DOCSLIB.ORG

Top 3 Reasons for Turbocharger Failure) DES MOINES CEDAR RAPIDS CLEAR LAKE 1436 E

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Top 3 Reasons for Turbocharger Failure) DES MOINES CEDAR RAPIDS CLEAR LAKE 1436 E Order ™ NLINE www.midwestwheel.com 30 Order ™ NLINE www.midwestwheel.com CATALOG NUMBER CATALOG TECH Tips CumTopmin 3s ReasonsHolset Sp eForcia l ists Turbo Solutions Specializes In Cummins Engine Applications Cummins Holset turbochargers are vertically integrated throughout the industry. Because Cummins Holset makes the mosTurbochargert technically advanced turbos in the world, not all remanufa ctFailureurers can work on Cummins Holset Turbos with electronic actuators. Turbo Solutions’ technicians have the expertise and specialized tools to remanufacture these and other Holset turbos to meet or exceed OEM specifications. • Turbochargers are very reliable: Less than 1% of turbochargers fail due to a manufacturing fault with the turbocharger itself. • 95% of turbocharger failure are because of problems with oil STOP starvation, oil contamination or foreign object damage. 1. Understand Why original Turbocharger Failed: Before You Fit A New • Contaminated Oil? Turbocharger, Find Out • Inlet/Outlet restriction? HE351VE • #RHL3770973 HE431VE • #RHH535What0503 CausedHE56 1TheVE • #R HFirstH376761 5 • Foreign Impact Damage? Unit To Fail Or You • Overheated? We Use OEM Quality Parts Risk The Replacement 2. Do Thorough Preparation: And Components Failing As Well • Verify Turbo Part Number & Application is correct • Ensure correct gaskets are being used (Never use gasketOve sealantr 400 U onnit soil inlet/outlet 4034315-VGT Electric Actuator In Stock Ready To Ship! • Always replace oil/filters/Air Cleaner/Clean(The Brain) Air Cleaner Housing • Change the Oil Inlet line as a standard practice • Ensure that DPF Filter is clean and EGR Valve is functioning properly • Verify that there are no Exhaust Muffler restrictions Technology & Testing • Crank the engine, without starting it to push out all old oil from oil feedPi cLinetured to the left is a screen shot of our Genuine Cummins E-Tool in action, testing VGT Turbocharger • Check All Lines/Hoses for cracks or chafing Actuators. This proprietary TooI not only allows us to test but Check PVC system for restrictions and replace PVC Filter • gives us the ability to diagnose common failures. 3. Proper Installation is Critical: We Stock The Most Popular Models • Ensure that no dirt enters the oil or air paths of the Turbo 300 Series • 400 Series • 500 Series • All old gasket material must be removed/check Flanges for flatness to createISB proper• ISM •sealing ISL • ISsurfaceC • ISX • All O-rings and gaskets must be in place and correctly positioned Turbo Solutions Has Been Awarded Platinum Distributor 2017 By Cummins Turbo • Although Turbo is Prelubed at factory,Tech npourolog oilies down For A theYea roil O ffeed Exc eportllen tbefore Custo mstarter S upervice Performance. • Crank Engine for 15-20 seconds to prime oil feed to Turbo • When Engine is first started, letOf idlefer forin g3-5 G eminutesnuin toe Hwarmols upe t whileNE Wyou achecknd Ffora coil/airtor yleaks/ Reman Coolant level Turbo Chargers as Well as Turbo Solutions • Verify Engine Oil Level is proper Remanufactured Turbo Chargers. Cummins Turbo Technologies Platinum Distributor 2017 Your New and Remanufactured Turbocharger Supplier Serving Truck Dealers & Parts Distributors Nationwide Locations in Pennsauken, NJ and Commerce City, CO tsreman.com • 844-4A-TURBO (28-8726) POPULAR APPLICATIONS Caterpillar C12/15 Caterpillar C7 - S200/300 ACERT-GTA Series Think your turbo is damaged? Check for these signs (Viewed from “Cold” side of turbo) Cummins ISB - HE351VE Cummins ISX - HE561VE Excessive oil at compressor outlet Damage to compressor wheel (Viewed from “Hot” side of turbo) Detroit Series 60 - GTA4508V Maxxforce DT466-S300 Unusual noise Excessive oil or damage at turbine outlet TURBOCHARGER TROUBLESHOOTING