IMPORTANT SAFETY NOTICE

Appropriate service methods and proper repair procedures are essential for the safe, reliable operation of all motor
vehicles, as well as the personal safety of the individual doing the work. This manual provides general directions for
accomplishing service and repair work with tested, effective techniques. Following them will help assure reliability.

There are numerous variations in procedures, techniques, tools, and parts for servicing vehicles, as well as in the
skill of the individual doing the work. This manual cannot possibly anticipate all such variations and provide advice
or cautions as to each. Accordingly, anyone who departs from the instructions provided in this manual must first
establish that he compromises neither his personal safety nor the vehicle integrity by his choice of methods, tools or
parts.

As you read through the procedures, you will come across NOTES, CAUTIONS, AND WARNINGS. Each one is there
for a specific purpose. NOTES give you added information that will help you to complete a particular procedure.
CAUTIONS are given to prevent you from making an error that could damage the vehicle. WARNINGS remind you to
be especially careful in those areas where carelessness can cause personal injury. The following list contains some
general WARNINGS that you should follow when you work on a vehicle.

• Always wear safety glasses for eye protection. • To prevent serious burns, avoid contact with hot
metal parts such as the radiator, exhaust manifold,
• Use s::~.fety stands whenever a procedure requires tail pipe, catalytic converter and muffler.
you to be under the vehicle.

• Be sure that the ignition switch is always in the

• Do not smoke while working on the vehicle.
OFF position, unless otherwise required by the pro-
cedure.

• Set the parking brake when working on the vehicle. If • To avoid injury, always remove rings, watches, loose
you have an automatic transmission, set it in PARK hanging jewelry, and loose clothing before begin-
unless instructed otherwise for a specific service ning to work on a vehicle. Tie long hair securely
operation. If you have a manual transmission, it behind the head.
should be in REVERSE (engine OFF) or NEUTRAL
(engine ON) unless instructed otherwise for a
specific service operation.
• Keep hands and other objects clear of the radiator
• Operate the engine only in a well-ventilated area to fan blades. Electric cooling fans start to operate at
avoid the danger of carbon monoxide. any time by an increase in underhood temperatures,
even though the ignition is in the OFF position.
• Keep yourself and your clothing away from moving Therefore, care should be taken to ensure that the
parts when the engine is running, especially the fan electric cooling fan is completely disconnected
and belts. when working under the hood.

The recommendations and suggestions contained in this manual are made to assist the dealer in improving his dealership
parts and/or service department operations. These recommendations and suggestions do not supersede or override the
provisions of the Warranty and Policy Manual, and in any cases where there may be a conflict, the provisions of the War-
ranty and Policy Manual shall govern.

The descriptions, testing procedures, and specifications in this handbook were in effect at the time the handbook
was approved for printing. Ford Motor Company reserves the right to discontinue models at any time, or change
specifications, design or testing procedures without notice and without incurring obligation. Any reference to brand
names in this manual is intended merely as an example of the types of tools, lubricants, materials, etc. recom-
mended for use. Equivalents if available may be used. The right is reserved to make changes at any time without
notice.

Copyright © 1983 Ford Motor Company

I TABLE OF CONTENTS DO/Jill
INTRODUCTION
About This Booklet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Objectives .... . . ............................ ........... .. .... . ...... . . . . . . .... ..... ... .. . 1

TERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Turbocharger and Supercharger ........ . ............................ .. ......... .. . .. ..... . 3
Types of Turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Turbocharger Construction and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Turbine Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Compressor Construction ....... . .... . .... . ...... . .......................... . ....... . .... 10
Advantages and Disadvantages of Turbocharged Engines ...... ... . ................ . ........ 12
Intercooling ........................... . ... .. .. . ...... .. .... . . . .... . .. . . . ...... . ... . ..... 13

OPERATION
Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Air Flow ........................... . ........... . ............................... . ....... 15
Exhaust Gas F low ....... . ............. . ..... . . . ...... ... ...... . .... ... . . .... . ... . ....... 16
Turbocharger Boost Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

LUBRICATION
Oil Flow .. . ................ . . . ..... . ................... .. . .... ..................... .. . .. 21
Oil Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Precautions .... .. . . .... .. ..... . . . .. . . .. . . ........ . .............................. .. ...... 22

INSPECTION
External . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Internal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

TROUBLESHOOTING .. . ..... . ...... . . .......... . ........ . .. ... . ...... .............. . .... 27

Prechecks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Diagnosis Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

SERVICE PROCEDURE
Service Precautions ............. .. ................ .. .... .. .. ... . ...... . . ................ 33
Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Copyright © 1983 Ford Motor Company

moooo__________________________~
. )

)
I INTRODUCTIONDO/J/J/1
ABOUT THIS BOOKLET
In a continuing effort to further the knowledge of the technician, Ford Motor Company is presenting
this Training Program to familiarize the technician with the fundamentals of turbochargers.

This book is divided into six sections. The basic description of the sections are as follows:
I. Description- To describe various turbocharger systems available for automotive use. The advan-
tages and/or disadvantages with turbocharging an engine.
II. Operation- Theory of operation, for a turbocharged engine. Precautions when driving or chang-
ing the oil in a vehicle equipped with a turbocharged engine.
III. Lubrication - The reasons for a steady uninterrupted flow of oil to the turbocharger for both
cooling and lubrication purposes.
IV. Inspection and Testing- External and internal inspection and testing of a turbocharger and its
components.
V. Troubleshooting - How to troubleshoot a turbocharged engine. General diagnosis charts.
VI. Service procedures- Cautions and warnings when working on a turbocharged engine.

OBJECTIVES
The objectives of this manual are to provide the service technician with the following:
• A description of the use and understanding of turbochargers for automotive and truck applications.
• Principles of a turbocharged engine.
• Identity of the different types of turbochargers used.
• Procedures for inspection, troubleshooting and servicing a turbocharger and its system.

WDDOO__________________________~~
IJIJ[/00/ TERMINOLOGY I
When discussing a turbocharger there are a few unique terms which will be used to describe a
component or a function of the turbocharger or its system.

The following is a Glossary of Terms used and an explanation to describe them in detail. Some of the
following terms are used in other automotive applications, an explanation is given to aid in the study of
this Training Program.

