EXHAUST MANIFOLD W/ TURBOCHARGER SYSTEM DESCRIPTION

This section should be used as a guide for troubleshooting when the turbocharger sub-assembly is suspected as the cause of a problem.


  1. OUTLINE OF TURBOCHARGER SUB-ASSEMBLY FAILURE


    1. State of Turbocharger Sub-assembly Failure Repair

      It is well known that turbocharger sub-assembly malfunctions cause many symptoms as shown below. However, the mechanisms resulting in these symptoms that indicate turbocharger sub-assembly malfunctions are not well understood. As a result, many unnecessary turbocharger sub-assembly replacements and other repairs are performed due to lack of knowledge about the turbocharger sub-assembly and turbocharger sub-assembly failure. Therefore, knowing the facts regarding turbocharger sub-assembly malfunctions is useful for making effective repairs and saving time.

    2. Turbocharger Sub-assembly Failure Classification

      Symptom Symptom Description See page
      Noise Whistling noise Continuous high pitch noise proportional to engine speed

      Click here

      Whining noise Relatively low pitch noise compared to whistling noise
      Oil leak External oil leak Oil leak on surface of turbocharger sub-assembly visible from outside of turbocharger sub-assembly

      Click here

      Internal oil leak Oil leak from inside of center housing to inside of either compressor housing or turbine housing through piston ring (seal ring)
      White smoke Oil smoke Oil smoke is emitted from exhaust pipe
      Unburned fuel smoke Unburned fuel smoke is emitted from exhaust pipe
      Black smoke Black smoke is emitted from exhaust pipe

      Click here

      Lack of power or hesitation Vehicle does not reach target speed

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      Poor acceleration
      Shock during acceleration

      MIL turns on

      (DTC)

      		 DTC P0045 Boost Control Solenoid Circuit / Open

      Click here

      DTC P0046 Boost Control Solenoid Circuit Range / Performance
      DTC P0047 Boost Control "A" Circuit Low
      DTC P0048 Boost Control "A" Circuit High
      DTC P0234 Overboost Condition
      DTC P0236 Boost sensor "A" circuit range/performance
      DTC P0237 Boost Sensor "A" Circuit Low
      DTC P0238 Boost Sensor "A" Circuit High
      DTC P0299 Underboost
      DTC P2564 Position Sensor "A" Circuit Low
      DTC P2565 Position Sensor "A" Circuit High

      Tech Tips

      This table shows only typical problems related to the turbocharger sub-assembly.

  2. NOISE

    Description
    Probable Cause Probable Failed Component
    Turbine shaft imbalance Turbocharger sub-assembly
    Leakage from intake line Intake line

    Gear noise

    (Mistaken for turbocharger sub-assembly noise)

    • Gear inside engine

    • Transmission gear

    • Vacuum pump gear

    Tech Tips

    It is easy to confirm whether the turbocharger sub-assembly is the cause of the noise or not, and confirming this before inspecting the turbocharger sub-assembly or removing it from the engine is an effective way to reduce troubleshooting time.


    1. Connect the GTS to the DLC3.

    2. Start the engine.

    3. Warm up the engine.

    4. Turn the GTS on.

    5. Enter the following menus: Powertrain / Engine and ECT / Active Test / Activate the VN Turbo Open.


      Powertrain > Engine and ECT > Active Test
      Tester Display
      Activate the VN Turbo Open

    6. Perform the Active Test and rev the engine up several times.

    7. Check whether the noise is reduced or not compared with the noise when the Active Test is not performed.

      Result
      Result Cause of Noise
      The noise is reduced (or disappears) Turbocharger sub-assembly
      The noise does not change Not turbocharger sub-assembly (other parts)

      Tech Tips

      For details regarding the troubleshooting of noise, refer to Turbocharger Noise.

      Click here

  3. OIL LEAK AND WHITE SMOKE

    Description
    Oil Leak Type Description Main Trouble Area

    Internal oil leak

    (White smoke)

    • Oil leak from center housing to either compressor housing (intake side) or turbine housing (exhaust side) through piston rings (seal rings).

    • This type of oil leak is not visible from outside of turbocharger sub-assembly.

    • If oil leak occurs from turbine side seal, large amount of white smoke is emitted from exhaust pipe.

    • Compressor side piston ring

    • Turbine side piston ring

    • Clogging of oil drain

    • Shaft breakage

    • Shaft or bearing seizure

    • Compressor wheel damage
    External oil leak

    • Oil leak from inside of turbocharger sub-assembly to outside of turbocharger sub-assembly.

    • Includes oil leaks visible from outside of turbocharger sub-assembly.

