Diesel Mechanic: Module OT

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DIESEL MECHANIC

CODE: OT
OVERHAUL TURBO
CHARGERS

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INDEX
The following elements are contained in this learning guide:

TOPIC PAGE NUMBER

Index 2
Objective 3
Source reference 3
HIAC 4
Turbo Chargers Introduction 5-7
Operation 8-10
Turbo charger lubrication 11
Inter coolers 12-14
Turbo charger controls 15-17
Engine shutdown 17
Turbo Charger Service 18
Engine lubrication 18
Inspection and cleaning 18
Dismantling the turbo charger 19-21
Assessment of a turbo charger 22-27
Assembling the turbo charger 28-30
Replacement of a turbo charger 31-32
Performance testing 33-34

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OBJECTIVE:
What you must do

 Dismantle, assess and assemble a turbocharger.

What you will be given

 A turbocharger.

 All the necessary tools and equipment.

HOW WELL YOU MUST DO IT

 There must not be any damage to the fasteners.

 There must not be any damage to any parts.

 The end play on the turbocharger shaft must be within specification.

 The clearance between the bearings must be to specifications.

 All the bolts and nuts must be torqued to specifications.

 There must not be any metallic contact between the turbine wheel and the turbine
housing.

 There must not be any metallic contact between the compressor wheel and the
compressor housing.

 There must not be any oil leaks.

ADDITIONAL RESOURCES:
 A demonstration by a competent person, e.g. your Instructor.

 Workshop Manual.

 Audiovisual aids if available.

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HAZARD IDENTIFICATION AND CONTROL (HIAC) FORM

OT

OVERHAUL AND MAINTAIN TURBO CHARGERS

STEPS IN OPERATION / POTENTIAL ACCIDENT / CONTROLS(BY
PROCESS INCIDENT RESPONSIBLE PERSON)
 Use hand tools  Using damaged  Always use the correct
tools or wrong tools tool for the job.
for the job can  Ensure tools are in good
cause injury and condition.
damage to  Use tools correctly.
equipment.  Wear appropriate PPE
where necessary.
 Always take good care of
tools. Maintain, clean and
store it properly.

NOTE:Before doing the practical work contained in this module, the learnermust study the
content of the above HIAC form again and then sign the statement below.

The above risks, which will be encountered in this module, are fully understood and will be
controlled during the practical work.

Signature of Learner: __________________________

Signature of Training Officer: ____________________

Date: _________________
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1. TURBO CHARGERS
ITEM/TASK: INTRODUCTION

DESCRIPTION:
As described in Module PDS, the main function of a turbo charger is to force more air into
the engine cylinders by compressing the air. This will allow the engine to effectively burn
more fuel and therefore produce more power.

The turbocharger consists of a turbine wheel and shaft, a compressor wheel, a centre
housing which serves to support the rotating assembly bearings, a turbine housing and a
compressor housing (Fig. 1).

Fig. 1

The turbine wheel is located in the turbine housing and is mounted on one end of the
turbine shaft (see Fig. 2 on next page). The compressor wheel is located in the
compressor housing and is mounted on the opposite end of the turbine wheel shaft to form
an integral rotating assembly (Fig. 2).

The rotating assembly consists of a turbine wheel and a shaft assembly, piston ring, thrust
spacer, compressor wheel and wheel retaining nut. The rotating assembly is supported on
a pressure lubricated bearing.

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Fig. 2

The basic parts of a turbocharger are:

• Turbine wheel—exhaust-driven fan that turns the turbo shaft and compressor wheel.
• Turbine housing—outer enclosure that routes exhaust gases around the turbine wheel.
• Turbo shaft—steel shaft that connects the turbine and compressor wheels. It passes
through centre of the bearing housing.
• Compressor wheel—driven fan that forces air into the engine intake manifold under
pressure.
• Compressor housing—part of the turbo housing that surrounds the compressor wheel.
Its shape helps pump air into the engine.
• Bearing housing—enclosure around the turbo shaft that contains bearings, seals, and oil
passages.
 Plain bearings- Engine oil is fed to the bearings through the oil pressure line
 Sealing rings (piston-type rings) are placed around the turbo shaft at each end of the
turbo housing. They prevent oil leakage into the compressor and turbine housings,
 The rotating assembly consists of a turbine wheel and a shaft assembly, piston ring,
thrust spacer, compressor wheel and wheel retaining nut.
The rotating assembly is supported on a pressure lubricated bearing.
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Fig. 3