MATRIX FOR TURBO DIESEL ENGINES Compressor/ wheel Turbine damaged Insufficient power/boost pressure too low Boost pressure too high Black smoke Blue smoke Turbocharger generates acoustic noise High oil consumption Oil leakage at compressor end Oil leakage at turbine end POSSIBLE CAUSES PROBLEM DESCRIPTION Dirty air filter system • • • • • Intake or pressure hose distorted and/or leaking • • • • Excessive flow resistance in exhaust system 1 leakage upstream of turbine • • • • • • Oil feed and/or drain lines clogged, leaking or distorted • • • • Crankcase ventilation clogged and/or distorted • • • • Oil cooked or sludge in turbocharger center housing • • • • Fuel system/injection feed system defective or incorrectly adjusted • • • Valve guide, piston rings, engine or cylinder liners worn/increased blow by • • • • • • Dirty compressor or clogged intercooler • • • • • • Boost pressure control swing valve/poppet valve does not close • • Boost pressure control swing valve/poppet valve does not open • Pipe or hose assy. to actuator valve defective or ruptured • • Compressor or turbine end sealing rings damaged • • • • Turbocharger bearing damage • • • • • • • • Foreign object damage to compressor or turbine wheel • • • • Exhaust gas leak between turbine outlet and exhaust pipe • Engine air collector/cleaner missing or loose gaskets • • • Turbine housing/flap damaged • • • • Insufficient oil supply to turbocharger • • • • Turbo variable ring mechanism inoperable or damaged (Variable geometry turbos only) • • • October 21, 2019 (30Turbo Solutions Top 3 Reasons for Turbocharger Failure) DES MOINES CEDAR RAPIDS CLEAR LAKE 1436 E. Ovid Ave. 200 50th Ave. S.W. 840 Hwy. 18 W. OFFICE 515.265.1491 MAIN 319.365.4453 MAIN 641.357.7101 FAX 515.265.4120 FAX 319.365.6327 FAX 641.357.8190 KANSAS CITY PARTS FAX 800.314.4329 PARTS FAX 877.706.6085 PARTS FAX 800.548.9674 5801 E. Front St. PARTS 800.888.0248 PARTS 800.332.5435 PARTS 800.397.5630 MAIN 816.471.1552 DAVENPORT SIOUX CITY FAX 816.471.0813 IOWA PARTS 800.821.7402 TRUCK PARTS 8502 Northwest Blvd. 1819 4th St. TM MAIN 563.322.2671 MAIN 712.252.7969 SUPER STORE MISSOURI FAX 563.322.5940 FAX 712.252.6149 MIDWESTWHEEL.COM PARTS 800.553.1886 PARTS 800.943.3534.
Load more

Recommended publications
  • Bentley Mulsanne Turbo and Turbo R Turbocharging System
    Bentley Mulsanne Turbo and Turbo R Turbocharging System Extracts from Workshop Manuals TSD4400, TSD 4700, TSD4737 Basic Principles of Operation – Systems with Solex 4A-1 Carburettor The turbocharger is fitted to increase the power, and especially the low engine speed torque, of the engine. This it achieved by utilising the exhaust gas flow to pump pressurised air into the engine at wide throttle openings. Whenever this occurs, the turbocharger applies boost to the induction system. Under most conditions, the motor runs under naturally-aspirated principles. The inlet manifold may be under partial vacuum but the pressure chest partially pressurised under conditions of moderate power demand. The size of the turbocharger has been carefully chosen to give a substantial increase in torque at low engine speeds. The turbocharger is especially effective from 800rpm, with the engine achieving full torque at less than 1800RPM. Thus, maximum engine torque is available constantly between 1800RPM and 3800 RPM. By comparison to most turbocharging systems, the turbocharger capacity may appear decidedly oversized. This selection is intentional, and is fundamental to the achievement of full engine torque at low engine speeds and the absence of any noticeable delay when boost is demanded. It also minimises heating of exhaust gases by ensuring minimal resistance to gas flow under boost conditions. Furthermore, the design has been carefully chosen to avoid the need for the turbocharger to accelerate on demand, a feature commonly referred to as spool-up. By using a large turbocharger running but unloaded when not under demand, spool-up is not a phenomenon in the system.