GLOSSARY OF TERMS
Backpressure- Pressure created by the exhaust as it flows through the exhaust system of an automobile or truck.
Boost- The term used for pressure produced by a turbocharger when it increases air and/or air/fuel into the
combustion chamber. Boost is usually measured in pounds per square inch (psi).
Centrifugal force- A force tending to pull an object (air or air/fuel) outward when it is rotating rapidly around a
center (impeller wheel of the compressor housing).
Compressed air - Air reduced in volume by pressure. When air is compressed the molecules create friction,
which creates heat.
Diffuser- A device that distributes the compressed air from the compressor housing to the intake manifold
evenly. Its function is to convert air velocity to pressure.
Diffusion- The process of spreading out the compressed air received from the compressor housing for distribu-
tion to the intake manifold. This process converts air velocity to pressure.
Horsepower - A unit of measurement of the power output of an engine.
Intercooler- A device used to cool the air compressed by a turbocharger or supercharger prior to entering the
intake manifold.
Intercooling- The term applied to the cooling or air by an intercooler prior to entering the intake manifold, after
the air has been pressurized by a turbocharger or supercharger.
Impeller wheel- Housed in the compresser housing of a turbocharger or supercharger, this wheel draws in air
and distributes it to the housing by centrifugal force, where it is compressed and diffused, then distributed to the
intake manifold. The impeller wheel is a lso referred as the compressor or "cold" wheel.
Normally aspirated- The method by which an internal combustion engine draws air or an air/fuel mixture into
the combustion chamber. As the piston is drawn down into the cylinder it creates suction which draws air or an air/
fuel mixture into the combustion chamber through the intake manifold, carburetor and air filtering housing.
Overboost- An excessive amount or pressure created by the turbocharger or supercharger. An overboost of
pressure can cause damage to the engine and/or turbocharger or supercharger. Controls are usually found on most
turbochargers and superchargers to prevent an overboost.
Scavenging- In regards to a turbocharger, scavenging relates to the compressed air being forced into the
cylinders while both the exhaust and intake valves are opened (overlap) at the same time. The compressed air
entering the combustion chamber through the intake valve forces exhaust gases out through the exhaust valve.
This creates a greater amount of fresh air for combustion during the next cycle.
Supercharger- A device driven by mechanical force, such as an engine drive belt, chain, or gear. This device is
used to draw in air and compress it and distribute it under h igh pressure to the intake manifold to help create a
greater amount of horsepower for an engine.
Thrbine wheel- This wheel is located in a housing of a turbocharger and is powered by exhaust gases. It is
attached to the impeller wheel by way of a shaft. This wheel is also referred to as the "hot" wheel.
Wastegate- The wastegate is usually located in the turbine housing of a turbocharger. When it is actuated by a
control unit it will open to allow exhaust gases to bypass the turbine wheel, this helps to control the revolutions
(speed), of the turbine wheel. When the revolutions of the turbine wheel are controlled so are the revolutions of the
impeller wheel; this reduces the output pressure of the turbocharger. A failure in the wastegate or its control can
cause damage to an engine and/or turbocharger if an overboost should occur.
Wastegate control- A device that senses vacuum, air pressure from the air pressure outlet of a turbocharger, or is
electronically controlled to open the wastegate in case of an overboost from a turbocharger.

~2--------------------------~00DDm
I DESCRIPTION DO/Jill
NOTE: This training program is generic, in that it applies to both gasoline and diesel engines, car
and truck models. It will refer to turbochargers that are not used by Ford Motor Company in any
application. It is intended to allow the technician to learn about turbochargers in general.

Before discussing a turbocharger we will briefly review the basic characteristics of the internal
combustion engine.

The internal combustion engine is a machine that requires specific amounts of air and fuel to operate
properly. The amount of power that can be obtained from a given engine is determined by the amount of
air that it has available to mix with fuel for combustion. In a naturally-aspirated engine air intake to
the engine is restricted by the amount of vacuum created in the cylinders. Adding more fuel will only
result in excessive fuel consumption and smoke from unburned fuel.

Installing a turbocharger on the engine will allow a greater amount of denser air to be added to the
cylinders, since it is forced into the cylinder by the turbocharger and not drawn by vacuum. But more
importantly, it is of higher density.

Because of this increased volume and weight of compressed air more fuel may be added to the engine
producing an increase in horsepower. A turbocharged engine will also maintain a higher level ofpower
output than a non-turbocharged version of the same engine at altitudes above sea level. In a diesel, a
turbocharged engine will produce less smoke in a higher altitude than a naturally-aspirated engine. The
reason a diesel smokes in a high altitude is the fuel delivery is not reduced in proportion to the thinner
air; a turbocharger maintains a larger excess air supply.

We will now go into a detailed description of turbochargers.

TURBOCHARGER AND SUPERCHARGER

There are two devices used for automotive application to increase the rate of air flow forced into an
engine. The equipment used is called either a supercharger or a turbocharger.

A supercharger is a positive-displacement type air compressor. It is driven from the engine crank-
shaft through belts, gears or chains. The amount of charge per revolution is essentially the same for
each revolution of the engine regardless of speed. Since it is a positive-displacement device, the full
charge must pass through the engine.

An advantage of this type of compressor is that it delivers approximately the same manifold pressure
at all engine speeds; the disadvantage, is that it is driven by crankshaft power, and has a lower
compressor efficiency than turbocharger compressors. Also, the supercharger, since it is driven by the
engine crankshaft, will require the use of engine power.

On a large engine with high horsepower this drain of power is not as critical as that of a small engine,
either gasoline or diesel, with limited horsepower. A supercharger can use from 8 to 10 percent ofthe
total power it develops.

moaoo__________________________ ~3
11/IJIJOOI DESCRIPTION I
A turbocharger (Figure 1), is powered by engine exhaust gases. These gases which are discarded by the
engine are used to drive a turbine. The turbine, which is connected to the impeller by a shaft, draws air
into the compressor housing and then directs it into the combustion chambers.

ACTUATOR
EXHAUST PRESSURE
OUTLET SENS ING
ELBOW HOSE

OIL
PASSAGE
OUTLET

FIGURE 1 - Garrett T2 Turbocharger

With exhaust gases driving the turbocharger, losses that may result from backpressure are usually
slight, when compared with the additional horsepower attained.
The power increase resulting from the installation of a turbocharger varies with different engines
and turbochargers. Brake horsepower of an engine can be typically increased by approximately 35-60
percent over the same displacement naturally-aspirated engine.
The increase is largely due to, more complete
scavenging of exhaust gases (Figure 2), and a SHAFT
greater amount of air present to support com-
plete combustion. Since the turbocharger is oper-
ated off waste gases, there is no appreciable loss of IMPELLER
horsepower, compared to that of a mechanical WHEEL
driven supercharger which is driven by the
engine. INTAKE VALVE

Operation of the turbocharger is dependent on

the temperature and flow of exhaust gases. The
speed of the turbine will increase as the load on
the engine increases. This means the speed of the
turbine is more dependent on engine load than on
~AIR PISTON
engine speed. In other words, if engine speed re- ~EXHAUST
mains constant but the load is increased, the GAS
speed of the turbocharger will increase and so will
air delivery to the engine. FIGURE 2 - A ir Intake and Exhaust

~4--------------------------~00DDO#
I DESCRIPTION D0!/111
TYPES OF TURBOCHARGERS
There are two types of turbocharger systems used in automotive applications.

One system is connected between the carburetor and the intake (Figure 3), and draws the air/fuel
mixture from the carburetor into the compressor housing, compresses the mixture and directs it into
the intake manifold. There are a few disadvantages to this type of system. First, the connections from the
compressor to the intake manifold are very critical and second, the air/fuel mixture leaves the com-
pressor discharge in a swirl which must then be straightened and directed into the intake manifold.
Normally this may be accomplished by having a square cornered plenum at the junction of the com-
pressor discharge pipe and the intake manifold. The flow-through system is limited to gasoline engine
applications. It draws the air/fuel mixture in through a carburetor.

COMPRESSOR
AIR DISCHARGE
TO CARBURETOR

TURBOCHARGER

CARBURETOR

AIR INLET
TO COMPRESSOR

FIGURE 3 - 2.3L Engine, Equipped with a Blow Through Type Turbocharger

The other system "blows" air into the engine through a carburetor or an intake manifold, depending
upon the fuel system used. This is the only system used on diesel or fuel-injected gasoline engines.

