Rebuilt - Technology

The turbo parts is that when failure in a vehicle, requires a high cost of repair or replacement, derived complexity of components that constitute the turbine and its calibration and installation.

A rebuilt turbo is a more economical solution, especially because it leverages components of the damaged turbo. Most reconstructions requires the replacement of the interior of the turbo and a rectification and adjustment of factory settings according to ISO 9002: 1994.

The reconstruction of all the internal elements of friction of a turbo, requires a complex quality control and that is only possible with measurement and test certificates machines. The reconstructions are made in a mechanical test environment or test benches and compared to manufacturer's values for the engine is turbocharged applied.

If you want to get a rebuilt turbo takes into account the following elements that identify your turbo origin or installed:
  • Vehicle brand
  • Model
  • Year
  • Motorization
  • No. motor
  • Turbo reference
Any further questions please contact us.
The turbocharger, known only as a turbo, was invented by the Swiss engineer Alfred Buchi in 1905. In 1920 it was used in diesel locomotives, being applied for the first time to a non-diesel engine at General Electric. Nowadays, they equip 100% of locomotives to Diesel, Diesel Engines of large ships, and Diesel Engines of vehicles.

Renault was the first Formula 1 team to use the turbo in 1977, banned in 1989 by the FIA. But in 2014 the turbo engines re-equipped the cars of the category.

The torque of a motor is directly related to the mass of air that it can suck up per cycle of admission. The turbocharger has the function of compressing the air before being admitted by the engine. Thus, the greater the volume of air, the greater the mass of air due to compression.

A turbocharger can be divided into two parts: the turbine (also known as the hot part) and the compressor (cold part), the name is given due to the difference in temperature of the two parts that can exceed hundreds of degrees during operation .

The turbine uses kinetic energy from the engine exhaust to power the compressor. This, in turn, through an axis, transfers this energy to the compressor located at the engine intake. Upon reaching a certain rotation and load, the compressor begins to generate positive pressure in the intake manifold. That is, it increases the mass of air that the engine admits per cycle, doing so by compressing the air (and thereby adding heat to the air, with increased entropy), causing the engine to achieve a much higher performance than the normal.

Diesel cars emit particles that are associated with respiratory, cardiovascular, and lung cancer. These carcinogenic particles are emitted with soot from the burning of diesel, the typical black smoke from diesel cars.

Since they are highly harmful to public health, a maximum emission limit of 0.005 g / km has been set with the Euro V standard which came into force in September 2009.

The only way to have a low value is to add a particulate filter to the exhaust line. PSA Peugeot Citroën was the first manufacturer to put particle filters on its passenger cars in 2000 and, until 2004, several cities banned the use of heavy vehicles without particulate filters (such as Tokyo and New York).

The particulate filter can be called FAP (Filtre à particules) or DPF (Diesel particulate filter). In order to avoid the emission of diesel particles, this filter "arrests" the particles and, through regeneration, burns the particles at an elevated temperature using precious metals, transforming them into CO2, water and gray, similar to what happens with a common catalyst.
White smoke and rotations rising wildly are usually symptoms of damaged Turbo. Please consult us before the problem worsens.
- When a turbo is 'bad health' sometimes there are the following symptoms; the consumption of oil, the loss of force and the loss of power accompanied by a slight 'whistle'.

- The oil used in the engine must be synthetic or semi-synthetic (10W40, 5W40, among others) as it allows more efficient lubrication of the small holes in the engine. The weak oil becomes pasty and clogged these passages, not cooling the turbo and clear leading to the ruin of it.

- Care should be taken with the Turbo, NEVER accelerate at high speeds, when the car is still cold, ideally not to exceed 2,500rpm (depending on the model). If possible leave the car idling about 8 seconds before starting the trip, never more than 5 minutes, because contrary to what many people say, the car should not warm up at the moment but in progress.

- After a trip or having driven the car to high revs, you should always immobilize the vehicle, leave 1 to 2 minutes to the throttle, called turbo timer, engine cool down, because the turbine runs on oil , oil that is sent by the engine, or if we turn off the engine, the oil pressure drops almost immediately to 0, what happens to this? It turns out that Turbo Turbo, is spinning without getting the necessary lubrication, the so-called dry spin.

- Vehicles with more urban use where it is not possible to 'accelerate' from time to time to ride at 2000rpm to 3000rpm to decarbonize turbo and other components.

The preparation involves changing a set of components in order to improve engine performance and torque power. This change can only be made using non-original parts and components that require highly specialized knowledge. The alterations may imply alteration of the partial or total turbo, intake tubes and accompanied by their electronic (change of the Centralina or its reprogramming).
"Safe mode" is a system of motor protection and self-defense in the event of a serious breakdown that could seriously damage the engine. If your vehicle has triggered this safety mechanism you should go to a workshop and realize its origin. It may also be related to Turbo malfunctions and faulty operation of variable geometry.
Conventional turbos have the drawback that at low engine speeds it does not activate the turbine, it is only driven by the exhaust gases, so the engine behaves as if it were atmospheric. One solution to this is to use a small low pressure turbo that starts compressing the air drawn by the engine from very low rotations, but this has a drawback, is that at high engine speeds the low pressure turbo does not have sufficient capacity to compress all the air that the motor needs, therefore, the power we gain at low rotations we lose it in highs. To remedy this drawback, the solution was to provide the same "blower" machine with the ability to compress the air effectively both at low and high speeds, for which variable-geometry turbochargers were developed.

The turbo TGV (Variable Geometry) differs from the conventional turbo by the use of a plate or crown on which movable fins are mounted that can be oriented (all together) at an angle determined by a rod and lever mechanism pushed by a capsule pneumatics. As time goes by and coal accumulates in this fin system, it causes performance problems because they trap and cause the fins to malfunction by letting air pass uncontrollably.

- Entry of foreign objects by the intake by the compressor, breakage of the vanes of the compressor wheel.

- Rupture of turbine fins by entry of foreign objects originating from the engine, engine valves, piston rings, valve guides, cast pistons, valve seats, exhaust manifold castings, nuts, bolts, washers, etc.

- Risks evenly distributed on the perimeter of the inner and outer surfaces of the bushings, turbine shaft surface, washers and core body, produced by contaminated oil or too pasty.

- Wear on the inner and outer surfaces of the bushes, core body, wear on the surface of the turbine shaft and friction washers, bluish coloration on the shaft.

- Accumulation of carbonized oil caused by the use of oils not suitable for the engine model, or late oil changes.

- The imbalance caused by the premature wear of the bushings is caused by the previously reported faults and by the excess deposits on the vanes of the compressor and turbine.

Oil losses can be caused by several factors:

Piston segments defective,
Turbocharger operation at zero oil pressure,
Crankcase exhaust pressure too high,
Oil drain to clogged crankcase,
Oil level too high,
Air filter too dirty,
Accumulation inside the body of deposits of charred oil,
Excess viscosity of oil used.
- Excessive rotation occurs due to several causes, such as defective or poorly calibrated BY-PASS valve. Incorrect application of the turbo to the engine, turbocharger proof at no load.

- The temperature rise is caused by the malfunction of the injection system (overflows) or out of point of the engine.

Most whistles and noise coming from the turbo, are produced by leaks in the exhaust and intake circuits. It is very important that they are watertight with the exterior. The noise of a siren is a symptom of imbalance in the core of the turbo.
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