pressure drop between the almost
as an amended crankshaft (or a combination of the two, constant pressure before the turbine and the lower am-
if so permitted by the space available and the engine bient pressure. The lower air density at the compressor
block). This is in keeping with the motto “there is noth- inlet is thus largely compensated. The engine loses
ing to replace displacement, except more displacement”. hardly any power. Compared with a naturally aspirated
The mean working pressure (p1), which in practice engine, the turbo engine is also quieter as the turbine
has the greatest part to play, is influenced and/or in- and compressor wheel act as silencers.
creased by means of a sufficient cylinder charge and
high compression. To find out whether the cylinder
charge can be further improved, the automotive expert
looks at the volumetric efficiency of the engine. Essentially, any engine with a regulated
Info turbocharger has the advantage of being able
Volumetric efficiency = aspirated fresh gas volume/cyl- to compensate for the external conditions to
inder volume an extent by means of readjustment.
Illustration 5
Compressor wheel Turbine wheel Core assembly, comprising a
turbine (exhaust side) and a
compressor wheel (fresh air
side), arranged on a shared
shaft. Illustration: Blenk
Illustration 6 Illustration 7
Finely balanced compressor Turbine wheel of a
wheel of a turbocharger, turbocharger, made from a
made from an aluminum heat-resistant nickel alloy.
alloy. Illustration: BMTS Illustration: BMTS
Combination
Illustration 9
“Classic” bearing of a
rotor shaft by means of
a radial bearing and an
axial bearing. Illustration:
Mario Köhler
Illustration 11
Structure of a roller
bearing cartridge. The
balls are made of silicon nitride, for
example. The amount of noise generated is
one disadvantage compared with the classic plain
bearing – the silencing layer of oil is not present. It is
possible to compensate for this by means of design
measures (including floating bearing of the
external ball bearing ring). Illustration: BorgWarner
!
burettor) via the gas pedal position are examples of
carry out repairs to the turbocharger as open-loop controls.
the rotor (turbine, compressor, shaft) is According to DIN 19226, open-loop control is “a pro-
finely balanced. This should be left to a cedure where an input variable influences an output
special company with the appropriate ma- variable in a predetermined manner. The open action
chinery (such as a high-speed precision bal- flow in a single transmission component or a control
ancing system). The slightest damage to the variable is characteristic of open-loop control in its sim-
rotor could very quickly cause major damage. plest form.”
Turbocharger control
Illustration 13
Wastegate, including a spring-loaded diaphragm actuator (vacuum actuator) and rods. Illustration: Honeywell/Garrett
• on the exhaust side, The wastegate opens at a certain pressure and di-
• on the fresh air side, verts some of the exhaust gas around the turbocharger
• via a combination of the two. (overpressure system). This limits the charge air pres-
sure. Opening of the valve is determined by the area of
On the exhaust side, it is possible to dissipate surplus the diaphragm, spring, the valve surface to lever ratio
exhaust energy by means of a wastegate. Thus part of and the pressure acting on the diaphragm actuator.
the energy does not reach the turbocharger turbine at The high (exhaust gas) temperatures are the prob-
all. The wastegate is connected to a pneumatic vacuum lem with this arrangement. Hence the valve flap in the
actuator via a control rod. exhaust manifold and the turbine-side diaphragm actu-
Illustration 14
Wastegate with over-
pressure regulation.
Here, the charge air
pressure actuates
the vacuum actuator
or wastegate flap via
a hose.
Illustration:
Mario Köhler
Blow-off/pop-off valves
Illustration 15
Blow-off valve. Illustration: Mario Köhler
Illustration 16
Pneumatic divert air
valves in an Audi 2.7
l biturbo engine.
Illustration: Mario
Köhler
Illustration 17
Electrically actuated divert air valve
Illustration: Kolbenschmidt-Pierburg
The function of the blow-off/pop-off
Info valves is identical to the divert air valve,
apart from the fact that the air is direct-
ed into the open.
Original
BorgWarner
Quality
aftermarket.borgwarner.com
Turbochargers in the workshop
Illustration 19
Classic turbocharger with wastegate (right). Illustration: Georg Blenk
Illustration 20
Diesel VTG. The adjustable
guide vanes are mounted in an Adjustment vanes
annular bearing arranged be-
fore the turbine inlet (arrow).