TURBOCHARGER CONSTRUCTION AND COMPONENTS

The turbocharger which is basically an air com-
pressor, consists of the following:
• Compressor housing (Figure 4)- This hous-
ing contains the impeller wheel and is used to
diffuse and compress the flow of air into the
intake manifold.

FIGURE 4 - Compressor Housing

WDDOQ __________________________~s
lf//}[}00/_ DESCRIPTION I
• Impeller wheel (Figure 5) - The impeller • Turbine wheel (Figure 7) - The t urbine
wheel draws air into the housing and directs its wheel is driven by exhaust gases flowing from
flow into the compressor housing. the turbine housing.

FIGURE 5 -Impeller Wheel FIGURE 7 - Thrbine Wheel

• Turbine housing (Figure 6) - The turbine • Center Shaft (Figure 8)- The center shaft is
housing contains the turbine wheel. It receives used to connect the turbine wheel to the impel-
the exhaust gases and directs the flow onto the ler wheel. As the exhaust gases power the tur-
turbine wheel, and into the exhaust system. bine wheel th e rotation is directed to the
impeller by the center shaft.

FIGURE 6- Titrbine Housing FIG URE 8 - Cemer Shaft

~6--------------------------~00DDO/
 DESCRIPTION DO!J!/JI
• Center housing (Figure 9)- This housing contains the shaft and oil passages required to lubricate
the bearings that the shaft rides on. It also contains the turbine seal (Figure 10) and the compressor
seal (Figure 11). These seals prevent exhaust gases and air from entering the center housing and also
prevent oil from entering the turbine housing or the compressor housing.

FIGURE 9- Center Housing FIGURE 11 - Compressor Seal Assembly

FIGURE 10- Turbine S eal Assembly

mDD00__________________________~7
1/IJ!JOO/_DESCRIPTION I
• Wastegate (Figure 12 and 13) - A gate (door)
located in the turbine housing. The wastegate
opens or closes by control of a valve or solenoid.
Prevents an overboost of pressurized air to the
engine.

FIGURE 12- Garrett T2 Wastegate

WASTEGATE
CONTROL
ACTUATOR

FIGURE 13 - Wastegate Installation

~a_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~OODDO#
L DESCRIPTION DO!Jill
TURBINE CONSTRUCTION
There are three different types of turbine construction which are classified by how the energy ofthe
exhaust gases is used in the turbine. These classifications are:
• Reaction
• Impulse
• Mixed-flow

The reaction type turbine (Figure 14), has rotor vanes creates an impulse that drives the impel-
buckets with a smaller discharge area than en- ler in an opposite direction to the exhaust gas
trance area. This results in an increase in ve- input.
locity, but decreases pressure as the exhaust gas
flows through the buckets.

TURBINE
BLADES
(BUCKETS)
GUIDE
VANE
DIRECT
DISCHARGE
EXHAUST FLOW
AREA
SMALLER
THAN ENTRANCE
AREA ----c>- EXHAUST FLOW
~ DIRECTION OF TURBINE ROTATION
--c:- EXHAUST FLOW
.....__,.. DIRECTION OF TURBINE ROTATION
FIGURE 15- Impulse Type Thrbine

FIGURE 14 - Reaction Type Thrbine The mixed-flow turbine (Figure 16), partly ex-
pands the gas in the guide vanes, increasing the
The impulse type turbine (Figure 15), devel- velocity. This in turn creates an impulse on the
ops the highest possible velocity of gas because rotor. The area of the buckets decreases and this
of the contour of the guide vanes. After passing causes further increase in velocity and decreases
through the guide vanes, the gas is directed pressure. This increase in velocity causes a reac-
against the rotor buckets. The design of the tur- tion to the direction of gas flow aiding the rotation
bine rotor is such that the gas from the guide of the turbine wheel.

mDD00__________________________~9
1/J!!/JOO/ DESCRIPTION I
Turbocharger turbines are mostly of the mixed-
flow type. The degree of reaction or impulse will
vary according to manufacturers.
The efficiency of the impulse turbine is usually
TURBINE BLADES, greater than that of the reaction turbine due to
(BUCKETS) the decreased friction and outlet losses.
17--- - - ; - - DISCHARGE AREA
SMALLER THAN
ENTRANCE AR EA

GUIDE VANES
INCREASES VELOCITY
WHILE REVERSING FLOW
OF EXHAUST

~ EXHAUST FLOW
"--" DIRECTION OF TURBINE ROTATION

FIGURE 16- Mixed-flow Turbine

COMPRESSOR CONSTRUCTION
Construction of the compressor consists of three elements which must be matched to each other for
maximum efficiency: the impeller, diffuser and compressor housing. With the impeller rotating at high-
speed and accelerating the air passing through it at high velocity, the diffuser and compressor housing
would reduce efficiency if they were not designed to be compatible with the impeller.

IMPELLERS
There are four types of impeller designs .
They are:
• Straight bladed impeller
• Curved bladed impeller
• Backward-curved bladed impeller
• Shrouded impeller

The straight bladed impeller (Figure 17) has

straight blades, and is relatively inexpensive to
produce, but has a relatively low efficiency cau sed
by shock loss at the turbocharger inlet.

FIGURE 17- Impeller Design- Straight

~w_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~OODDGI
I DESCRIPTION DO!J/J/1
The curved bladed impeller (Figure 18), has The shrouded impeller (Figure 20) is very ex-
blades that are curved. The angle of curvation at pensive. Since the blades must support the weight
the inlet of the blades is designed to allow the air of the shroud it is also the weakest of the impeller
entering the impeller to be at precisely the same wheel designs and generally are not used for auto-
angle as the blades. This design reduces inlet motive applications.
losses.
IMPELLER
BLADES

FIGURE 18- Curued Bladed Impeller

The backward-curved bladed impeller (Figure

19) h as blades which are not radial in design, but
are actually curved backwards from the direction
of rotation. These wheels produce very high effi- FIGURE 20- Impeller Design- Shrouded
ciency but do not have a high pressure ratio for a
given diameter and speed. Radial designed impel-
lers, such as the straight bladed and curved
bladed impellers, have a higher pressure ratio.
DIFFUSERS
IMPELLER When discu ssing diffusers, th ere are three
WHEEL
basic designs commonly u sed wi th centrifugal
compressors. They are:
• Scroll-type
• Parallel-type
• Vane-type

The scroll-type (Figure 21) is the simplest de-

sign. It consists of a volute or snail shape around
IMPELLER
BLADES
the outside of the impeller. The cross section area
ofthe scroll increases in proportion to the amount
of air coming from the impeller. If designed cor-
rectly, it will slow down th e air and convert the
FIGURE 19- Impeller Design- Backward-Curued velocity energy into pressure energy.

mDDOO__________________________~n
1/Jil/JOO/ DESCRIPTION I
detach itself from the surface, causing air cur-
AIR FLOW
FROM IMPELLER rents which move against the main current. This
WHEEL THROUGH will reduce overall efficiency of the turbocharger.
DIFFUSER

AIR
FLOW AIR
IMPELLER FLOW
TO FROM
WHEEL IMPELLER
WHEEL

\~
THROUGH
AIR DIFFUSER
FLOW
TO.._..
IMPELLER
SHAFT WHEEL

ROTATION
IMPELLER OF
WHEEL SHAFT

FIGURE 22- Impeller Design - Parallel Wall

FIGURE 21 -Impeller Design- Scroll-Type

The parallel-type diffuser (Figure 22) forces air -~-___,C>

to flow in a spiral rather than a radial direction.
The air velocity at the outer diameter of the dif-
fuser is considerably less than at the inner
diameter.