1. Washer 11. Bearing

2. Lockwasher 12. Thrust ring
3. Bolt 13. Oil deflector
4. 'O' Ring 14. Bearing housing
5. Thrust plate 15. Seal ring
6. 'V' clamp locknut 16. Spacer sleeve
7. 'V' clamp 17. Compressor locknut
8. Turbine housing 18. Compressor wheel
9. Seal ring 19. Compressor insert
10. Shaft and turbine 20. Retaining ring
wheel assembly 21. Compressor cover

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2. OPERATION
ITEM/TASK: Operation

DESCRIPTION:
The turbocharger is mounted on the exhaust outlet flange of the engine exhaust manifold

 When the engine is running, hot exhaust gases blow out through the open exhaust
valve ports and into the exhaust manifold.
 The exhaust manifold and connecting tubing route these gases into the turbine
housing. Refer to Figure 4.
 As the gases pass through the turbine housing, they strike the fins on the turbine
wheel. When engine load is high enough, there is enough exhaust gas flow to rapidly
spin the turbine wheel, Figure 4.
 Since the turbine wheel is connected to the compressor wheel by the turbo shaft, the
compressor wheel rotates with the turbine. Compressor wheel rotation pulls air into
the compressor housing. Centrifugal force throws the spinning air outward.
 This causes air to flow out of the turbocharger and into the engine cylinder under
pressure.

A turbocharger uses exhaust gas flow to spin a turbine wheel. The turbine wheel spins a
shaft and a compressor wheel.
The compressor wheel then pressurizes the air entering the engine for more power output.
(Fig. 4 next page).

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Fig. 4

2.1 Turbo Lag

 Turbo lag refers to a short delay before the turbo develops sufficient boost (pressure
above atmospheric pressure) to meet engine demands
 When the accelerator pedal of a vehicle is pressed down for rapid acceleration, the
engine may lack power for a few seconds.
 This is caused by the compressor and turbine wheels not spinning fast enough. It
takes time for the exhaust gas to bring the turbo up to operating speed.
 Modem turbo systems suffer very little from turbo lag. Their turbine and compressor
wheels are very light so that they can accelerate up to speed quickly.

2.2 Advantages of turbo charging

 Because the turbocharger is driven by exhaust- gas energy that would otherwise
have been lost, a turbocharged engine offers several advantages over a naturally
aspirated version:
 Increased power-to-weight ratio—a turbocharger can generally increase the power
and torque output of a diesel engine by as much as 35 per cent above that of a
naturally aspirated version. Thus many turbocharged smaller four- and six-cylinder
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diesel engines are able to do the work of naturally aspirated larger capacity V8
engines.
 Reduced engine noise—the turbine housing acts as a noise absorption unit for the
pulsating engine exhaust gases. So, too, does the compressor section help to
reduce pulsating intake noises in the intake manifold. As a result of these factors, a
turbocharged engine is generally quieter than a naturally aspirated unit, although a
characteristic whine is usually audible when the engine is under load or accelerating.
 Better fuel economy—a turbocharged engine has a higher volumetric efficiency
than a naturally aspirated engine, giving more complete combustion of the fuel and
resulting in lower specific fuel consumption.
 Reduced smoke output—Turbochargers supply a surplus amount of air during
medium- to high-speed operation, resulting in a much cleaner and efficient
combustion phase, which reduces smoke output considerably.

