1 00:00:09,250 --> 00:00:09,583 Right, 2 00:00:09,583 --> 00:00:12,666 so follow on from our last video with the EcoBoost engine, 3 00:00:12,666 --> 00:00:16,375 this is a similar unit, but we've obviously removed it to make it easier to have a look at it. 4 00:00:16,791 --> 00:00:19,541 So major components so cold side of the unit then 5 00:00:19,541 --> 00:00:24,166 we're still on the alloy pipework worth checking this for cracks. 6 00:00:24,166 --> 00:00:28,291 It's pretty rare, but sometimes if the unit's suffered excessive heat inside an engine bay. 7 00:00:28,750 --> 00:00:32,541 There is an opportunity for these items to crack, so check all connections. 8 00:00:32,791 --> 00:00:38,333 Common cause of loss to boost pressure is the intake pipes themselves that bolt on to the unit. 9 00:00:38,750 --> 00:00:44,208 So check all your hoses and connections before we automatically assume the fault inside here. OK. 10 00:00:44,208 --> 00:00:47,500 This side of the unit is cast iron, so we're back on the hot side of the unit. 11 00:00:48,250 --> 00:00:52,625 So there is actually a clamp between the two and this is what holds these two halves together. 12 00:00:52,625 --> 00:00:57,791 So if you send a unit off to be refurbished, they'll strip the whole unit out to the last nut, bolt, and washer. 13 00:00:58,125 --> 00:01:01,333 They'll remove the impeller, which we'll have a look at in a bit in more detail, 14 00:01:01,791 --> 00:01:06,000 and then they'll measure all the units. Items that are reusable. 15 00:01:06,291 --> 00:01:09,333 They'll strip them clean them, vapor blast them, rebuild them. 16 00:01:09,625 --> 00:01:11,375 Units that are scrap or damaged. 17 00:01:11,375 --> 00:01:13,833 They will strip out and then replace with new components. 18 00:01:14,166 --> 00:01:18,166 Rebuild it, spin it up on a bench to bench test it. 19 00:01:18,500 --> 00:01:22,000 They'll then test it and then they'll get it balanced on a specialist rig, 20 00:01:22,333 --> 00:01:26,416 repackage it, put it back together, put it in a box, send it back under warranty. 21 00:01:26,791 --> 00:01:28,666 Then you've got a new unit to fit. 22 00:01:29,000 --> 00:01:31,208 OK, so we have got a 23 00:01:32,291 --> 00:01:35,666 solenoid valve, a boost valve in there, which is fitted into there. 24 00:01:35,666 --> 00:01:39,375 It's sole job is to measure the pressure inside this part of the system 25 00:01:39,583 --> 00:01:42,125 and then send information back to the engine computer. 26 00:01:42,750 --> 00:01:46,541 OK, if there is an issue with over boosting what the engine computer will do 27 00:01:46,708 --> 00:01:49,708 is it will ease back on the r.p.m. 28 00:01:49,708 --> 00:01:53,000 and the throttle and timing sensors, and it will tell the engine 29 00:01:53,000 --> 00:01:56,291 to ease back on it until the boost is down to an acceptable level. 30 00:01:56,625 --> 00:02:00,541 In extreme cases, it will put the engine management light on and it will go into reduced 31 00:02:00,541 --> 00:02:04,458 operating mode until you kind of switch the engine off and reset it. 32 00:02:05,083 --> 00:02:07,666 OK, so for modifying units, 33 00:02:07,666 --> 00:02:10,666 if you go over the manufacturer's standard boost settings, 34 00:02:10,875 --> 00:02:14,083 then it will start to flag up as faults further on in the system. 35 00:02:15,125 --> 00:02:17,166 OK, so this is obviously why vehicles are mapped, 36 00:02:17,416 --> 00:02:22,083 and people who specialize in this kind of tuning can kind of get more performance out of your engine. 37 00:02:22,625 --> 00:02:29,375 OK, so we've got that side, if we have a look on the back edge here, we can see the gravity. 38 00:02:29,375 --> 00:02:31,791 So that's the return pipe to the sump. 39 00:02:31,791 --> 00:02:33,541 OK, it's been removed on this one. 40 00:02:33,541 --> 00:02:38,458 So because the unit was stripped out for refurbishment, we've got a blank on the top here. 41 00:02:38,458 --> 00:02:41,375 So that's for an oil take off on a different system. 