    • Compressor housing O-ring

    • Oil pipe flange

    • Oil pipe union

    • Hose connection of intake pipe
    B0044NEC01
    *1 Compressor Housing *2 Piston Ring (Seal Ring)
    *3 Compressor Inlet *4 Compressor Wheel
    *5 Center Housing *6 Turbine Shaft
    *7 Oil Drain (Outlet) *8 Compressor Housing O-ring
    *9 Turbine Housing *10 Turbine Wheel
    *a Internal oil leak to compressor housing *b Internal oil leak to turbine housing

    Tech Tips


    • Above illustration is an example.

    • When there is an internal oil leak, white smoke is emitted from the exhaust pipe and oil is consumed excessively. However, the cause of white smoke or excessive oil consumption can vary. Therefore, do not assume that the turbocharger sub-assembly is the cause of the failure when there is white smoke emission or excessive oil consumption.

    • When there is an external oil leak, the sources of the oil leak are limited to the points listed in the table above. If oil leaks from a compressor housing O-ring, replace the turbocharger sub-assembly. If oil leaks from an oil pipe flange or a hose connection, do not replace the turbocharger sub-assembly, but confirm and repair the flange or hose.

    • For details regarding the troubleshooting of oil leaks and white smoke, refer to Turbocharger Oil Leak and White Smoke.

      Click here

  4. BLACK SMOKE


    1. Malfunctions are classified into 2 types as shown below.

      Description
      Malfunction Main Fault
      Intake air volume shortage Insufficient mass air flow due to, for example, excessively low boost pressure, which results in fuel injection volume being relatively excessive with respect to mass air flow.
      Excessive injection volume Excessive injection volume or incorrect injection timing due to fuel system trouble.

    2. Main Components Related to Black Smoke

      Probable Faulty Component Main Fault
      Turbocharger sub-assembly Abnormally low boost pressure
      Intake system Leakage between turbocharger sub-assembly and intake manifold
      Fuel system

      • Excessive fuel injection volume

      • Incorrect fuel injection timing
      EGR valve Stuck or does not close completely
      Diesel throttle Stuck or does not move smoothly

      Tech Tips

      The components listed above are only the main ones. Not all the components potentially related to black smoke are listed. For details regarding the troubleshooting of black smoke, refer to Black Smoke Emitted.

      Click here

    3. Relation between Turbocharger Sub-assembly and Black Smoke

      If the boost pressure is lower than normal due to a turbocharger sub-assembly failure, black smoke may occur due to a lack of mass air flow. However, abnormally low boost pressure can be caused by the failure of various components, such as intake lines, the EGR valve, etc. Therefore, do not assume that the turbocharger sub-assembly is the sole cause of abnormally low boost pressure, but check all the components possibly related to abnormally low boost pressure. Components related to abnormal boost pressure are shown in a chart Click here).

      Click here

      For simple and effective troubleshooting, refer to the chart before starting troubleshooting

  5. LACK OF POWER AND HESITATION


    1. Malfunctions are classified into 2 types as shown below.

      Description
      Malfunction Main Fault
      Intake air volume shortage Insufficient mass air flow due to, for example, excessively low boost pressure, which results in fuel injection volume being restricted.
      Abnormal injection volume Abnormal injection volume or timing due to fuel system trouble.

    2. Main Components Related to Lack of Power and Hesitation

      Probable Faulty Component Main Fault
      Turbocharger sub-assembly

      • Abnormal boost pressure

      • VN does not move smoothly
      Intake system

      • Leakage between turbocharger sub-assembly and intake manifold

      • Clogging or blockage of intake line
      Fuel system

      • Abnormal injection volume

      • Incorrect fuel injection timing
      EGR valve Stuck or does not close completely
      Diesel throttle Stuck or does not move smoothly
      Exhaust system Clogging of exhaust line

      Tech Tips


      • The components listed above are only the main ones. Not all the components potentially related to lack of power and hesitation are listed. For details regarding the troubleshooting of lack of power and hesitation, refer to Lack of Power or Hesitation.

        Click here

      • If an obvious malfunction (lack of power) can not be reproduced, perform a test drive of another vehicle, which is the same model and has the same engine, and compare the engine operation and performance. If a great difference is not present in engine performance, explain to the customer that abnormal operation was not noted.

    3. Relation between Turbocharger and Abnormal Boost Pressure

      If the boost pressure is lower than normal due to a turbocharger sub-assembly failure, lack of power could occur due to an intake air volume shortage. However, abnormal boost pressure can be caused by the failure of various components such as intake lines, the EGR valve, etc. Therefore, do not assume that the turbocharger sub-assembly is the cause of abnormal boost pressure, but check all the components possibly related to abnormal boost pressure. Components related to abnormal boost pressure are shown in a chart listed in the On-vehicle Inspection for Intake System Click here. For simple and effective troubleshooting, refer to the chart before starting troubleshooting.

      For simple and effective troubleshooting, refer to the chart before starting troubleshooting.