    [Show full text]
  • Diesel Turbo-Compound Technology
    Diesel Turbo-compound Technology ICCT/NESCCAF Workshop Improving the Fuel Economy of Heavy-Duty Fleets II February 20, 2008 Volvo Powertrain Corporation Anthony Greszler Conventional Turbocharger What is t us Compressor ha Turbocompound? Ex Key Components of a Mechanical Turbocompound t us ha System Ex Conventional Turbocharger Turbine Axial Flow Final Gear Power reduction to Turbine crankshaft Speed Reduction Gears Fluid Coupling Volvo D12 500TC Volvo Powertrain Corporation Anthony Greszler How Turbocompound Works • 20-25% of Fuel energy in a modern heavy duty diesel is exhausted • By adding a power turbine in the exhaust flow, up to 20% of exhaust energy recovery is possible (20% of 25% = 5% of total fuel energy) • Power turbine can actually add approximately 10% to engine peak power output • A 400 HP engine can increase output to ~440 HP via turbocompounding • However, due to added exhaust back pressure, gas pumping losses increase within the diesel, so efficiency improvement is less than T-C power output • Maximum total efficiency improvement is 3-5% • Turbine output shaft is connected to crankshaft through a gear train for speed reduction • Typical maximum turbine speed = 70,000 RPM; crankshaft maximum = 1800 RPM • An isolation coupling is required to prevent crankshaft torsional vibration from damaging the high speed gears and turbine Volvo Powertrain Corporation Anthony Greszler Turbocompound Thermodynamics • When exhaust gas passes through the turbine, the pressure and temperature drops as energy is extracted and due to losses • The power taken from the exhaust gases is about double compared to a typical turbocharged diesel engine • To make this possible the pressure in the exhaust manifold has to be higher • This increases the pump work that the pistons have to do • The net power increase with a turbo-compound system is therefore about half the power from the second turbine • E.G.
    [Show full text]
  • Intake Throttle and Pre-Swirl Device for LP EGR Systems
    Intake Throttle and Pre-swirl Device for Low-pressure EGR Systems Knowledge Library Knowledge Library Intake Throttle and Pre-swirl Device for Low-pressure EGR Systems Low-pressure EGR systems to reduce emissions are state of the art for diesel engines. They offer efficiency benefits compared to high-pressure EGR systems and will gain further importance. BorgWarner shows the potential of a so-called Inlet Swirl Throttle to make use of the losses and turn them into a pre-swirl motion of the intake air entering the turbocharger to improve the aerodynamics of the compressor. By Urs Hanig, Program Manager for PassCar Systems at BorgWarner and a member of BorgWarner’s Corporate Advanced R&D Organisation Technology to meet future Emission the compressor. Obviously, pre-swirl will have a Standards positive impact on the compressor also in are- Low-pressure EGR systems (LP EGR sys- as where no throttling is required. So the IST tems), see Figure 1 , for gasoline engines yield can be used to improve engine efficiency and significant fuel consumption benefits, they are performance also in regions where no throttling also an important technology to meet future or EGR is required. emission standards (e.g. Real Driving Emissi- ons) [1 ]. To achieve the targeted EGR rates in Approach and Modes of Operation particular on diesel engines throttling the LP With IST the throttling effect is achieved by ad- EGR path is necessary in some areas of the justable inlet guide vanes in the fresh air duct. engine operating map. This can be done either In other words, IST is an intake throttle desi- on the exhaust or the intake side but to throttle gned as a compressor pre-swirl device.
    [Show full text]
  • CHARACTERIZATION of TURBOCHARGER PERFORMANCE and SURGE in a NEW EXPERIMENTAL FACILITY
    CHARACTERIZATION of TURBOCHARGER PERFORMANCE and SURGE in a NEW EXPERIMENTAL FACILITY Thesis Presented in Partial Fulfillment of the Requirements for the Degree Master of Science in the Graduate School of The Ohio State University By Gregory David Uhlenhake, B.S. Graduate Program in Mechanical Engineering The Ohio State University 2010 Master‟s Examination Committee: Dr. Ahmet Selamet, Advisor Dr. Rajendra Singh Dr. Philip Keller Copyright by Gregory David Uhlenhake 2010 ABSTRACT The primary goal of the present study was to design, develop, and construct a cold turbocharger test facility at The Ohio State University in order to measure performance characteristics under steady state operating conditions and to investigate surge for a variety of automotive turbocharger compression systems. A specific turbocharger is used for a thermodynamic analysis to determine facility capabilities and limitations as well as for the design and construction of the screw compressor, flow control, oil, and compression systems. Two different compression system geometries were incorporated. One system allowed performance measurements left of the compressor surge line, while the second system allowed for a variable plenum volume to change surge frequencies. Temporal behavior, consisting of compressor inlet, outlet, and plenum pressures as well as the turbocharger speed, is analyzed with a full plenum volume and three impeller tip speeds to identify stable operating limits and surge phenomenon. A frequency domain analysis is performed for this temporal behavior as well as for multiple plenum volumes with a constant impeller tip speed. This analysis allows mild and deep surge frequencies to be compared with calculated Helmholtz frequencies as a function of impeller tip speed and plenum volume.