42 00:02:41,708 --> 00:02:45,250 These turbine units are generally kind of generic, and then they modify them for 43 00:02:45,250 --> 00:02:47,625 whatever application and vehicle they are fitted on. 44 00:02:48,333 --> 00:02:51,416 We've got the waste gate actuator on here. 45 00:02:51,666 --> 00:02:56,583 So this is a vacuum operated unit, and if I turn it around briefly, you can see the vacuum pipe coming off. 46 00:02:57,250 --> 00:03:02,375 So what happens is the engine under vacuum will then generate movement inside this actuator. 47 00:03:02,375 --> 00:03:04,791 It's actually quite hefty to move by hand. 48 00:03:04,791 --> 00:03:06,166 You can move it, though. 49 00:03:06,166 --> 00:03:09,791 What happens is the pressure then overrides the spring, 50 00:03:10,333 --> 00:03:12,958 which then opens the waste gate inside the unit. 51 00:03:13,583 --> 00:03:18,833 OK, and the purpose of this is any over pressurized part of the system. 52 00:03:18,833 --> 00:03:22,083 It will dump this excess pressure back into the exhaust system. 53 00:03:22,416 --> 00:03:27,000 This allows the turbine to keep running and then we haven't got a thing called turbo lag. 54 00:03:27,000 --> 00:03:30,333 So turbo lag is when we're spinning the engine up and there's good gas flow. 55 00:03:30,666 --> 00:03:33,333 We shut off the throttle to go around a corner. 56 00:03:33,833 --> 00:03:38,208 And then when we reapply the boost, the turbo has to spin back up to speed. 57 00:03:38,416 --> 00:03:42,250 OK, so lag in early vehicles was quite drastic. 58 00:03:42,250 --> 00:03:46,000 You could physically count for a few seconds before the turbo cut back in 59 00:03:46,208 --> 00:03:49,541 which made for some in spirited cornering. 60 00:03:49,541 --> 00:03:53,166 So the general trick with older vehicles was don't accelerate 61 00:03:53,166 --> 00:03:55,750 going around corners because it'll try and launch it through the hedge. 62 00:03:56,375 --> 00:03:59,375 OK, so what we've done with these now we have an actuator on. 63 00:03:59,375 --> 00:04:02,583 We can test this with a vacuum pump physically with it stationary. 64 00:04:02,583 --> 00:04:06,583 So if we pump it up and the actuator arm moves, great, 65 00:04:06,583 --> 00:04:09,583 if it doesn't, there's a diaphragm in here which is probably split. 66 00:04:09,875 --> 00:04:13,041 These units aren't serviceable, so if you've got a split diaphragm 67 00:04:13,041 --> 00:04:16,333 in an actuator, really, it's a case of replacing it with new unit. 68 00:04:18,250 --> 00:04:19,166 These are adjustable. 69 00:04:19,166 --> 00:04:20,791 They come from the factory preset. 70 00:04:20,791 --> 00:04:23,500 They've generally got paint on them and they're locked in place. 71 00:04:24,250 --> 00:04:26,541 I wouldn't recommend adjusting them. 72 00:04:26,541 --> 00:04:30,541 The problem is is if you adjust it, we're starting to affect how the waste gate operates. 73 00:04:30,791 --> 00:04:35,791 If it opens too early, we're going to lose boost pressure, if it opens too late or not at all. 74 00:04:35,958 --> 00:04:39,875 Then we're going to overboost the system, which is either going to damage the turbocharger 75 00:04:39,875 --> 00:04:42,250 or potentially the engine itself. 76 00:04:42,875 --> 00:04:45,208 So over boosting is not a good thing. 77 00:04:45,208 --> 00:04:48,125 So I would say with an actuator, they come set from the factory. 78 00:04:48,125 --> 00:04:50,375 If you buy a new unit, they're already adjusted. 