The adjustment mechanism
(arrow) ensures that the vanes
open and close. Illustration:
Georg Blenk
Illustration 22
VTG system,
dismantled.
Illustration:
Mario Köhler
Illustration 21
BorgWarner is supplying its state of the art
turbocharger technology with variable turbine
geometry (VTG) for Euro 6 diesel cars from
Hyundai Motor Company, among others.
Illustration: BorgWarner
Illustration 23
Twin-scroll turbocharger. Illustration: BorgWarner
Illustration 25
A Mitsubishi twin-scroll turbocharger.
Illustration: Torsten Schmidt
25
20
Mean pressure (bar)
15
Mono-scroll
Twin-scroll
10
5
0 1,000 2,000 3,000 4,000 5,000 6,000 7,000
Speed (rpm)
Illustration 24 Illustration 26
In the case of this twin-scroll turbocharger, the two separate Performance diagram for a mono-scroll turbocharger and a
exhaust inlets are clearly visible. Illustration: STK Turbo Technik twin-scroll turbocharger. Graphic: BorgWarner
Illustration 27
The Porsche 959 was the first vehicle with
register turbocharging and charge air
cooling, in 1986. Illustration: Porsche AG
this is a six-cylinder boxer engine, i.e. with two rows of takes place from the time at which the first turbocharg-
cylinders. Hence the exhaust gas from the second bank er provides the desired charge air pressure and more
of cylinders is passed to the first turbocharger via a exhaust gas is available than is needed. The wastegate is
transverse pipe. The compressor and turbine switch closed. The turbine switch valve regulates the charge air
valves are closed in the lower speed range. pressure. Hence the pressure of the second turbocharg-
er is not fed directly to the engine, the compressor switch
valve is still closed.
Phase 2: Regulated one-turbo operation
between 4,000 rpm and 4,200 rpm 4
In the second phase, the second turbocharger is sup- Phase 3: Twin charger operation
plied with exhaust gas, the exhaust gas only being used over 4,200 rpm
to allow the turbocharger to “start”, so to speak. This
The exhaust gas energy is now sufficiently high for both
turbochargers. The compressor switch valve of the sec-
ond turbocharger is opened. The bleed valve that sup-
plied the first turbo with charge air pressure in the sec-
As has been found in practice, defective ond phase is closed. Both turbos are now in use and the
Tip or stuck valves or flaps are frequent charge air pressure is only adjusted by means of the
causes of problems with charge air wastegate.
pressure. Automotive experts should bear It is clear from this depiction how elaborate the regu-
this in mind when carrying out troubleshoot- lation is. This technology dates back to the 1980s and was
ing. implemented mechanically by means of pneumatic actu-
ators. A Bosch Motronic handled regulation management.
Illustration 28
Biturbo system in an Audi 2.7 with Y-pipe.
Illustration: Mario Köhler
The control unit (ECU) uses comparison of the set value and The wastegate is opened at medium speeds, the
actual value. Thus the turbocharger with the greater perfor- low-pressure turbocharger is supplied with exhaust gas.
mance has to compensate for the weaker turbocharger. This compresses the air and passes the precompressed
air over the suction side of the high-pressure compres-
sor, which acts as a booster. If the maximum charge air
pressure is reached, limiting takes place by opening the
bypass valve and the wastegate, which is already open.
4.6 Two-stage turbocharging This allows a large proportion of the precompressed air
(series connection) from the low-pressure turbocharger to bypass the
high-pressure turbocharger, feeding it directly to the en-
In the case of two-stage turbocharging or series connec- gine. To summarize, this means that regulation takes
tion, two turbochargers are connected one after the oth- place on the exhaust side and the fresh air side.
er. This differs from register turbocharging in that there
is permanent interaction between both turbochargers.
One high-pressure turbocharger and one low-pressure Example: R2S technology
turbocharger are used.