    [Show full text]
  • Boosting Your Knowledge of Turbocharging
    Reprinted with permission from Aircraft Maintenance Technology, July 1999 BoostingBoosting YourYour KnowledgeKnowledge ofof TurbochargingTurbocharging (Part 1 of a 2 part Series) By Randy Knuteson short 15 years after Orville fully boosted this 350 hp Liberty engine to a strength of blowers being tested during and Wilbur made their his- remarkable 356 hp (a normally aspirated engine WWII. The B-17 and B-29 bombers along toric flight at Kitty Hawk, would only develop about 62 percent power at with the P-38 and P-51 fighters were all fit- General Electric entered the this altitude). ted with turbochargers and controls. Aannals of aviation history. In 1918, GE strapped An astounding altitude record of 38,704 Turbocharging had brought a whirlwind of an exhaust-driven turbocharger to a Liberty feet was achieved three years later by Lt. J.A. change to the ever-broadening horizons of engine and carted it to the top of Pike’s Peak, Macready. flight. CO — elevation 14,000 feet. There, in the crys- This new technology began immediately Much of the early developments in recip talline air of the majestic Rockies, they success- experiencing a rapid evolution with the full turbocharging came as a result of demands Aircraft Maintenance Technology • OCTOBER 1999 2 Recip Technology from the commercial industrial diesel engine market. It wasn’t until the mid-1950s that this Percentage of HP Available At Altitude technology was seriously applied to general avi- 100% ation aircraft engines. It all started with the pro- totype testing of an AiResearch turbocharger for 90% Turbocharge the Model 47 Bell helicopter equipped with the Franklin 6VS-335 engine.
    [Show full text]
  • Development of an Improve Turbocharger Dynamic Seal
    Development of an Improved Turbocharger Dynamic Seal Matthew J Purdeya,1 a) Cummins Turbo Technologies St Andrews Road, Huddersfield, HD1 6RA Abstract: Emissions regulation continually drives the automotive industry to innovate and develop. The industry must push the limits of engine/ turbocharger interaction to meet this changing regulation. Changes to the way a turbocharger is used, to help meet emission regulation, can impact the pressure balance over the compressor and turbine end seals. Seal capability can place constraints on the acceptable operating conditions. Market trends indicate that, in the near future, turbocharger operating conditions will be challenging for today’s compressor side seal systems. The need for improved compressor end sealing is greater than ever. This market intelligence drove Cummins Turbo Technologies to develop a robust seal system that meets the future demands of our customers. There are many benefits to the slinger/ collector seals systems used today and cutting-edge analysis has helped us generate the next level of understanding required to unleash further performance. This report gives insight to the market requirements and the approach to developing a seal to meet this need. Key Words: Turbocharger Seal, Multiphase Computational Fluid Dynamics, CFD, Compressor Oil Leakage 1E-mail: [email protected] 1 Introduction The majority of the turbocharger market uses a similar approach to sealing with piston rings to control gas leakage and a slinger/collector seal system to handle oil. The slinger/collector seal system is used to keep oil away from these piston rings. In normal operation the pressure in the end housings is higher than the bearing housing and gas flows into the bearing housing, through the oil drain to the crankcase.
    [Show full text]
  • Turbocharger Seal
    Turbocharger Seal TURBOCHARGER SEAL Turbocharged gasoline and diesel engines contribute to a drop in VALUES FOR THE CUSTOMER CO2 emissions while the engine output is held constant. y Eliminates oil leakage and reduces blow by up to 90% Freudenberg Sealing Technologies offers a turbocharger seal in y the form of a gas-lubricated mechanical face seal that replaces Almost no friction losses due to gas film between the sealing the standard piston ring. The turbocharger seal can be used on surfaces the compressor side of all mechanical charger, electric charger, y Contact-less sealing: leads to very low abrasion and increased and turbocharger designs. product life y Easy assembly: the turbocharger seal is delivered as a complete unit y Wide range of rotational speeds of up to 250.000 rpm y Extreme resistance to high temperature with the ability to handle short heat bursts of up to 200° C y Ideally suited for applications with fast-rotating shafts with a Turbocharger Seal construction scheme: centrifugal speed v ≥ 30 m/s Housing Static Seal Seal Ring Static Seal Mating Ring Spring Turbocharger Seal FEATURES & BENEFITS Reduction in oil leakage Alternative applications: Oil leakage leads to a reduction in engine efficiency due to the The turbocharger seal can also be used in a wide variety of appli- soiling of the charge air cooler and can lead to a total breakdown cations with similarly high rotational speeds when a gas is avail- of the engine. Oil burned in the engine tends to accelerate the able as a “lubricant,” such as, turbo tools and compressors in fuel incineration of the particle filter and thus its design must be en- cells applications.