2.3 Turbocharger Location

 A turbocharger is usually located on one side of the engine. An exhaust pipe
connects the engine exhaust manifold to the turbine housing.
The pulse-type turbocharger requires a specially designed exhaust manifold to
deliver high-energy exhaust pulses to the turbocharger turbine.
 This design, with its individual branches as shown in Fig 5 prevents interference
between the exhaust gas discharges from the separate cylinders, thus promoting a
high-speed pulsing flow not achieved with other designs.
 As the compressor rotates, air is pressurised by centrifugal force and passes from
the compressor housing to the engine inlet manifold, the quantity and/or pressure of
the air being proportional to the speed of rotation

Fig. 5

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3. TURBO CHARGER LUBRICATION

ITEM/TASK: Turbocharger Lubrication

DESCRIPTION:
The turbocharger lubricating oil is supplied under pressure through an external oil line
extending from the engine cylinder block to the top of the centre housing (see Fig. 6 on
next page).

 A turbocharger can operate at speeds up to 100,000 rpm. , for this reason,

Turbocharger lubrication is needed to protect the turbo shaft and bearings from
damage.
 Oil passages are provided in the turbo housing and bearings
 With the engine running, oil enters the turbo under pressure from the engine main oil
supply channel Figure 6.
 Sealing rings (piston-type rings) are placed around the turbo shaft at each end of the
turbo housing. They prevent oil leakage into the compressor and turbine housings,
Figure 6.
A drain passage and drain line allow oil to return to the oil pan after passing through the
turbo bearings.

Fig. 6
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4. TURBOCHARGER INTERCOOLER

ITEM/TASK: INTERCOOLERS

DESCRIPTION:
 A turbocharger intercooler is an air-to-air heat exchanger that cools the air entering
the engine. It is a radiator-like device mounted at the pressure outlet of the
turbocharger (or supercharger). See Figure 7.
 When you compress air, its temperature increases, since hot air contains less
energy-providing oxygen by volume, it will produce less power.
 A cooler charge of air is denser and can be mixed with more fuel to increase
combustion and engine power.
 Outside air flows over and cools the fins and tubes of the intercooler, as the air flows
through the inter-cooler, heat is removed.
 Inter cooling or charge-air cooling is the process of cooling the heated compressed
air before it enters the engine cylinders.
In so doing, the air charge becomes denser, allowing additional fuel to be efficiently burned,
resulting in increased engine power and torque above that possible with a non-intercooled
turbocharged engine. Fig 7 shows typical air and exhaust gas temperatures for intercooled
and intercooled engines and non-intercooled engines.

Fig. 7

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There are two types of intercoolers in current use, namely the air-to-water and the air-to-air
intercooler. Both are heat exchangers, devices that bring a hot medium (in this case, the
charge air) into close contact with a cooler medium (either water or air), allowing heat to be
conducted from the hot to the cold

4.1 Air-To-Water Inter cooler

Fig. 8

Water to Air Intercooler is one where the exchange of heat occurs between water and air.
Water is pumped through the intercooler so that the heat from your charge pipes is
transferred to the water. This type of set-up can be mounted anywhere, and just needs to
have water plumbed to it. Because of its requirement for the flow of water, this type of
intercooler requires a water pump, a reservoir, and a heat exchanger for the water mounted
somewhere that will receive good airflow.

4.2 Air-to-air intercooler

 With air-to-air intercooling, the charge air is passed through a finned heat exchanger
(like water in an engine radiator), and the vehicle’s forward movement causes air to

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flow across the fins of the heat exchanger thus cooling the charge air. A typical
system is shown in Fig 9 next page.
 This type of intercooler can reduce charge-air temperature to as low as 15°C above
ambient air temperature. With charge-air temperatures. as low as this and under
pressure between 175— 189 kPa, it is possible to provide three times as much air
for combustion as is possible in a naturally aspirated engine. Air-to-air intercoolers
are used on mobile machines and are mounted in front of the engine radiator.

Fig. 9

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5. TURBOCHARGER CONTROLS

ITEM/TASK: W ASTE GATE VALVE.