The exhaust energy is passed to the turbine side of BorgWarner’s R2S technology, as it is known, is used in
the high-pressure turbocharger in the lower speed current 2.0 l Volkswagen diesel engines, for example.
range. The wastegate and the bypass valve are closed. Two-stage regulated turbocharging likewise involves
The smaller high-pressure turbocharger takes over two turbochargers connected in series. The system com-
compression almost on its own. bines one variable turbine geometry (VTG) turbocharg-
Illustration 30
Regulated 2-stage turbocharger technology (R2S) for
Volkswagen 2.0 l diesel engines. Illustration: BorgWarner
er in the high-pressure stage with a larger water-cooled, stand the high loads and aggressive particles. Controlled
B03 turbocharger which, according to BorgWarner, has by an electric actuator, the VTG turbocharger demon-
been optimized specifically for low-pressure exhaust strates improved response in the low speed range, which
gas recirculation (LP EGR). Low-pressure EGR takes results in a rapid increase in charge air pressure for al-
place after the exhaust treatment system. Here, the ex- most immediate acceleration.
haust gases are enriched with fresh air and then fed to Both turbochargers operate in series as the engine
the compressor of the low-pressure stage. speed increases, the larger low-pressure turbocharger
According to BorgWarner, a special protective coat- gradually taking over. The high-pressure turbocharger is
ing is used on the compressor wheel in order to with- bypassed on the turbine and compressor sides from the
Bypass
Charge air cooler Low-pressure turbocharger
Illustration 29
Operating principle for regu-
lated 2-stage turbocharging Wastegate
(R2S). Graphic: BorgWarner
higher medium engine speed range. The turbo continues tuators. The low-pressure turbocharger is controlled on
spinning as some of the exhaust gas still flows over the the exhaust side via a wastegate.
high pressure turbine. However, it does not contribute to In phase 1, when the triple turbo unit is started, the
the charge air pressure. If the engine speed is increased turbine control valve for high-pressure stage 2 (VTG) is
further, almost all the exhaust gas flow travels directly to completely closed. The exhaust gas (initially) acts only
the larger B03 turbocharger, which is now solely respon- on the turbine wheel of high-pressure turbocharger 1
sible for charging and so ensures consistent power de- (VTG). The compressor wheel is made to rotate. Accord-
livery at high speeds. ing to BorgWarner, this ensures spontaneous buildup of
4 charge air pressure and optimum, dynamic response.
The intake air thus enters via the compressor for the
4.7 The triple turbo low-pressure stage. This is hardly precompressed at low
speed or in the low load range (it can also be optionally
The triturbo or triple turbo system (R3S) developed by bypassed, as a minor “braking effect” may actually oc-
BorgWarner consists of two high-pressure turbocharg- cur).
ers and a large low-pressure turbocharger. In phase 2 and at medium engine speeds, sufficient
The two high-pressure turbochargers are designed exhaust gas mass flow is present to generate charge air
as VTG turbochargers. The variable turbine geometry is pressure in the compressor of the low-pressure stage in
regulated by means of electrical charge air pressure ac- addition to the charge air pressure in high-pressure
Illustration 31
Regulated 3-stage turbocharger
technology (R3S) for BMW diesel engines
Illustration: BorgWarner
Intercooler
Low-
pressure
stage
Turbine
control valve
Compressor air
recirculation
valve
Wastegate
Illustration 32 Compressor
Example, phase 2: butterfly valve
Operating principle for regulated
3-stage turbocharging (R3S). High-pressure
Graphic: BorgWarner stage 2 (VTG)
Illustration 33
35
Mean pressure curves for the
R2S and R3S turbocharger
systems. 30
Graphic: BorgWarner
25
15 4
10 Torque, R2S (basic)
0
0 1,000 2,000 3,000 4,000 5,000 6,000
Engine speed (rpm)
Illustration 34
R3S turbo for the BMW
M-Performance M-Performance engine.
Graphic: BorgWarner
R3S turbocharger technology made its debut in
BMW’s M-Performance diesel engines. The 3.0 l en-
gine has a maximum output of 280 kW, with maxi-
mum torque of 740 Nm. A 3.0 l diesel engine fitted
with the R3S turbocharger system achieves perfor-
mance improved by 25 percent and fuel consump-
tion reduced by 8 percent compared with an R2S ap-
plication, according to BorgWarner.
Illustration 35
R2S quad turbo.