The vane-type (Figure 23) is designed so the

AIR FLOW
leading edge will be in line with the direction of THROUGH
the air flow from the impeller. The vane curvature DIFFUSER
will force air to flow or be slowed down as required
for the design of the specific engine application.
This design a llows for a high peak efficiency.
IMPELLER
The impeller, diffuser and the compressor hous- WHEEL
ing must have surfaces that are as smooth as pos-
sible. Any roughness may cause some of the air to FIGURE 23 - Impeller Design- Vane-Type

ADVANTAGES AND DISADVANTAGES

OF TURBOCHARGED ENGINES
The advantages of turbocharging far outweigh the disadvantages when compared to an equivalent
naturally-aspirated engine. Combustion offuel is more complete, and will take place within the engine
cylinders where its work is accomplished, because the turbocharger delivers an abundance of com-
pressed air or an air/fuel mixture.
~12_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~0DDDOI
 I DESCRIPTION DO/Jill
The positive air pressure (above atmospheric pressure) that is maintained in the engine intake
manifold benefits the engine in several ways. During engine valve overlap clean air is pushed across the
combustion chamber scavenging all remaining burned gases, helping to cool cylinder heads, pistons,
valves and exhaust gas. This cleaner burning fuel, plus cooling at engine will help to extend engine
life.

The only major disadvantage with a turbocharger is that normal engine maintenance must be
performed on a set schedule according to manufacturer's specifications. Since the turbocharger can
rotate upwards of 130,000 rpm, engine oil must be kept clean and free to flow. Lack of oil is the biggest
destroyer of turbochargers.

For a given type offuel and engine, greater power can be obtained by turbocharging an engine than by
any other method.

INTERCOOLING
Intercooling is the process of cooling the air or air/fuel mixture somewhere between the compressor
discharge and the engine. Intercooling is sometimes referred to as aftercooling or charge-air cooling. In
this program we will use intercooling as the terminology for this process.

When air or air/fuel is compressed by the turbocharger the molecules are forced tighter together. This
causes friction between the molecules. Friction creates a rise in temperature in the air or air/fuel mix-
ture. In turn, when the temperature is decreased, the pressure will decrease.

The air or air/fuel charge is cooled by going

through a heat exchanger, also referred to as an
intercooler (Figure 24). Intercoolers are designed
in different ways. The method of cooling is by
means of ambient air, ice water or engine coolant,
with ambient air being the most common in auto-
motive applications other than racing or large
diesel trucks. The temperature drop through the
intercooler will vary according to the tempera-
ture of the cooling medium and the available flow
rate of the cooling medium. The pressure of the
charge will always drop as it goes through the
intercooler, but the air should become more
dense. This will allow a greater mass of air per
minute to flow through the engine at a given
intake manifold pressure. The load on the engine
is reduced and a higher density charge is sup-
plied. This will allow a greater amount of fuel to FIGURE 24 - Cooling
be burned producing an increase in horsepower. A
1° decrease in intake manifold temperature will result in a 1° decrease in exhaust temperature. This will
not only make it easier on the exhaust valves, it reduces heat rejection requirement of the engine. As
already stated, the cooling of the charge will lower the pressure. This will help to decrease the
combustion chamber pressure and reduce the stress on the engine.

A perfect intercooler would reduce the charge temperature to that of the cooling system used without a
drop in pressure. This is not possible, since there will always be a drop in pressure, and it would not be
possible to lower the charge temperature to that of the cooling medium.

mDD00~------------------------~'3
/IJIJ!JO/ DESCRIPTION 7
The effectiveness of the intercooler can be figured by finding out the temperature of the charge before
entering the intercooling, upon leaving the intercooler and the temperature of the cooling-medium. For
example, let's say that the charge temperature is 100°F. (38°C.), the cooling medium temperature is 50°F.
(10°C.) and the char ge temperature is lowered to 75°F. (24°C.). The exchange has an effectiveness of 50
percent.

100° -75° = 25° = .5

100° - 50° 50°

If a more efficient intercooler is used which can drop the temperature to 60°F. (l6°C.), the effectiveness
would be 80 percent.

100° -60° = 40° = .8

100°- 50° 50°

Gasoline engines are sensitive to charge temperatures because of pre-ignition and detonation. An
octane rating requirement can be reduced substantially with an intercooler. This a lso helps to reduce
a hot spot in a combustion chamber which will reduce the chance of the air/fuel charge from igniting
before the plug fires.

~'4--------------------------~oooa1
I OPERATION DO!J/11
THEORY OF OPERATION
The heat energy and pressures in the engine exhaust gas are utilized to drive the turbine wheel. The
speed of the rotating assembly and output of the compressor wheel is controlled by the design and size of
the turbine wheel and turbine housing. The housing acts as a nozzle to direct the exhaust gas flow to the
turbine wheel blades which drive the sh aft wheel assembly. The impeller wheel which is cou pled to the
turbine wheel will rotate at the same speed as t he turbine wh eel. Air or an air/fuel mixture is drawn
into t h e compressor housing t hrough the air filter or carburetor by the impeller wheel. Inside the
compressor housing the air or air/fuel mixture is compressed and delivered to the intake manifold (or
forced into t he carburetor). The amount of air pressure rise a nd air mass delivered to the engine from the
compressor is determined by wheel size and matching of the turbocharger to a given engine. Engine and
turbocharger must be properly matched.

At times a turbocharger may be used to compensate for high altitude in a naturally aspirated engine.
This would mean that the engine and turbocharger a re matched to provide a mild boost of air pressure.
Improved combustion and a moderate power increase with no increase offuel delivery is the result. An
increase of air available for combustion with t he appropriate air/fuel ratio, will produce more power at
both sea level a nd high altitudes.

AIR FLOW
Air flow (Figure 25) through the compressor
housing of the turbocharger is determined by t he
type and design of the impeller wheel, diffuser
and the housing itself. The compressor impeller
wheel rotates at a very high speed and accelerates
the air or air/fuel mixture through it at a high
velocity by centrifugal force. This is wh ere th e
name centrifugal compressor comes from when
discussing this type of turbocharger compressor.
The diffuser acts as a nozzle in reverse, slowing
the charge down without causing turbulence.
This will cause a n increase in pressure and tem-
perature. The housing is used to collect the high
pressure charge and direct it to wherever it is
GARRET T2
used. Some compressor housings are designed to TURBOCHARGER
act as a diffuser.
FIGURE 25 - Air Flow Through Thrbocharger

mDDOO__________________________~ls
11/J[/00!_ OPERATION I
Figures 26 and 27 are examples of centrifugal type compressors. These compressors include diffusion
blades designed to convert the velocity of the air into static pressure. This is usually accomplished by
increasing the radius of the air spin and by increasing the area.