DESCRIPTION:

 In certain applications where fast acceleration is needed, engines are fitted with
large-capacity turbochargers that require a speed-control device.
 This device, commonly referred to as a waste gate (WGT valve) (as shown in Fig
9.1), prevents the turbocharger from over-speeding and subsequently over-boosting
and damaging the engine.
 On the other hand, the smaller turbochargers fitted to stationary engines or slow
moving diesel-powered equipment are self regulating in their maximum speed and
charge pressure by the design of the turbine and compressor.
 Therefore it is essential that the turbocharger installed be matched to the engine and
performance requirements. Fig 9.1 shows a typical performance comparison
between a standard turbocharger and a turbocharger fitted with a waste gate.
 The waste gate turbocharger, however, is of a higher output capacity and capable of
delivering sufficient charge air for complete combustion of the fuel during
acceleration as well as in high-torque situations.
 As the engine speed and exhaust-gas energy increase, so the turbocharger speed
increases and the charge-air pressure rises. Without the waste gate, charge
pressure would continue to rise, with considerable risk to both the engine and the
turbocharger.
 However, the increasing air pressure acts on the diaphragm in the waste gate until,
at a pre-determined pressure , the resulting force is sufficient to compress the spring
and open the exhaust bypass passage
 This allows sufficient exhaust gas to bypass the turbine to prevent any further rise in
turbocharger speed and subsequent charge pressure

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Fig. 9.1

Under full load, boost may become high enough to overcome the diaphragm spring
pressure. Manifold pressure compresses the spring and opens the waste gate valve.
This permits some of the exhaust gases to flow through the waste gate passage and
into the exhaust system. Less exhaust is left to spin the turbine. Boost pressure is
limited to a preset value. (Fig.9.2)

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Fig. 9.2

6. ENGINE SHUTDOWN

ITEM/TASK: Engine shutdown.

DESCRIPTION:
 Before a turbocharged diesel engine is shut down, the engine should be run at idle
speed for 3—4 minutes. This will allow the high-speed rotating assembly to slow
down, allow the engine operating temperature to normalise, and allow excessive
heat to be dissipated from the turbocharger
 If a turbocharged engine is shut down while operating at high speeds or under load,
the turbocharger rotating assembly will continue to rotate for some time without oil
for essential lubrication and cooling.
 Once the oil flow to the bearing housing stops, the heat in the shaft and housing is
sufficient to decompose the oil to form gums and varnish, leaving no lubricating
residue and causing premature wear to the rotating shaft, its support bearings and
the bearing housing.

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7. TURBOCHARGER SERVICE

ITEM/TASK: Turbocharger service

DESCRIPTION:
Being unlike any other component of the engine, turbochargers have the need for specific
service procedures. Further, because of the high operating temperatures and high
operating speeds, turbochargers are susceptible to heat cracking and unbalance to a
degree seldom seen in engine ancillary equipment.

8. ENGINE LUBRICATION

ITEM/TASK: Engine lubrication

DESCRIPTION:
 Although not specifically a turbocharger service item, it is of the utmost importance to
carry out regular oil and filter changes on turbocharged engines.
 It is just as important to monitor engine oil pressure and the quality of engine oil
used. Turbocharged diesel engines should only operate on the lubricating oil
recommended by the engine manufacturer, which is usually of a different
classification from that required for naturally aspirated engines.

9. INSPECTION AND CLEANING

ITEM/TASK: Inspection and cleaning.

DESCRIPTION:
 Many engine manufacturers and/or turbocharger manufacturers recommend periodic
disassembly, inspection and cleaning of the compressor housing and turbine.
 A small deposit on the turbine wheel can seriously affect turbocharger performance
and should be removed. The usually recommended cleaning procedure is to use a
solvent and soft (not wire) brush, taking care to ensure that solvent does not enter
the turbocharger bearing housing.
 In addition to inspecting for deposits, the components should also be inspected for
physical damage, paying particular attention to the turbine and compressor wheels
and housings.

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10. DISMANTLING THE TURBOCHARGER

ITEM/TASK: Dismantling the turbocharger.