Illustration: BMW AG
In the lower speed range, a high-pressure turbo- sures. According to BorgWarner, the geometry and mate-
charger quickly generates charge air pressure in order to rials of the wastegate have been optimized in order to
prevent turbo lag. The two low-pressure turbochargers ensure that the component is fully sealed. The turbo-
are engaged at higher speeds. The second high-pressure charger for the second high-pressure stage, which re-
turbocharger comes into play when full performance is mains on “standby” in certain operating ranges, present-
demanded. The four turbochargers then work practically ed a further challenge. A mechanical seal is used, as in
“hand-in-hand”. the predecessor, to prevent oil entering the air system
Compressor housing cooling and an intermediate from the bearing housing of the turbocharger during
charge air cooler have been integrated in the low-pres- standstill, according to BorgWarner.
sure stage in order to manage the high charge air pres-
Connecting pipe
Turbocharger (VTG)
Illustration 36 High-pressure stage 2
Individual
components of Compressor bypass damper
the quad turbo.
Illustration: Turbocharger (VTG)
High-pressure stage 1
BMW AG
5 bar
The compressor
Manifold absolute
pressure sensor
(compressor) G583
with intake air
temperature Air filter
sensor G520
Intake manifold
Throttle position
control unit J338
Illustration 40
Magnetic Charge air pressure sensor
G31 with intake air Volkswagen TSI.
coupling
temperature sensor G299 Schematic overview
of the involved
Charge air cooler components.
Illustration:
Wastegate bypass Volkswagen
regulator valve N75
Exhaust manifold
Catalytic
Ancillary belt converter
drive units
Pressure capsule
Exhaust gas
While classic turbocharger designs with steel hous- while internally the temperature should remain below
ings may glow red under full load, the aluminum turbine 350 °C, according to Continental. Thus less effort is need-
housing keeps “a cool head”, according to the manufac- ed to provide thermal protection for adjacent compo-
turer. A double-walled aluminum turbine housing sur- nents. Cooling the exhaust gas flow means that the cata-
rounds the hottest area with a cooling water jacket. lytic converter is not under such high thermal load and
Thanks to the coolant flow through this jacket, the tem- hence ages less quickly. An electric actuator at the waste-
perature of the housing surface never exceeds 120 °C, gate ensures that the catalytic converter heats up quickly.
Illustration 42
Turbocharger
with water-cooled
aluminum turbine
housing
Illustration:
Continental
Illustration 45
Turbocharger with electronically controlled
VTG technology Illustration: Audi AG
More oxygen is able to enter the combustion Compression by the turbocharger or compressor
chamber when the air is cooler and has a higher den- heats the air by up to 150 °C. The air reaches tem-
sity. More fuel can be injected, thereby increasing en- peratures of up to 220 °C in the case of highly turbo-
gine output. As a basic rule of thumb, reducing the charged diesel engines. Moreover, multistage turbo-
charge air temperature by about 10 °C increases en- charging systems have an additional integrated
gine output by about three percent. cooler between the high-pressure stage and the
low-pressure stage.
The compressed air can be cooled by up to
40–50 °C by means of a charge air cooler of corre-
spondingly large size. In the case of vehicles such as
the Subaru Impreza, the charge air cooler is also
5 sprayed with water to reduce the temperature still
further.
Illustration 47
Chips in the charge air
cooler reduce engine
performance.
Illustration: Hella KGaA
Hueck & Co.
Illustration 48
Charge air cooler for a
Subaru WRX STI 2.5 l Sport.
Illustration: Rudolf Guranti
Illustration 51
Coked swirl flaps (check the exhaust gas recirculation system!)
in the intake manifold of a diesel engine.
Illustration 49 Illustration: Mario Köhler
Modern turbocharger speed sensors are designed for use in
high-temperature areas. Illustration: Jaquet
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Turbochargers in the workshop
Illustration 52 Illustration 53
The BV50G was the first serial-produced VTG turbocharger for Modern VTG turbocharger for gasoline engines with wastegate.
gasoline engines worldwide. This was used in the Porsche 911 Illustration: BorgWarner
Turbo. Illustration: BorgWarner
About 10 years ago, the Porsche 911 Turbo was the first The significantly higher exhaust gas temperatures
vehicle to be equipped with a BorgWarner VTG turbo- (up to 1,000 °C) present a challenge for VTG technology
charger for gasoline engines. Nowadays, numerous in gasoline engines. New materials, an ingenious adjust-
Porsche models use the fourth generation of this tech- ment and bearing mechanism and new combustion pro-
nology, including the Porsche 718 Boxster with its cesses make implementation possible. The advantages:
four-cylinder boxer engine. All exhaust gas energy is used, the wastegate is omitted.