In operation, air enters the compressor at the center and passes from the impeller to a stationary
diffused form in the housing. In the diffuser, much of its kinetic energy (energy developed by a moving
body as a result of its motion) is converted to increased pressure. The air is then discharged from the
perimeter of the housing.

Designs of diffusers vary, but in general they consist of an open passage which increases in cross-
sectional area which reduces the velocity of the charge. Other designs of diffusers use blades to perform
the same function. In such designs an angular space contains curved blades, and outside the diffuser
there is a volute which receives air set in motion by the impeller and conducts it to the outlet of the
housing.

EXHAUST GAS FLOW

Designs of turbochargers will vary in the direction in which exhaust gases will flow through them.
This direction of gas flow may be either: (1) axial, (2) radial (also known as inward), and (3) mixed.

The Cummins turbocharger (Figure 26) and the Hispano-Suiza unit (Figure 27) are examples of
radial-flow designs.

COMPRESSED AIR TO
ENGINE

CENTRIFUGAL COMPRESSOR
CASING

TURBINE CASING
BEARING INSERT

OIL SEAL
TURBINE WHEEL

EXHAUST OUT

HEAT SHIELD

BEARING

FIGURE 26 - Internal View- Cummins Turbocharger

~·6--------------------------~DDDDO#
I OPERATION D!JIJIIII
pass tangentially (at an angle) against the rotor
blades in the direction of rotation, leaving at the
center of the rotor as shown in Figure 27.

In the axial-flow turbocharger (Figure 28), ex-

haust gases enter along the axis of the rotor shaft.
The gasses pass through the nozzle guide vanes of
the nozzle r ing, then through the blades of the
rotor.

Generally the axial-flow and mixed-flow type

turbochargers are installed in low and medium
speed diesel engines, while the radial-flow tur-
bocharger is used on gasoline and automotive die-
sel engines.

FIGURE 27- Hispano- Suiza Air Flow Turbocharger

Figure 29 shows the exhaust flows and air flow
In the radial-flow turbine, exhaust gases enter diagram of a radial-flow turbocharger. This tur-
the housing which surrounds the unit. The gases bocharger can achieve 120,000 rpm.

ROTATING VANES

--c=- OUTLET

INLET ---+-~

SHAFT

STATIONARY VANES

FIGURE 28- Axial-Flow Compressor

COMPRESSOR IMPELLER
HOUSING WHEEL

¢AIR CYLINDER PISTON

. EXHAUST

FIGURE 29 - Turbocharger Exhaust and Air Flow

WDDOQ__________________________ ~I
7
/IIJ/]00/ OPERATION I
TURBOCHARGER BOOST CONTROL
Boost is the term used for pressure produced by a turbocharger when it increases the amount of air or
air/fuel into the combustion chamber. It is necessary to control the amount of boost that a turbocharger
may produce. Failure to control the boost pressures could result in damage to the turbocharger and/or
engine.
Turbocharger controls are generally divided into two categories- those which limit the speed of the
turbocharger and those which limit the compressor outlet pressure. By controlling the speed of the
turbocharger you prevent damage to the turbocharger and engine. Since most turbochargers will
produce more pressure than the engine can withstand, the controls are designed to limit compressor
outlet pressure.

One way to control the outlet pressure is to insert a blow-off valve in the exhaust system, located
between the engine and the turbocharger (Figure 30). The blow-off valve is usually constructed using a
poppet or flapper type design. A damper is attached to prevent fluttering of the valve. The valve is opened
by turbine inlet pressure (exhaust flow) only. This slowing down of the turbine will slow down the
impeller wheel which is attached by the center shaft to the turbine wheel. With the impeller wheel
rotating slower, the pressure output to the engine is reduced. Fluttering, if it occurs, may damage the
valve in a short time. This is the simplest and least precise method of controlling the turbocharger speed
and controlling the outlet pressure.
In some applications the blow-off valve is located between the turbocharger compressor housing and
the engine intake manifold (Figure 31). This is only used on fuel injected gasoline engines, diesel
engines, and where the compressor blows through the carburetor, not where the compressor draws an
air/fuel mixture in and compresses it for distribution to the engine intake manifold. Also, this type of
valve is similar to the blow-off valve located in the exhaust system. So if fluttering occurs, damage can
result.

IMPELLER WHEEL TURBINE IMPELLER WHEEL

WHEEL

==C> AIR FLOW

==C> AIR FLOW
~ MAIN EXHAUST FLOW
~MAIN EXHAUST FLOW
---{)BY-PASS AIR FLOW
--+BY-PASS EXHAUST FLOW

FIG URE 30- Blow-Off Value (Exhaust Line) FIG URE 31- Blow-Off Value (A ir L ine)

~~s_ _ _ _ _ __ _ _ _ _ __ _ _ _ _ __ _ _ _ _ _ _ _~OODDBI
I OPERATION DO[JIJ!J
Another type of control used mainly for air
turbines uses variable area nozzles in the turbine
housing. In t his design, all the gas goes through
the turbine at all times; no gas will bypass the
ACTUATOR
turbine. The nozzles are opened and closed by an
actuator controlled by a sensor. This system is
often used on air turbines, but is expensive a nd
unreliable for a turbocharger because of the hot
inlet gases.

The type of system which is used primarily for

automotive and light tr.uck applications (non-rac-
ing) utilizes a wastegate (Figures 32 and 33). This
is usually a butterfly or poppet valve. The valve
can be operated manually, by intake manifold
pressure, or by a servo motor. The servo can be
controlled by a device which senses turbocharger
speed, compressor outlet pressure (Figure 34),
gage pressure, absolute pressure, density, or air
flow into the compressor.

FIGURE 33 - Wastegate- Example No. 2

OIL INLET PASSAGE

EXHAUST
OUTLET
ELBOW

FIGUR E 32 - Wastegate - Example No.1

mDDOQ__________________________~I9
11/J[/00!_ OPERATION I
The most common way is to sense the output pressure of the compressor; this is the most accurate since
output pressure is a direct function of the turbocharger speed. This type of control is commonly known as
the integral or integrated wastegate control. When the control senses an overboost of outlet pressure, the
servo will open the wastegate by means of an actuator rod. The greater the boost, the more the wastegate
will allow exhaust gases to bypass the turbine wheel. Engine intake manifold pressure is controlled at
required levels. This is the most efficient and practical method in terms of overall performance. This
wastegate control is often used to control boost from a preset level at or near peak torque speed to some
higher level at rated speed.

Another variation of this type of control sensor will sense the pressure differential across the com-
pressor inlet and the outlet. The sensor will direct the wastegate to open and bypass exhaust gas when a
preset intake manifold pressure is reached. It will hold this pressure constant as engine speed and
power increase as long as the capacity of the wastegate is adequate.

An absolute pressure sensor can also be used. In this sensor, the spring is enclosed in a bellows
evacuated of air. The vacuum gives an absolute pressure reference and is not affected by air temperature
changes. If an engine is used in different altitudes, this is the most desirable type of sensor. It has the
advantage of limiting intake manifold pressure to the same absolute value, regardless of altitude or
barometric conditions. Because the absolute pressure sensor allows for variations in altitude, it is
recommended for aircraft engines.