DESCRIPTION:
 Clean the exterior of the turbocharger with a non-caustic cleaning solvent. Mount the
unit on to a special fixture or in a vice as shown in Fig 10.
 Before removing the housings use a scribing tool to mark the relative location of
compressor and turbine housings to the bearing housing.
 Remove the clamp or bolts securing the compressor housing and lift off the housing.
 Next remove the turbine housing clamp or bolts and lift the bearing housing clear of
the turbine housing.
 Mount the bearing housing in an upright position in a special fixture or soft-jawed
vice as seen in Fig 10, making sure that the vice jaws grip the turbine wheel
extension nut only, and not the turbine fins.
 Unscrew the locknut retaining the compressor wheel and lift the wheel off the turbine
shaft.

Fig. 10

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 With the compressor wheel removed, the turbine shaft can be removed from the
turbine end of the bearing housing.
 Next remove the circlip or cap screws from the thrust assembly located at the
compressor end of the bearing housing, and, with a piece of wood doweling inserted
into the centre hole of the thrust assembly, lever the assembly out of the bearing
housing.
 Remove the remainder of the thrust assembly and the two plain turbine shaft support
bearings and circlips.
 Finally remove all piston ring seals from the turbine shaft and thrust assembly spacer
sleeves. The disassembled turbocharger is now ready for cleaning and inspection.
 Clean all the parts in a solvent.

GO ON FOR THE PRACTICE

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PRACTICE

Take the turbocharger and by referring to your notes and Workshop Manual, dismantle it.

Call your Instructor to check your work. When you have achieved the required standards,
ask him to sign you off and go on to the next section.

LEARNER TRAINING OFFICER

DATE : DATE :

SIGNATURE : SIGNATURE :

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11. ASSESSMENT OF THE TURBOCHARGER

ITEM/TASK: Assessment of the turbocharger

DESCRIPTION:

Fig. 11

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11.1 ASSESSMENT OF TURBOCHARGER

 Clean all components for inspection using an approved cleaner; caustic solutions will
damage aluminium components and must not be used.
 All parts should be soaked in cleaning fluid until all foreign deposits have been
removed.
 The turbine wheel and turbine housing can be bead blasted to remove carbon
deposits provided that the smooth surface of the turbine shaft is protected.
 After soaking the components, blow out all passages and compartments with
compressed air.
 Generally, no parts should show signs of wear, corrosion or damage.
 A wear evaluation in accordance with the manufacturer’s specifications will
determine whether parts are replaced or reused. Refer to Fig.11 for an exploded
view of the layout of the turbocharger parts described below.

11.2 Turbine and compressor housings

 Inspect the turbine housing for erosion, cracking and nib marks in the vicinity of the
turbine wheel.
 Also, the turbine housing to the exhaust manifold mounting flange is to be checked
for surface trueness
 The compressor housing should also be checked for wheel rub marks and cracking.

Fig. 12

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11.3 Bearing housing

 The bearing housing must not show wear marks due to contact with rotating
parts. Inspect the bores in which the bearings run for scores, and measure their
diameter with a telescopic gauge.
 The bore diameter is critical, with permissible wear approximately 0.025 mm. If
the bores are scored or are worn oversize or oval, a new housing should be
fitted or the old housing sleeved.

11.4 Turbine shaft bearings

 Whenever the turbocharger is overhauled the shaft bearings (21, 14) (Fig.11) must
be renewed, regardless of their condition.

11.5 Thrust bearing assembly Fig. 13

The thrust bearing (10) and thrust rings (12, 9) should be renewed, regardless of their
condition. Measure the thrust spacer (11) and spacer sleeve (7) and inspect their
surfaces for scoring or heat discoloration. Discard if worn, scored or discoloured

Fig. 14
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11.6 Rotating assembly

 Examine the turbine wheel (16) and shaft (18) for any signs of wear.
 Inspect the fins of the wheel for cracks, carbon deposits, distortion of shape, erosion
wear on the tips and foreign object damage. The shaft must show no signs of wear,
scoring or discoloration.
 Measure the shaft journals for exact size and ovalness and check against the
manufacturer’s figures.