Bosch Mahle Turbosystems (BMTS) is aiming to However, FNT for gasoline engines results in a solu-
use what is known as Floating Nozzle Technology tion that is more compact, according to BMTS control-
(FNT) to increase the performance of gasoline en- lability is improved and the system has less of a ten-
gines as well. According to BMTS, consumption can be dency to jam while maintaining identical guide vane
reduced by up to 20 percent using further refined tur- clearance. This technology uses the “floating princi-
bocharged engines, even in the case of gasoline-driv- ple” (doing without a solid cage, there is merely a cov-
en vehicles and in view of the use of particulate filters. er plate resting on spacers) to ensure higher thermal
FNT involves further refinement of the variable tur- shock resistance at temperatures of up to 1,050 °C,
bine vane adjustment known as VTG technology. which occur in gasoline engines.
VTG turbocharger
APS coating
FES combustion
procedure where ε = 12.5
Illustration 56
The first serial application of a gasoline VTG in 2016. Technical components of the Volkswagen EA211 1.5 l TSI Evo engine.
Graphic: Volkswagen
7. Electrical compressors
Illustration 57
Electrically driven
compressor (eBooster).
Illustration: BorgWarner
Electrical compressors, unlike conventional turbocharg- turbochargers, which are frequently very expensive and
ers with turbines, have the advantage of being able to require a lot of space. The electrical power needed to
regulate the charge air pressure independently of the build up charge air pressure can also be made available
exhaust energy available. This helps to improve perfor- entirely or partly due to the higher recuperation perfor-
mance and the engine efficiency can be increased. mance of the 48 V system. This also helps to improve ef-
While the turbocharger is designed with perfor- ficiency.
mance in mind, the electric variant independent of en- Moreover, electrical compressors combined with
gine operation improves spontaneous response by conventional turbochargers ensure that turbo lag is
means of particularly fast charge air pressure buildup. largely compensated for at lower speeds.
Hence this is an appropriate alternative to multistage
eBoosterTM
Bypass
Wastegate
Illustration 58
Functional overview of the
eBooster in interaction
with the turbocharger.
Illustration: BorgWarner
Illustration 59
An explanatory video
on the eBooster.
Illustration: Georg Blenk
7 For instance, BorgWarner has furthered the develop- mance map entire duty chart. Beside the eBooster and
ment of what is known as the eBooster into series applica- turbocharger are separate units. The advantage of this is
tions. This electrically assisted charging system uses a that the thermomechanical load of the electrical and
rotodynamic compressor driven by an electric motor as a electronic components is significantly smaller in the
component before or after a turbocharger. Unlike the elec- case of corresponding positioning than is the case with
trically assisted turbocharger, this system operates at a the electrically assisted turbocharger.
two-stage level, as two turbomachines connected in series. According to BorgWarner, the eBooster permits the
This multiplies the pressure ratios of both charging units. development of small and efficient high-performance
Using two coordinated rotodynamic compressors turbocharged engines where the dynamic response
makes it possible to adapt the entire system optimally to matches that of large non-supercharged engines of the
the intended purpose and to extend its overall perfor- same power output.
Illustration 60
Mercedes-Benz six-cylinder
gasoline engine M256 (new
S-Class) with 48V eBooster
(electrical booster) from
BorgWarner. Illustration:
Daimler AG
Integrated
charge air cooler
Electrical Integrated
booster starter alternator
NVH – optimized
plastic engine mount
8. Turbocharger trouble-
shooting
Diagnostic tools
8
Diagnostic matrix
An overview – like the diagnostic matrix shown in the tioning a turbocharger. Special companies such as
illustration – may help you to find any turbocharger BorgWarner (Reman program), Motair or BTS Turbo,
system faults quickly. In other cases, and depending or specially qualified vehicle workshops, can do this.
on the age of the vehicle, it may be worth recondi-
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Oil
Oil
can be found
Air filter system contaminated
at khme.de/pw-17-1
Intake and pressure line deformed and leaking or by scanning the
Excessive resistance in exhaust system/leak before turbine QR code.