COMPRESSOR

.....---TURBINE

r---- WASTE GATE

ACTUATOR

=C> AIR FLOW

-i> AIR PRESSURE TO WASTEGATE ACTUATOR
___,. EXHAUST FLOW
___. BY-PASSED EXHAUST FLOW

FIGURE 34 - Wastegate- Compressor Outlet Pressure Sensor

~2o_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~OODDO#
I LUBRICATION D!J!JII!I
OIL FLOW
Since a turbocharger operates at extremely high speed (upwards of130,000 rpm), a good clean supply of
oil has to reach the turbocharger for lubrication and cooling (Figure 35).

There are no special requirements for oil or oil filters in a turbocharged engine; the manufacturer's
recommendation for engine oil is adequate for the turbocharger. Not only is it necessary for the
turbocharger to receive oil, it must be able to have the oil flow freely back to the engine.

If a turbocharger is lubricated with clean oil at engine pressure it can be run for many years without
any visible signs of wear on the bearing journals. If dirty oil or no oil is supplied to the turbocharger
even for a short period of time , the unit will fail.

~OIL FLOW

FIGURE 35 - Oil Flow

mDDOQ__________________________~z'
/IJIJOO/ LUBRICATION I
OIL COOLING
Since the temperature of the exh aust gases which operate the turbocharger are in the vicinity of
1,350°F (733°C) for diesel engines and 1,750°F (955°C) for gasoline engines, it is essential that provisions
be made for cooling t he unit . Figure 36 illustrates a turbocharger equipped for cooling with engine
coolant.

The majority of turbochargers used for automotive a pplications are cooled by engine oil.

Due to l arge variations in temperature

throughout the turbocharger, different materials
(each with a different coefficient of expansion)
close clearances between rotating parts a nd hous-
ings. Together with high rotational speeds, it is
essential t h at the turbocharger be adequately
cooled. Should the cooling system fail or be inade-
quate, the resulting expan sion of various parts
would quickly ruin the unit.

An automobile or small truck turbocharger

running at speed will add approximately 80°F
(27°C) to t he oil as it passes through the bearings.
The turbocharger is idling a great deal of the
time, this additional heat will occur only occa-
sionally. Therefore the engine oil temperature
will not run considerably higher t han that of a
naturally aspirated engine.

FIGURE 36 - Oil Cooled Turbocharger

A heavy truck or bus equipped with a turbocharger is usually equipped with an oil cooler. This is
required since the t urbocharger in t his a pplication would be operating under load a majority of the
time, and the oil temperature would be increased considerably.

PRECAUTIONS
When first starting an engine it is recommended not to race t he engine until the oil pressure rises
above 30 psi (207 kPa). The t urbocharger is normally the last item to receive oil, the pressure should be
high enough to supply an adequate oil supply to the t urbocharger. This is especially critical during cold
weather starting. After a n oil change it is also recommended to remove the coil wire on gasoline engines
or disconnect the fuel solenoid on diesel engines, and crank the engine until the oil pressure rises- t his
will a llow t h e turbocha rger bearings to get coated with oil.

After heavy acceleration, it is recommended th at t he engine be allowed to idle for a few minutes. This
a llows the oil flowing through the turbocharger to help cool down the internal parts, and to prevent
possible damage to the t urbocharger.

If a n engine is shut down immediately after being r un extremely hard, the turbocharger bearings
could freeze to the shaft, due to high heat.

~22_ __ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~00DDOI
I INSPECTION DO!JIJII
EXTERNAL
With the turbocharger removed from the engine, inspect the turbocharger for the following:

• Oil leaks from the center housing. This is the housing which contains the oil passages and
bearings. An external leak can be a sign of a cracked housing, damaged oil seal or gasket.
• Compressor housing for cracks. Also check the bolts for correct torque.
• Turbine housing for cracks and correct bolt torque.
• Free movement of the wastegate linkage. If free movement is not found, this could cause the
wastegate not to open and the turbocharger and engine could be damaged.

INTERNAL
With the turbocharger disassembled (Figure 37), the following should be inspected:

WASTE GATE
ASSEMBLY
LINKAGE
ACTUATOR
ROD

CENTER
HOUSING

TURBINE WHEEL

FIG URE 3 7 - Garrett T3 Turbocharger

mDDOQ__________________________ ~
23
 IIIIJ!JOO/ INSPECTION I
• Compressor and turbine wheel for excessive oil, and possible wear or damage to the wheel from
foreign materials.
• Compressor and turbine housing for excessive oil, and possible wear or damage due to foreign
material or damaged compressor wheel.
• Check all oil seals and gaskets.
• Check the turbocharger bearing radial clearance as described below:
1. Attaching a dial indicator to the center housing so that the indicator plunger extends through the
oil outlet port and connects to the shaft.
2. Manually apply pressure equally and simultaneously to both the compressor and turbine wheels
to move the shaft away from the dial indicator plunger as far as it will go.
3. Set the dial indicator to zero while holding the shaft away from the plunger tip.
4. Manually apply pressure equally and simultaneously to both the compressor and turbine wheels
to move the shaft toward the dial indicator plunger as far as it will go.
5. Repeat step 2 and note that the dial indicator returns to zero.
6. Repeat steps 2, 3, 4, and 5 to make sure an accurate measurement has been made. If the bearing
radial clearance does not fall within specifications, replace the turbocharger center housing.
• Check the turbocharger bearing axial clearance as described below:
1. Attach a dial indicator to the center housing so that the indicator plunger extends through the
turbine housing and contacts the shaft.
2. Manually pu sh the turbine wheel assembly as far away from the dia l indicator tip as possible.
3. Set the dial indicator to zero while holding the turbine wheel away from the plunger tip.
4. Manually push the turbine wheel assembly toward the dial indicator tip as far as possible.
5. Repeat step 2 and note that the dial indicator returns to zero.
6. Repeat steps 2, 3, 4, and 5 to make sure an accurate measurement has been made. If the bearing
axial clearance is not within specifications, replace the turbocharger center rotating housing
assembly.

Figures 38 through 44 show examples of damaged and worn turbocharger parts.

Figure 38 shows an impeller where the blades

made contact against the compressor housing
wall after bearing failure. Note blade tips are
deformed and there is metal on the contour of the
blades.

WORN COMPRESSOR
WHEEL BLADES

FIGURE 38 - Impeller Wheel

~2_
4 _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~00000#
I INSPECTION DOIJ/JI/
Figure 39 shows heavy turbine wheel blade Figure 41 shows what can happen to the impel-
contact against the turbine housing wall after ler after ingestion of soft material, such as shop
bearing failure. towels or rubber booting, which have bent the
blades backwards.

WORN
TURBINE
WHEEL
BLADES

FIGURE 39 - Thrbine Wheel FIGURE 41- Damaged Impeller Wheel Blades

Figure 40 shows damage caused by ingestion of Figure 42 shows an impeller which is worn
foreign objects. Loose material from the engine, from abrasive material, like dirt. This quickly
like valves or ring parts can cause massive tur- erodes the compressor wheel material. Note the
bine wheel blade damage. Note that the damage notch worn in the contour section of the blade and
is fairly uniform on all blades. the rounded blade tip edges.

FIGURE 40- Damaged Thrbine Wheel Blades FIGURE 42- Worn Impeller Wheel Blades

IODDOQ__________________________~2s
11!/J/]001_INSPECTION 7
Figure 43 shows an extreme example of sand erosion of an impeller, caused by a loose duct between the
turbocharger inlet and the air cleaner.

