Basic Turbocharger Installation Tips
Turbocharger Installation – Avoid Problems
Turbocharger installation must follow a process that minimizes problems that occur at or soon after installation.
Our turbos are electronically (VSR Machine) balanced and QC’ed at the factory.
The latest VSR Machine Technology from the UK is used in the test phase.
The balance test involves the VSR machine spinning the turbine wheel with compressed air. Speeds of up to 210,000 RPM are tested to ensure balance over the working range.
Whilst rotating, the VSR machine calculates tiny imbalances created by the spinning components. It then formulates a correction for any imbalance that may be detected.
The result is a turbocharger straight out of the box, that is ready to install and work as per normal operational requirements. And it is unusual for a turbocharger to fail upon immediate installation due to the above QC testing.
Main Reasons for Turbocharger Installation Failure at Start Up
Upon failure at initial start up, the turbocharger is often blamed.
However, initial failure is more likely due to incorrect installation procedures. Such as foreign matter entering compressor at start up. Particles left loose from removing the old turbocharger and from air filters or pipes get sucked in at start up.
Or the unit was not correctly pre-primed with oil at install, in which case the bearing may fail.
Else, oil seals may leak due to incorrect pressure in the oil lines or sump.
Complete outright failure at worst may see the shaft break due to one or more of the above issues. Or, due to bearing failure from oil starvation, or foreign matter ingress, the nut holding the impellor on comes loose. This only happens when the shaft comes to complete stop from high speed, as the nut is torqued-on opposite thread to rotation.
Other Reasons for Turbocharger Installation Failure at Start Up
Other minor issues related to turbocharger installation, include gasket leaks. These leaks create incorrect pressure for the turbo to work correctly, especially in producing the correct boost.
A gasket leak will often produce a high pitch whining noise that may increase in pitch with increased engine revs.
A faulty Air Flow Sensor can also produce unusual issues as can a clogged EGR valve.
It is a recommendation that with some new turbo installations, the AFM be replaced and the EGR valve be cleaned.
At initial start up after turbocharger installation, you should allow 5 minutes of engine idle. Thia allows oil to circulate and to burn off smoke that may appear due to assembly lubrication being heated and dissipated.
A short ‘run-in’ period is also advised where the vehicle is run at lower revs and hence boost. This will allow manufacturing tolerances to adjust to the running environment.
Above are the most common faults that may occur soon after installation.
They are an installation issue, not connected to a manufacturing fault.
Compressor / Turbine Housing Rotation / Alignment
In some cases during turbocharger installation there may be small differences apparent in the set up of each vehicle. To suit the individual application, it may be a requirement to rotate either the inlet (compressor) or outlet (turbine) housings. Or both in the case where the cartridge (CHRA) angle is adjusted.
This is a common procedure at time of installation across all turbocharger suppliers. It is effected by slight loosening of a few bolts, a v-band or large split-ring (this depends on the turbo unit type being adjusted). After loosening the housing (compressor or turbine) the angles can be rotated (SLOWLY to stop seal damage) to the desired position.
Re-tension of the bolts needs to be done in a diagonally opposing fashion and NOT circular sequence. This will create an even tension in the housing. Failure to create an even tension may result in core distortion at high speed / temperatures.
Moving the housings as above, may result in a change in angle of actuator rod. This will only be the case where an external rod vacuum (pneumatic) actuator is present (on many non-variable vane turbos). Usually there is a provision on housing mounts to allow for moving the actuator. Position it where the rod maintains an angle as close to perpendicular to the actuator diaphragm housing as possible.
If angle is too great the actuator may fail to actuate its full range of movement.
Our aftermarket turbos are designed as direct factory replacement for the original OEM. Where an internal wastegate or variable vane system applies, boost pressure (wastegate opening) is set at factory. This will be set to the lower end of the range of factory pressures (generally around 10psi).
This ensures a balance between efficiency, effective boost and useful life of turbo.
However, factors such as exhaust flow and general condition and ‘tuning’ of the engine can also effect actual boost pressures achieved.
On most turbos there is limited adjustment available on the actuator arm to adjust boost via lengthening or shortening the arm.
For turbos with electronic stepper motors, there is usually a screw on the cartridge that can be adjusted to change the actuation length of the stepper swing arm.
For more information on Electronic Stepper Motor adjustment and calibration, click HERE.
A better way to control boost in a pneumatically-actuated turbo, is via an electronic controller or a manual boost controller (such as a Dawes Valve).
They generally deliver a smoother boost curve than factory standard, and prevent over-boost spikes that contribute to accelerated turbo wear or turbo failure.
General Turbocharger Installation Tips
1) Change engine oil & oil filter to vehicle manufacturer’s specifications or better.
2) Check air filter and case to ensure it is clean and free from debris.
Replacing air filter is recommended.
3) Clean the engine crankcase ventilation system to make sure there are no blockages that could cause excessive pressure in the crank case.
High pressure in the engine block may cause oil leaks from the turbocharger cartridge (CHRA). High pressure oil will push around turbo seals. And find its way into the engine and/or inter cooler, or into the exhaust system causing excessive smoke and loss of engine oil.
4) Carefully check the oil feed / drain lines and banjo bolts. They should be clean with no damage to ensure unrestricted oil flow to and from the turbo.
To avoid oil contamination and blockage, the turbocharger oil pipes and banjo bolts must be ultrasonically cleaned or replaced when installing the new turbocharger.
It is highly recommended that all oil line components be ultrasonically cleaned at minimum or completely replaced with any new turbocharger installation.
5) Turbo oil gallery should be pre-primed with engine oil or pre-priming oil.
Engine should be cranked for around 10 seconds without ignition to help oil pressure build in oil feed lines and CHRA / oil gallery.
IMPORTANT: This lubrication in the few seconds at the start of the engine, is vital to the health of the turbocharger.
6) Start the engine and idle for around 5 to 10 minutes to allow for warm up and inspection.
Check for any oil or gas /air leaks.
Stop the engine and check sump oil level.
It should be between minimum and maximum on the dipstick.