Oil supply and discharge line blocked, leaking or deformed
!
components worn due to aging, blow-by gases or Liquid sealants (Curil) and exhaust
thinning of the oil are responsible for this.
5. Are all sealing elements involved fine? Damaged
assembly compounds have no part to
play in turbocharger systems! Exhaust
8
seals may, for example, result in coke deposits due sealing compounds may mechanically
to particles entering the engine oil; e.g. via the ex- destroy the turbine wheel. Liquid sealants
haust gas recirculation duct or the valve cover into may block the oil circuit and bring it to a
the interior of the engine (sample case: BMW X3 standstill. The manufacturer’s installation
2.0 diesel). instructions must also be followed in any
6. When a new turbocharger has been installed, the case.
turbocharger system must be prefilled with oil.
Illustration 63
An overheated and
worn rotor shaft
due to a lack of oil.
Illustration: Mario
Köhler
The automotive expert only replaces a turbocharger together with a new oil supply and return
! line, as well as a new engine venting unit (recommended by numerous manufacturers, such as
BMW). It also goes without saying that both the oil filter and air filter must be changed. It is
not possible to clean the said components, nor is this a promising thing to do. For instance,
Schlütter offers the “166 Turbo Pro Kit Program”. Besides the original turbocharger, this contains
the corresponding oil supply lines (www.turbolader.com).
Illustration 70
Turbocharger
damage due to
excessively high
pressure in the
crankcase. Illus-
tration: STK Tur-
botechnik
Illustration 71
Turbocharger damage due to a blocked oil supply line. Illustra-
Attempts should not be made to look for the tion: Mario Köhler
cause in the direct vicinity of the turbocharger;
rather, you should be looking for leaks between
the injector and the combustion chamber. A cop-
per ring that seals the combustion chamber from
the injector leaks. Exhaust gases and unburnt die-
sel can enter the camshaft housing. The two media
8
mix with the engine oil here. This results in a
chemical process which decomposes substances
under the influence of temperature. As a result of
this, the properties of the engine oil change and
parts of the lubricant “slag”. The turbocharger
shaft no longer receives enough lubricant and
runs hot, resulting in total failure.
By Rudolf Guranti and Torsten Schmidt (ex-
Illustration 72
tract from a Krafthand contribution, appearing in
Blockages due to poor oil quality or failure to observe oil
the Edition 12/2016) change intervals. Illustration: Mario Köhler
Illustration 69
On Krafthand.TV, editor Rudolf Guranti explains why PSA
Group diesel engines (designated DV6 and DLD-416 to
Model Year 2013) repeatedly suffer turbocharger damage,
khme.de/pw-17-2 .
Illustration: Blenk
8.5 Foreign objects, torn off. There is also the potential for engine damage.
This is why the air filter must be checked regularly
turbine-side and replaced where necessary. The air filter box must
be clean.
Flow of exhaust energy into the (drive) turbine of the
turbocharger takes place radially. Hence damage is not
readily apparent, even with the turbocharger removed. Special case
Further dismantling work is required. Using an endo-
scope or mirror may sometimes help. A special case occurs when the nut of the compressor
The resulting imbalance will destroy the turbocharg- wheel becomes loose or comes off completely. There is
er sooner or later, which may eventually result in the no manufacturing fault. If the shaft nut comes loose,
shaft being torn off or even engine damage. this is due to a lack of oil and brief seizure of the rotor
shaft. The compressor wheel continues to rotate. In
the case of turbochargers rotating clockwise, there is a
left-hand thread on the compressor wheel (the line of
!
Damage to the turbine due to foreign sight is from the intake duct to the compressor wheel).
objects occurs mainly radially or
laterally on the turbine vanes.
! 8
Damage to the compressor caused by
Illustration 75 foreign matter occurs axially. This is
Damage to the caused by foreign objects which enter
turbine caused
the system via the intake area.
by foreign objects.