Figure 44 shows deposits of burned oil on the turbine wheel resulting from oil burning in the turbine.
Oil entered due to a turbocharger seal leak, a sludged center housing, or from engine oil caused by an
engine burning oil.

FIGURE 43 - Example of Extreme Sand Erosion FIGURE 44- Deposits of Burned Oil on Turbine Wheel

~26_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~000001
I TROUBLESHOOTING DOIJI!II
Most turbocharger failures are caused by one of three reasons: lack of lubricant, contamination of
lubricant or ingestion of foreign materials. Many turbochargers are removed needlessly because the
appropriate troubleshooting procedures are not followed.

There are five symptoms which may indicate possible turbocharger problems. They are as follows:
• Engine lacks power
• Black smoke
• Blue smoke
• Excessive oil consumption
• Noisy operation

PRE CHECKS
Before beginning diagnosis of a turbocharger complaint, there are three prechecks that should always
be made.
1. Check all vacuum lines, pressure hoses and wires for proper connection.
2. Check carburetor or fuel injection pump and injectors. Check wastegate linkage for freedom of
movement and damage. Install a gage and check boost pressure, to see if it falls within specifications.
3. Inspect turbocharger-related systems, such as emissions, fuel , and engine electrical prior to begin-
ning t urbocharger diagnosis. Consult the appropriate Shop Manual for diagnosis procedures
for these systems.

The first step in troubleshooting a turbocharger is to start the engine and listen to the sound the
turbocharger makes. As you become familiar with the sound that a turbocharger makes when it is
properly operating, it will become easy to identify air leaks between the compressor outlet and engine or
an exhaust leak between the engine and turbocharger by a higher pitched sound. If the sound cycles or
changes in intensity, a plugged air filter, loose material in the compressor inlet ducts, or dirt buildup on
the compressor and housing, is the most likely cause.

We will now examine each of the problems separately.

DIAGNOSIS
Overboost Indications
If the turbocharged engine has an overboost indicator, and the problem is related to the wastegate not
functioning properly, the following information is given in a step-by-step format for troubleshooting the
wastegate system.

NOTE: This information is given for the Garrett T3 turbocharger, used on 1983Yz Thunderbird/
Cougar, Mustang/Capri; other type turbochargers may use different types of wastegate
controls.

1. Verify that the wastegate actuator rod is attached to the wastegate arm with retaining clip. Ifnot
attached, attach and test turbocharger for correct operation.
2. Remove the actuator hose (hose from the compressor outlet to the actuator) from the actuator.

mDD00___________________________ 2~
7
 /1!1!/JOO/ TROUBLESHOOTING 7
3. Install an external pressure source to the actuator. Refer to the specifications of the type of tur-
bocharger being tested. If readings are within specifications given, go to the next step; if not, replace
the actuator.
4. Install a dial indicator to measure wastegate actuator rod travel. Refer to specifications of the type of
turbocharger being tested. Failure for the rod to travel a given distance with a given pressure could be
the result of the diaphragm being damaged in the actuator assembly or the wastegate being frozen in
position. If rod does not move as specified, check for freedom of movement in the wastegate; if the
wastegate moves freely, the actuator should be replaced. If the wastegate does not move freely, replace
outlet elbow and wastegate assembly.
5. Remove outlet elbow. Check that wastegate sealing poppet moves freely on the pintle and is seating on
the turbine housing bypass hole. If not, replace outlet elbow and wastegate assembly and/or clean
bypass hole and sealing surface. Check to see that foreign materials have not and do not enter the
turbine housing.

Engine Lacks Power and/or Emits Black Smoke

This is usually an indication that sufficient air is not reaching the engine. This can cause both a lack of
power and black smoke. This can be caused by restrictions to the air intake or air leaks in the exhaust or
induction systems. Listen to the engine while it runs, to try and pinpoint the problem.

If the problem cannot be pinpointed, check for the following:

• Air filter. If in doubt, measure for restriction from instructions given in the Shop Manual.
• Air inlet duct for restrictions from filter to turbocharger.
• Connections on compressor outlet to intake manifold.
• Inlet manifold bolts for correct torque specifications.
• Exhaust system for restrictions or loose material.
• Examine turbocharger for cracks, loose nuts, or blown gaskets.
• Free rotation of the turbine shaft.
• Axial shaft play (end-to-end movement).
• Radial shaft play (side-to-side movement). Radial shaft play is normal, but if excessive wear is
present it can permit either the turbine wheel or compressor wheel to come in contact with its
housing.

If none of these symptoms are present, the complaint is more than likely in the engine and not with
the turbocharger.

Blue Smoke and/or Excessive Oil Consumption

Blue smoke is an indication that the engine is using excessive oil (burning oil). This can be caused by
turbocharger seal leakage (from the center housing to the compressor housing) or it is an indication of
internal engine problems. Check for the following:
• Air filter and air inlet duct assembly for restrictions. A higher than normal restriction can cause
compressor oil seal leakage, due to a pressure drop, which will draw oil from the center housing past
the seal into the compressor housing. From there it goes into the engine and is burned.
• Free rotation of the turbine wheel, damage to wheels or rubbing against the housing by the wheels.
• Oil drain line for restriction or damage, which can cause seal flooding and leakage.

~2_
s _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ __ _ _ _ _ _~ODDDO#
I TROUBLESHOOTING DOilll!l
• Crankcase pressure to be sure it is within specifications.
• Exhaust manifold for presence of oil. If oil is present, refer to the appropriate Shop Manual for
troubleshooting and repair procedures.

Noisy Operation
Check for the following:
• All pressure connections for tightness. Compressor discharge ducts, exhaust manifold, etc.
• Turbine shaft for looseness.
• Turbine wheel or compressor wheels to see if they are rubbing against their housings.
• Blades of both wheels for damage from foreign materials.

DIAGNOSIS CHARTS
The diagnosis charts on the following pages can be used to help troubleshoot a turbocharged engine.

moaoo___________________________ 2~9
/IJ[/00/ TROUBLESHOOTING I
ENGINE LACKS POWER AND/OR EMITS BLACK SMOKE

TEST STEP RESULT ..... ACTION TO TAKE

AO I VERIFY COMPLAINT
Complaint verified .... CHECK boost pressure.
If pressure within
specifications, GO to A1 .

Complaint not verified ..... CHECK complaint with

customer.
A1 I INSPECT AIR CLEANER DUCT
Remove air cleaner duct assembly and check for
obstructions in the assembly. @• REPAIR or REPLACE as
required.

@) ..... GO to A2.
A.2 I INSPECT AIR FILTER
Remove air filter from the housing and check for
obstructions. @• REPLACE element and
RETEST.

@) ..... GO to A3.
A3 I CHECK CONNECTIONS
Check for loose compressor-to-intake manifold
connections.
@. . . TIGHTEN connections to
specifications.

@) ..... GO to A4.
A4 J CHECK FOR LEAK
Check for a leak at the intake manifold. @. . . REPAIR or REPLACE as
required.

AS I CHECK FOR LEAK

®• GO to AS.

Check for a leak at the exhaust manifold. @. . . REPAIR or REPLACE as

required.