79 00:04:50,666 --> 00:04:52,875 They tell you to measure between here and here. 80 00:04:53,291 --> 00:04:57,791 And as long as it's within specification, you can fit the unit and then it's suitable for use. 81 00:04:58,333 --> 00:05:02,458 Another cause of low boost is this actuator arm seizes up. 82 00:05:02,833 --> 00:05:05,958 If the customer drives the vehicle gently and they never get to full, boost 83 00:05:06,250 --> 00:05:10,333 this arm, instead of moving that far will literally only move part of the travel 84 00:05:11,083 --> 00:05:14,416 because it's cast iron and it's in the side that generates carbon. 85 00:05:14,791 --> 00:05:17,375 You can actually get sticking actuator arm. 86 00:05:17,708 --> 00:05:22,291 So the cure for this remove the actuator arm itself and physically with a cold engine, 87 00:05:22,583 --> 00:05:25,666 just move the waste gate actuator backwards and forwards. 88 00:05:26,083 --> 00:05:28,416 If it moves freely, great, we can reassemble it. 89 00:05:28,625 --> 00:05:32,333 If it doesn't, then we need to disconnect the front part of the exhaust system 90 00:05:32,500 --> 00:05:34,333 and physically have a look from the other end. 91 00:05:34,333 --> 00:05:37,208 If it's coked up, it's got carbon buildup. 92 00:05:37,458 --> 00:05:40,500 We can clean that, refit the unit and then retest it. 93 00:05:40,958 --> 00:05:45,041 So don't necessarily assume to fix turbo faults we've got to strip the whole unit off the car. 94 00:05:45,333 --> 00:05:49,000 So Discovery 2TD5, this is quite common problem 95 00:05:49,208 --> 00:05:52,833 and literally five minutes, little bit of WD 40 on a cold engine. 96 00:05:53,083 --> 00:05:58,458 We can work this backwards and forwards and then free off for another six months of use without having an issue. 97 00:05:59,000 --> 00:06:02,125 OK, the issue was things like this is it creeps up on you slowly. 98 00:06:02,125 --> 00:06:05,625 So instead of a sudden loss of pressure, it'll gradually get less and less. 99 00:06:06,208 --> 00:06:09,333 OK, so just for basic service checks and check 100 00:06:09,333 --> 00:06:13,291 for physical breaks and operation before we start condemning the main unit. 101 00:06:14,750 --> 00:06:17,458 OK, so if we turn the unit over on the other side, 102 00:06:18,291 --> 00:06:21,416 we can see the return pipe there, which is just bolted on. 103 00:06:21,583 --> 00:06:23,666 There is a metal gasket that sits under these. 104 00:06:23,875 --> 00:06:27,708 When you replace one of these units, you must replace all the O rings and gaskets. 105 00:06:28,041 --> 00:06:29,875 They generally come in a kit. 106 00:06:29,875 --> 00:06:34,375 So if you buy a service kit for a turbocharger, it will come with the cartridge 107 00:06:34,708 --> 00:06:36,916 and all the O rings and pipes to connect it back up. 108 00:06:37,583 --> 00:06:40,666 As we said in the previous video, don't reuse old components 109 00:06:40,875 --> 00:06:45,208 because you will negate the warranty on any units you've bought. 110 00:06:45,750 --> 00:06:50,291 OK, this unit itself is actually a fixed vane turbocharger. 111 00:06:50,666 --> 00:06:55,708 There are variable vane systems, and what they do is they actually change the size of the chambers 112 00:06:55,708 --> 00:07:01,000 inside the turbocharger, therefore giving you more boost at low speeds and then more power at high speed. 113 00:07:01,583 --> 00:07:04,708 The only disadvantage with those is they're horrendously expensive, 114 00:07:05,000 --> 00:07:09,291 and they have to have a second actuator unit on to change the size of this chamber. 115 00:07:09,625 --> 00:07:13,041 And that something we'll cover in a later video is a variable vane unit. 116 00:07:13,500 --> 00:07:19,041 What most manufacturers do now is they fit multiple units, so they'll fit two turbochargers instead of one. 117 00:07:19,375 --> 00:07:24,416 They'll have one small unit for low speed torque and then one bigger unit for high speed power. 118 00:07:25,041 --> 00:07:27,708 And this is an installation we'll have a look in a later video.