Illustration:
Mario Köhler
Illustration 77
Damage to the
compressor wheel
due to aspirated
foreign objects
Illustration:
Mario Köhler
Illustration 76
Foreign matter at
the turbine inlet,
exhaust assembly
compound residue.
Illustration:
Mario Köhler Illustration 78
Damage to the
compressor wheel
due to frozen
condensation.
8.6 Foreign objects, Illustration:
Mario Köhler
compressor-side
The air drawn in enters axially at the compressor. As
a rule, the damage to the compressor wheel can be
seen clearly (after removal of the intake duct). Worn
air filter elements or contaminated air filter box, for
example, may cause this.
As the turbocharger compressor wheel is made of
a (relatively) soft aluminum alloy, just the tiniest for-
eign objects are enough to damage it and cause im-
balance in the rotating system. This causes problems
with the bearings and may cause the rotor shaft to be
Illustration 79
A defective injection system causes extensive sooting.
Illustration: Mario Köhler
Illustration 82
Counterfeits appear on
the market over and over
again. A fake (left) with
no name plate and with a
replica actuator. The
original appears on the
right. Illustration:
BorgWarner
Counterfeit turbochargers are always appearing on the The products are placed in what is supposed to be
market. There are frequent complaints about their lack original packaging or bear the relevant trademark or a
of quality. Failure to meet tolerances, cleanliness re- forged name plate and registration number. In most cas-
quirements and the use of inferior alloys are fundamen- es, the much lower purchase price should be cause for
tal problems. suspicion.
supplied by customers” in the special issue “Work- Video comments (http://khme.de/pw-17-3) on the subject
of “parts supplied by customers” as part of the everyday
shop practice” (Krafthand-Magazin supplement,
workshop experience. Herbert Kugelmann, owner of an
04/2017). Video comments from workshop experts independent garage, is pictured. Illustration: Krafthand,
verify the critical handling of this topic. Georg Blenk
“The manufacturers of these counterfeit products con- According to BorgWarner, the two products com-
sciously attempt to mislead consumers and use fraudulent pared also differed clearly in terms of balancing. Modern
labeling to give an impression of quality that is simply not systems and an elaborate procedure at the end of the
present”, said a BorgWarner representative. To reveal the production process help to balance the compressor
severe deficiencies in these replicas, BorgWarner exam- wheel of the original BorgWarner turbocharger. The
ined two turbochargers at its in-house research labora- counterfeits, on the other hand, are balanced by means
tory and subjected them to extensive tests. “The replicas of improvised holes and lead filling, regardless of the
achieved nowhere near the high quality standards of the fact that using lead in vehicle components is prohibited
original BorgWarner turbochargers. This could place vehi- throughout the European Community.
cles and drivers in danger”.
While the original turbochargers in this case are de-
signed to operate at up to 180,000 rpm, the counterfeits –
according to the data – failed to exceed speeds of 83,360
rpm and 100,000 rpm. Consequence: a short turbocharg-
er life, as the counterfeiters obviously designed the
bearings of the rotating equipment incorrectly.
Illustration 84
The replica turbo is missing – for example – the
Illustration 85
An electropneumatic
valve with symbols for
the connections for vacuum,
actuating pressure and
ambient air.
Illustration: Mario Köhler
10
Illustration 86
A pressure gauge for setting the
pressure of the wastegate valve.
Illustration: Motair
Testing a vacuum-controlled VTG A low charge air pressure always results in a low
turbocharger mass airflow. This is why the automotive expert should
always use a measured value block to carry out a set-
The valve is normally closed in the case of a VTG turbo- point/actual comparison of the values of the mass air-
charger regulated with an electropneumatic valve. flow sensor and the charge air pressure (if provided by
Hence the VTG adjustment actuator receives no vacuum the manufacturer) in the event of a charge air pressure
at low duty cycle. Hardly any charge air pressure can be problem.
10
Illustration 89
Adjustment vanes jammed due to defective engine
ventilation. Illustration: Mario Köhler
Illustration 88
A turbocharger damaged by a clogged particulate filter.