@) ..... GO to A6.
A6 I CHECK FOR LEAKAGE
Check for leakage at turbocharger mounting flange. @. . . REPAIR or REPLACE as
required.

A7 I CHECK TURBOCHARGER
®• GO to A7.

Check turbocharger rotating assembly for binding or

dragging. @• REPAIR or REPLACE as
required.

®• GO to AS.

~Jo_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~OODDDI
I TROUBLESHOOTING DO!J!!I/
ENGINE LACKS POWER AND/OR EMITS BLACK SMOKE (Continued)

TEST STEP RESULT ..... ACTION TO TAKE

AS I CHECK FOR RESTRICTIONS
Check for possible restrictions in compressor-to-intake
manifold ducts.
@. . . REPAIR or REPLACE as
required.

@) ..... GO to A9.

A9 I CHECK FOR RESTRICTIONS

Check for restrictions in the engine exhaust system. @. . . CORRECT as required .

@) ..... GO to A10.

A10 I CHECK FOR RESTRICTIONS

Check for restrictions in the engine intake manifold. @. . . CORRECT as required .

@) ..... GO to A11 .

A 11 I CHECK FUEL SYSTEM

Check for malfunction in carburetion and/or fuel system
components.
@. . . REPAIR or REPLACE as
required.

@) ..... GO to A12 .

A12 I CHECK SHIFTING

Check for correct shifting. @. . . REFER to transmission
diagnosis.

@) ..... GO to A13.

A13 I CHECK TURBOCHARGER

Check turbocharger wastegate for correct operation. (Refer
to wastegate troubleshooting.)
@. . . REPAIR or REPLACE as
required.

@) ..... REFER to engine

diagnosis procedures.

IODDOQ_____________________________~
3l
11/J!JOil TROUBLESHOOTING I
BLUE SMOKE AND/OR EXCESSIVE OIL CONSUMPTION

TEST STEP RESULT ~ ACTION TO TAKE

80 I VERIFY COMPLAINT
Complaint verified ~ GO to 81 .

Complaint not verified ~ CHECK complaint with

customer.
81 I INSPECT TURBOCHARGER
Inspect turbocharger oil supply and drain lines and fittings
for proper connection, leaks and restriction.
@~ REPAIR and/or
REPLACE as required.

@)~ GO to 82.

82 I INSPECT FOR BLOCKAGE

Inspect fuel system, evaporative control system (if so
equipped), and air cleaner for damage, leaks, blockage
@~ REPAIR, CLEAN or
REPLACE as required .
and proper connections.
@)~ GO to 83.

83 I CHECK FUEL SYSTEM

Check fuel system for proper operation. @~ REPAIR and/or
REPLACE as required.

@)~ GO to 84.

84 I CHECK VACUUM SYSTEM

Check the vacuum system and intake manifold for leaks. @~ REPAIR and/or
REPLACE as required.

@)~ GO to 85, For gasoline

engines. GO to 86, For
diesel engines.
85 I CHECK EMISSION SYSTEM
Check EGR and Thermactor air system. @.... REPAIR and/or
REPLACE as required .

@) .... GO to 86.

86 I CHECK ENGINE
Perform cylinder compression and/or leakage test. @~ REPAIR and/or
REPLACE as required.

@)~ GO to 87.

87 I CHECK TURBOCHARGER
Check turbocharger compressor and turbine oil seals for
leakage.
@~ REPAIR and/or
REPLACE as required.

@) .... drive
PERFORM a complete
train analysis.
REPAIR and/or
REPLACE as required.

~32--------------------------~00DDm
 I SERVICE PROCEDURES DO!J!J/JI
SERVICE PRECAUTIONS
• Prior to starting any turbocharger repair procedure, clean the area around the turbocharger assem-
bly with a non-caustic solution before removal or disassembly. Cover all openings of engine assembly
connections to prevent entry of foreign material while the turbocharger is off the engine.
• When removing the turbocharger assembly, take special care not to bend, nick, or in any way
damage compressor or turbine wheel blades. Any damage could result in rotating assembly im-
balance, and failure of the center housing, compressor, and/or turbine housings.
• Before disconnecting the center housing from either the compressor or turbine housing, scribe the
components in order that they may be reassembled in the same relative position.
• If a Silastic sealer, or equivalent, is found at any point in the turbocharger disassembly (such as
between the center housing and the compressor housing), the area should be cleaned and sealed with
an equivalent sealer during reassembly.
• Any time a basic engine bearing (such as a main, connecting rod or camshaft bearing) has been
damaged in a turbocharged engine, the oil and oil filter must be changed as a part of the repair
procedure. In addition, the turbocharger should be flushed with clean engine oil to reduce the
possibility of contamination.
• Whenever a center housing, or any part of a turbocharger assembly which includes the center housing,
is being replaced, the oil and oil filter must be changed as part of the repair procedure.
• Any time a turbocharger assembly has been disassembled, gently spin the turbine wheel after
reassembly to be sure that the rotating assembly does not bind, before connecting the turbocharger
exhaust outlet pipe to the elbow assembly.
• Interruption or contamination of the oil supply to the bearings in the center housing which support the
rotating assembly can result in major turbocharger damage.
• When changing oil and oil filter on a turbocharged engine or when performing any operation before
starting the engine:
- On gasoline engines, disconnect the ignition switch connector from the distributor. On
diesel engines, disconnect the fuel solenoid at the injection pump.
- Crank the engine several times (not to exceed 30 seconds for each cranking interval) until
the engine oil lamp goes out.
-Reconnect the ignition switch connector to the distributor or the fuel solenoid. This
procedure will aid the filling of the oil system.
NOTE: Special equipment is required to rebuild a turbocharger. Check the warranty status as to whether
the turbocharger is to be replaced or rebuilt at the dealership or by an authorized rebuilder.

§00000____________________________~33
/IJJfJOO/_ SERVICE PROCEDURES 7
REMOVAL AND INSTALLATION
The following are repair procedures that would normally be performed by a dealership technician:
• Wastegate Actuator Assembly
- Disconnect the hose(s) from the actuator assembly, and remove the turbocharger from the engine.
-Remove the actuator rod from the actuator (usually it is attached with a clip).
-Remove the actuator assembly from the turbocharger compressor housing.
-To install, reverse the above procedure.
• Outlet Elbow and Wastegate Assembly
- Loosen or remove the turbocharger exhaust crossover pipe at the catalytic converter.
- Disconnect turbocharger down pipe at outlet elbow and wastegate assembly.
- Remove actuator rod to the wastegate linkage.
- Remove the wastegate outlet and elbow assembly from the turbocharger.
- To install, reverse the above procedure.
• Compressor Housing
- Remove the turbocharger assembly from the engine.
- Remove the wastegate actuator rod retaining clip and remove rod from the wastegate arm.
- Scribe a line across the compressor housing and center rotating housing assembly to aid in
reassembly.
- Remove the compressor housing bolts, wastegate actuator and compressor housing from the
turbocharger.
-To install, reverse the above procedure.
• 'furbine Housing
-Remove the turbocharger from the engine.
- Remove wastegate actuator rod from the wastegate arm linkage.
- Scribe a line across the turbine housing and center housing to aid in reassembly.
- Remove the turbine housing bolts, and remove the turbine housing.
-To install, reverse the above procedure.

~34_ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ __ _~00DD81