For traditional Japanese models equipped with the Flow Meter design, if one day the dashboard lights up with the Check light and the speed can only be pulled up to 4,000 rpm and cannot go up, it is 80% that there is a problem with the flow meter. The reason for the failure of the flowmeter is nothing more than the fact that after the large turbine is refitted, the air output exceeds the measurement range of the original Flow Meter, and the lead of the flowmeter is burned out due to the instantaneous induced voltage. Fix it well, so that the hot wire core in the flowmeter will be broken by vibration. In fact, the Flow Meter of many Japanese models is very sensitive. As long as the filter element with poor dust collection effect or wet filter is used, the hot wire core will be stained with dust and oil. It may be damaged, so it is very important to choose the air core carefully.
Since the hot wire core is a very fragile part, it is absolutely impossible to use a high-pressure air gun for cleaning, but to spray a detergent to air dry it naturally. In addition, the modified atmospheric pressure relief valve also has an advantage here, that is, when the big foot is receiving oil, the pressurized air will not backflush back to the flowmeter (the internal circulation type should be installed on the intercooler side), and it is generally damaged. Just replace the hot wire core inside it.
The situation often faced when driving a Turbo car is that there is a leak in the intake pipe, so that the supercharger can't be turned on and suddenly there is no horsepower. This often happens after Boost-up, especially in the front-end Inter-cooler. In and out of the port. When the pipe is completely dropped or the pipe bursts, the exhaust pipe will emit black smoke. The solution is to use the clamp and the Silicon joint pipe to lock it tightly; on the other hand, the Blow-off is stuck, worn or the spring is not strong enough. , it will also cause leakage of pressurized air, so regular inspection and cleaning are also necessary.
Then, when you have the problem of excessive boost, it may be the solenoid valve that controls the boost, and the pipe connecting the negative pressure is cracked and unstable, so the Boost is too strong; on the contrary, if it is connected to the positive If the pressure tube is damaged, the pressure will not increase. The general electronic controller is equipped with a filter element at the inlet and outlet of the solenoid valve. The purpose is to prevent the valve from being blocked. If this fault is not dealt with as soon as possible, the turbo and the engine will easily be damaged due to the unstable Boost boost value.
The power source for boosting is Turbine, that is, the action of the turbine body. If all the pipelines and controllers are normal but there is still a Boost abnormality, then the reason must be the turbine, so that it will not be boosted at all. In terms of situation, most of them are caused by the rupture of the diaphragm inside the turbine (often Hi-boost continues to drive), and this debris will also make a metal collision sound through the exhaust pipe when it rotates, so it is very difficult when there is no positive pressure. The source of the fault can be easily identified.
Generally, the turbine will have an omen before it hangs, that is, it will make a knocking sound, and the oil in the intake pipe will seep out (the exhaust pipe will emit white smoke), which is that the blade bearing has been loosened, which occurs Cases of oil leaks, airtight failures, and ramming of exhaust gases. After the balance of the turbine bearing is destroyed, in addition to the abnormal noise and oil seal leakage caused by the vibration, the blades will also crack and produce a wind pressure sound of "Boom! The engine oil stock will also drop quickly, and if you hurt Bos, "things will be a big deal"!
The turbo will be damaged. The main reason is that the Boost-up is over-rotated, causing the blades to change color, the lead angle to bend and eventually damage the shaft. In fact, when you want to increase the boost value to obtain high horsepower output, it is very difficult. The most important point is the air filter. The resistance of the turbo suction pipe must be completely reduced. Otherwise, no matter how powerful the turbo design is, it will still not be able to let it inhale enough air, which will make the Turbine inhalation uncoherent and urgent. When accelerating, it will increase its burden, which is the "potential killer" of the turbo.
The author further exemplifies that if the air core is not smooth enough and the diameter of the suction pipe is insufficient, the negative pressure in the suction pipe will become larger during pressurization, and then the oil lubricating the blade bearing will be sucked out, especially in the case of heavy load. Under the condition (such as the fifth gear full boost), the negative pressure in the pipe will increase the suction of more oil, so when the Hi-boost is modified abroad, it is recommended to replace the large-diameter suction pipe, and also It is easy to exert high-speed supercharging performance.
It can be said to be a spark plug that faithfully reflects the condition of the engine. It should be checked frequently on Turbo cars, because if the combustion of the turbo engine is abnormal, the engine may be finished in three or two clicks. Generally, Turbo cars supply fuel to protect the engine. Most of them are thicker and cold-type spark plugs are used. Therefore, it is normal for the spark plugs to be darker and slightly wet. However, due to the large wear of the electrodes (high compression pressure), the service life will be relatively shortened. Every 25,000 kilometers is updated once.
Checking the spark plug of the Turbo engine, the first priority is to see if the flashover gap of the center electrode is too large, and if the electrode melts, it means that the mixture may spontaneously ignite and the oil may be brought into the combustion chamber. Abnormal explosion phenomenon, and because the electrodes of the popular iridium alloy spark plugs are very thin and the ignition efficiency is high, often the electrodes can still be ignited, but you must not turn a blind eye to this, or replace it as soon as possible. .
The interior of the turbine body is designed with a precise lubrication and heat dissipation structure, so to prolong the life of the turbine body, it is necessary to develop good driving and maintenance habits. The first is the most important part of oil quality and pressure. Since the turbine shaft needs oil to be responsible for lubrication and cooling, and the temperature of the shaft can be as high as 500 degrees during intense driving, the oil that stays in the shaft for a short time is It is very important. Oil with poor quality or insufficient oil pressure not only cannot provide sufficient lubrication, but also may carbonize to produce sludge, block the small oil passages, and greatly shorten the life of the turbine. Therefore, the oil used in turbo cars should not be too bad.
However, if it is a street car, it is actually not recommended to use racing oil, because although these oils have good lubricating effects, they lack the clean and anti-sludge formula required by street cars. Sludge and carbon deposits cause insufficient lubrication of the shaft and abnormal wear. The best choice of oil is to refer to the original number and use a well-known brand of oil. There is no need to excessively increase the viscosity index. Some new engines have very small gaps between parts, and the oil molecules that are too viscous are not easy to be in place. not good.
Why is the engine not smooth and black smoke? (Part 1) Probe into the Causes of Turbine Vehicles' Failures
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