Illustration. Mario Köhler
Impact on vehicles with VTG/VNT
Repeated overloading of the particulate filter by Tip turbochargers: If the oil passes the
traveling extremely short distances or using fuel of poor piston rings and reaches the adjustment
quality will lead to complete failure of the particulate fil- vanes of the turbine, it is combusted
ter sooner or later. Cleaning is not always possible due to there. This results in soot deposits. These
the accumulation of ash in the particulate filter. There- deposits may cause the adjustment vanes to
fore, when carrying out diagnosis or repair the automo- enable limp mode (due to the desired slight
tive expert will keep a careful eye out for the backpres- clearance in view of the metallic thermal
sure in the exhaust system. A test drive with a clogged expansion). The setpoint/actual comparison
particulate filter may possibly damage the turbocharger. of the charge air pressure no longer matches.
Illustration 90
Old and reconditioned
turbochargers.
Illustration: Motair
Illustration 91
All items needed to install or replace a turbocharger in the kit. Illustration: Motair
Illustration 93
Preparation of work takes top priority.
Illustration: Mario Köhler
Illustration 92
BorgWarner’s Reman program
Test station at STK Turbotechnik. Turbochargers and
components are being inspected here. Illustration: Mario Köhler BorgWarner’s Reman turbochargers are remanufac-
tered original turbochargers. According to information
provided, each turbocharger is initially dismantled so
that as much material as possible can be reused. In an-
other process, the parts are cleaned and reconditioned.
Following the balancing process and thorough testing,
every BorgWarner Reman turbocharger meets the same
high quality standards as the brand new OEM models.
Illustration 94
Dismantling/assembly workstation at STK Turbotechnik.
Illustration: Mario Köhler
Illustration 95
Video about the BorgWarner
Reman program.
Illustration: Blenk
12
Illustration 96
Diagnosis and tuning on a dynamometer. Illustration: Georg Blenk
The maximum volume flow of a radial compressor is The performance of a turbine wheel is indicated in a tur-
generally limited by the cross-section of the compressor bine map. The mass flow lines and turbine efficiency are
inlet. If the air in the compressor inlet reaches the speed shown for various speeds. To simplify matters, both the
of sound, no further increase of the throughput is possi- progression of the mass flow and the efficiency can be
ble. In the compressor map, the choke line is indicated approximated using a mean curve.
by the steeply descending speed lines at the right-hand
side of the map.
Max. permissible
turbocharger
speed
Choke line
Pump limit
Pressure ratio
Illustration 98
Example of a turbine map.
Graphic: BorgWarner
Volume flow
aftermarket.borgwarner.com
PRACTICAL KNOW-HOW
Turbochargers
in the workshop
Technology, variants, trouble-
shooting
In Volume 17 of the KRAFTHAND Practical Know- “Essentially, Mario Köhler works with the very lat-
how series, Mario Köhler describes the various est turbocharger technology and problem areas
technologies, the operating principles and the as part of his everyday workshop routine. I can
most frequent causes of damage to modern tur- definitely recommend this publication.”
bochargers. He also illustrates turbocharger tech-
nology in both diesel and gasoline engines. Markus Krawczyk,
Initially, Köhler outlines the history of the tur- Managing Director of NGC-Turbotechnik,
bocharger and then continues with the latest Eckental
technology. He describes various types and com-
ponents. He takes a detailed look at turbos with
wastegates, twin-scroll turbos and VTG turbos,
for instance, and also describes various multi-
stage charging variants.
Another chapter relates to the electrical com-
pressor and VTG turbo for gasoline engines.
In the second part of the brochure, Köhler
describes common turbocharger failures, shows
pictures of damages and takes a look at the po-
tential effects. Another chapter is devoted to the
causes of turbocharger failures. Köhler provides
workshop experts with tips and tricks and takes a
look at fault diagnosis.
To conclude, this specialist brochure includes
supplementary sections on subjects such as re-
placement and preparation, as well as counter-
feit products.
The author
Mario Köhler is a trained mechatronics expert. He
underwent further training to become a service
technician for two-wheelers and is a certified
17
business economist (HwO). Köhler has been
working for his parents’ motor vehicle company
since 2004. He has acquired numerous additional
qualifications by taking extra courses. Turbo-
chargers are one of his core specialist fields.