Fig. 15

 Check the width of the seal ring groove in front of the turbine wheel to ensure that
the groove has not worn oversize.
 Inspect the compressor wheel blades for tip damage due to foreign objects or
rubbing on the compressor housing.
 The wheel should also be checked for signs of rubbing between the underside of the
wheel and the bearing housing.
 Any foreign object damage or wear marks on either the turbine or compressor
wheels will cause them to run out of balance, creating undue vibration and wear
within the turbocharger.
 Check that the bore of the compressor wheel is of the correct size—it may be either
an interference fit or a slide fit onto the turbine shaft, depending on the type of
turbocharger.
 Inspect the bearing journals for excessive scratches and wear. Measure the
journal with an outside micrometer and compare the sizes with the specifications in
the manual.
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Fig. 16

GO ON TO THE NEXT PAGE FOR THE PRACTICE.

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PRACTICE

Assess all the parts of the dismantled turbocharger and write down the names of all the
parts which must be replaced.

Call your Instructor to check your work. When you have achieved the required standards,
ask him to sign you off and go on to the next section

LEARNER TRAINING OFFICER

DATE : DATE :

SIGNATURE : SIGNATURE :

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12. ASSEMBLING THE TURBOCHARGER

ITEM/TASK: Reassembly

DESCRIPTION:
 When reassembling a turbocharger, cleanliness is vital to a long service life. All
piston-ring-type seals, ‘0’ rings, lock tabs, circlips and the compressor wheel retaining
nut should be automatically renewed, together with all other parts that require
replacement during the inspection period.

 Throughout assembly, lubricate all rotating parts with clean engine oil. Install the
bearing retaining circlip (19) into the turbine end of the housing, taking care not to
scratch the bearing bore.

 Fit the oil control sleeve (20) and the turbine end bearing (21) into the bore.

 Install the two inner bearing retainer circlips (22, 15), and the compressor end bearing
(14) in the bore.

 With the turbine wheel (16) mounted in a vice as shown in Fig .11, fit the piston ring
seals (17) into the oil ring grooves.

 Install the turbine shaft (18) in the bearing housing (23) from the turbine end.

 As the shaft is pushed into the housing, resistance will be felt as the
chamfered of the housing bore butts against the piston ring seals on the shaft.

 Apply moderate pressure with a slight turning action to the turbine shaft, and the
chamfer will compress the piston ring seals and allow them to enter the housing.

 Install the compressor wheel (2) on the turbine shaft. If it is an interference fit, it will
have to be heated in hot clean engine oil to expand it before sliding it onto the turbine
shaft. (Refer to the manual for correct oil temperature.) Secure the wheel with the
self- locking nut, tensioned to the required torque.

 In order to check for correct running clearances of the rotating assembly, mount a dial
indicator onto the compressor end of the bearing housing and measure the axial
movement of the turbine shaft (refer to Fig 17). Reposition the dial indicator mounting
so the rotating assembly can be checked for radial clearance (Fig 17 next page).
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Fig. 17

 Refer to the turbocharger specifications for correct turbine shaft clearances. Excessive
clearances must be corrected before proceeding further

 Install a new ‘0’ ring (24) onto the bearing housing and fit the compressor housing, at
the same time aligning the assembly marks on both housings. Refit the ‘V clamp and
tighten.
 Turn the turbocharger over and install the turbine housing, once again aligning the

 Refit the compressor housing.

 Torque all the bolts to specifications.

 Check that there is no metallic contact between the compressor wheel and the
compressor housing.

NB: Metallic contact between the moving and stationary parts is caused
by deformed or broken compressor blades, turbine blades, or
incorrect assembling of the turbocharger.

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 Check the radial movement of the shaft and compare the reading of the dial indicator
with the specifications given in the Workshop Manual (Fig. 17).