  6. MIL TURNS ON

    If a DTC related to a turbocharger sub-assembly malfunction is stored, refer to the troubleshooting section for each DTC.

    Click here

  7. BRIEF OUTLINE OF TURBOCHARGER SUB-ASSEMBLY OPERATION AND CONSTRUCTION


    1. A turbocharger sub-assembly is a component used to supply a larger air volume to the cylinders by recovering exhaust gas energy using a turbine coaxially connected to a compressor.

    2. Principle of Turbocharging

      Boost pressure is proportional to turbocharger sub-assembly speed, because the intake air is accelerated by centrifugal force generated by the rotation of the compressor and the increased kinetic energy, the velocity of the intake air, is converted to pressure energy by the diffuser located around the outlet of the compressor wheel. The compressor is driven by the turbine connected coaxially by the turbine shaft. The turbine is driven by exhaust gas energy. Therefore, when the turbocharger sub-assembly begins boosting the intake air, a larger air volume is supplied to the cylinders and more fuel can be injected. As a result, more exhaust energy will be available and the turbocharger sub-assembly boost increases.

      B0043PCC02
      *1 Compressor *2 Turbine
      *3 Air Cleaner *4 Exhaust Manifold
      *5 Intake Manifold *6 Intercooler
      *7 Diffuser *8 Compressor
      *a See HINT below *b Intake Air Flow

      Tech Tips


      • *a: If sufficient exhaust gas energy is not available, the turbocharger sub-assembly cannot generate the required boost pressure even when the turbocharger sub-assembly does not have a malfunction.

      • Considering the fact that the turbocharger sub-assembly is driven by exhaust gas energy, if sufficient exhaust gas is not available due to abnormal injection volume, etc., the required boost pressure will not be available even when the turbocharger sub-assembly does not have a malfunction. Therefore, when boost pressure is abnormally low, checking all the related components using the correct troubleshooting procedure is necessary for simple and effective repair.

    3. Boost Pressure Control

      The amount of energy the turbine can obtain from the exhaust gas is proportional to the expansion ratio, which is defined as the ratio of the turbine inlet exhaust gas pressure to the pressure at the turbine outlet.

      To control boost pressure, a Variable Nozzle (VN) is used just upstream of the turbine wheel inlet, and controls the expansion ratio. If the VN is closed, the gap between neighboring vanes is narrowed and the turbine inlet exhaust gas pressure, and correspondingly the expansion ratio, increases. Therefore, when the VN is closed, the turbine receives more energy, and the turbine speed and boost pressure increase. On the other hand, if the VN is opened, the turbine inlet exhaust gas pressure decreases, and the turbine speed and boost pressure decrease. The VN is actuated by a DC motor. The ECM controls the VN opening angle in accordance with the engine condition. When a high engine power is required, the actuation rod is moved by the actuator to close the VN and boost pressure increases.

      B0044L2C01
      *1 VN (Variable Nozzle) *2 Turbine Wheel
      *3 Narrow Gap *4 Wide Gap
      *a VN Closed *b VN Opened
      *c Exhaust Gas Flow - -

      Tech Tips

      If the VN becomes stuck open, the required boost pressure will not be available. If the VN becomes stuck closed, overboost will occur.

    4. Mechanical Construction of Turbocharger Sub-assembly

      B0043NTC01
      *1 VN Actuator (DC Motor) *2 VN Actuating Rod
      *3 Center Housing *4 Turbine Shaft
      *5 Turbine Side Piston Ring (Seal Ring) *6 Turbine Housing
      *7 Turbine Wheel *8 Thrust Spacer
      *9 Compressor Side Piston Ring (Seal Ring) *10 Compressor Housing
      *11 Compressor Wheel *12 Bearing
      *13 Oil Drain (Outlet) *14 VN (Variable Nozzle)
      *a See HINT below *b See HINT below
      *c See HINT below - -
      B0042CO Exhaust Gas Flow B0043VS Intake Air Flow

      Tech Tips


      • Above illustration is an example.

      • *a: The clearances of the radial bearing and thrust bearing are on the order of 100 μm, and for the accurate measurement of these clearances, an accurate process and accurate tools are essential.

      • *b: A certain amount of oil mist from PCV gas is contained in the intake air. Therefore, a certain amount of oil at the inlet of the compressor is normal, and is not due to an oil leak.

      • *c: The seal rings (piston rings) are C-shaped rings and have a gap. Therefore, complete sealing is impossible by the seal rings alone. The oil is sealed in with the aid of the boost pressure in the compressor housing, and the exhaust gas pressure in the turbine housing. These pressures prevent oil from exiting the bearing housing through the gap of the seal rings. Therefore, if the turbine shaft is inclined from horizontal, oil may flow out through the gap of the seal ring. This should not be interpreted as an oil leak due to seal ring failure.