Waste Gate Service

 An inoperative waste gate can either cause too much or too little boost pressure. If
the waste gate is stuck open, the turbocharger will not produce boost pressure and
the engine will lack power.
 If the gate is stuck closed, detonation and engine damage can result from excessive
boost.
 Before replacing the waste gate, always check other parts. Check the knock sensor
and the ignition timing. Make sure the vacuum pressure lines are all connected
properly.
 Follow service manual instructions when testing or replacing a waste gate.
 As shown in Figure 15, waste gate removal is relatively easy. Simply unbolt the
fasteners, remove the lines, and lift the unit off the engine.
 Many manuals recommend waste gate replacement, rather than in-shop repairs.
 Finally, cover all openings until the turbocharger is to be installed on the engine.

Fig. 18

First Published : March 2003

Created : 01 February 2003
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Revised : March 2015
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13. THE REPLACEMENT OF A TURBO

ITEM/TASK: Installing a New Turbocharger

DESCRIPTION:
When installing a turbocharger, you should:
 Make sure the new turbo is the correct type. Compare part numbers.
 Use new gaskets and seals.
 Torque all fasteners to specifications.
 If needed, change the engine oil and flush the oil lines before starting the engine.
 If the failure was oil related, check the oil supply pressure in the feed line to the
turbocharger.

13.1 Operating checks

Refer to a factory service manual for a detailed troubleshooting chart. It will list the
common troubles for the particular turbo charging system

 With experience, it is possible to gain a good indication of turbocharger operation from

the sounds it produces in operation.
 The engine should be operated through all speed and load ranges while paying
particular attention to unusual noises coming from the turbocharger.
 Generally, the only noise that should be heard is a high-pitched whine that occurs
when the engine is placed under load or accelerated.
 Check connection of all vacuum lines to the waste gate and oil lines to the
turbocharger, Figure 10 next page.
 Use a regulated low-pressure air hose to check for waste gate diaphragm leakage and
operation.
 Use the dash gauge or a test gauge to measure boost pressure (pressure developed
by turbo under a load).
 If needed, connect the pressure gauge to an intake manifold fitting. Compare the
gauge readings to specifications.
 Check connection of all vacuum lines to the waste gate and oil lines to the
turbocharger, Figure 19 next page.
 Use a regulated low-pressure air hose to check for waste gate diaphragm leakage and
operation.

First Published : March 2003

Created : 01 February 2003
Revision No: 002
Revised : March 2015
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Fig. 19

First Published : March 2003

Created : 01 February 2003
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14. PERFORMANCE TESTING

ITEM/TASK: Testing

DESCRIPTION:
 An accurate method of gauging an engine’s performance output is by using test
gauges to measure certain aspects of engine operation (see Fig 20 next page).
 A quick and accurate way of checking that the turbocharged engine’s output is in
accordance with the manufacturer’s specifications is to measure the charge-air
pressure in the intake manifold when the engine is operated under full load.

Fig. 20
 Correct charge-air pressure is indicative of:
 correct metering and delivery of fuel from the injection pump and injectors
 acceptable compression pressures
 correct injection timing
 efficient turbocharger operation
 unrestricted engine breathing.
 Full load can be applied to an engine by loading it appropriately, care being taken to
ensure that damage is not caused to either the engine or the equipment being driven.
 If the engine is installed in a piece of mobile equipment fitted with a torque converter,
full load can be applied by applying the brakes and stalling out the torque converter
with the transmission engaged in top gear.
 The engine should be running at full throttle and rated engine speed during any stall
test.

Note: Do not run the engine under stall conditions for more than 30 seconds at one
time as serious overheating of the engine and torque converter will occur.

GO ON TO THE NEXT PAGE FOR THE PRACTICE.

First Published : March 2003
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Revised : March 2015
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PRACTICE

Assemble the turbocharger by referring to your notes and Workshop Manual.

Call your Instructor to check your work. When you have achieved the required standards,
ask him to sign you off.

LEARNER TRAINING OFFICER

DATE : DATE :

SIGNATURE : SIGNATURE :

REMEMBER ALWAYS WORK SAFE

Once you have passed the entire practices, you
are now at liberty to request a Formative
Assessment from your Assessor.

First Published : March 2003

Created : 01 February 2003
Revision No: 002
Revised : March 2015
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Owner : Learnership Department
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