    [Show full text]
  • 1986 Caterpillar Hhdd-Mhdd A-013-0043
    (Page 1 of 2) State of California AIR RESOURCES BOARD EXECUTIVE ORDER A-13-43 Relating to Certification of New Motor Vehicle Heavy-Duty Engines CATERPILLAR TRACTOR COMPANY Pursuant to the authority vested in the Air Resources Board by Sections 43100, 43102, and 43103 of the Health and Safety Code; and Pursuant to the authority vested in the undersigned by Sections 39515 and 39516 of the Health and Safety Code and Executive Order G-45-3; IT IS ORDERED AND RESOLVED: That the following Caterpillar Tractor Company 1986 model-year heavy-duty diesel engines have shown compliance with the optional transient test procedure and standards and are certified for use in motor vehicles with a manufacturer's gross vehicle weight rating greater than 8500 pounds : Displacement Exhaust Emission Control Systems Engine Family Cubic Inches (Liters) Special Features) GCTC636EPA6 636 ( 10.4) Engine Modifications Code B Diesel Injection - Direct) (Turbocharger) GCTO6 3SFPA6 538 ( 10.5) Engine Modifications (Aftercooler) (Diesel Injection - Prechamber) (Turbocharger) GCT0893FPA6 893 ( 14.6) Engine Modifications Codes H & J (Aftercooler) (Diesel Injection - Direct) (Turbocharger) GCTO893FPB7 893 (14.6) Engine Modifications Codes D & E (Aftercooler) (Diesel Injection - Direct) Turbocharger) Engine models and codes are listed on attachments. The following are the certification emission values for these engine families: CATERPILLAR TRACTOR COMPANY EXECUTIVE ORDER A-13-43 (Page 2 of 2) Carbon Hydrocarbons Monoxide Nitrogen Oxides Engine Family gm/bhp-hr gm/bhp-hr gm/bhp-hr GCTO636EPA6 0.73 1.8 4.2 Code B GCTO638F PA6 0.47 1.7 4.6 GCTO893F PA6 0.40 2.4 5.1 Codes H & J GCTO893FPB7 0.28 2.4 5.1 Codes D & E BE IT FURTHER RESOLVED: That the Executive Officer has been provided all material required to demonstrate certification compliance with the Board's emission control system warranty regulations including the aftercooler in the turbocharger system (Title 13, California Administrative Code, Section 2036).
    [Show full text]
  • A Review on Turbocharger and Supercharger
    International Journal of Emerging Trends in Engineering and Development Issue 6, Vol. 5 (September 2016) _________________________Available online on http://www.rspublication.com/ijeted/ijeted_index.htm ISSN 2249-6149 A REVIEW ON TURBOCHARGER AND SUPERCHARGER N.R.KARTHIK1, B.GAUTAM2 1Assistant Professor, Mechanical Engineering Department, Sri Ramakrishna Engineering College, Coimbatore, India, 641045 2Student, Mechanical Engineering Department, Sri Ramakrishna Engineering College, Coimbatore, India, 641045 ABSTRACT As a demand of new efficient and eco friendly engines is incrementing new technologies are developing. Due to the rich air fuel mixture combustion emission will increase hence by turbocharging the engine more power can be obtained with low emission. In this paper review on various application of turbo charging and super charging technology is made. The behavior of IC engine with application of turbo/super charger and need of turbo/super charger installation is studied. KEYPOINTS Turbocharger, Supercharger, Exhaust gas recovery, Inter cooler. INTRODUCTION IJETED The present energy need of the world is met from fossil fuel. The automobiles mainly uses petrol and diesel as fuel. The population of automobile is increasing rapidly due to economic development of developing countries. Due to this, the rate of fossil fuel depletion is increasing rapidly. Based on statistical report, if the current rate of depletion continues, the fossil fuel will get exhausted in a span of 10 to 30 years. To solve this problem electric automobiles is under development. Commercial proven electric automobiles will be available only after 15 years to 20 years. So we have to economize the use of petrol and diesel particularly in automobile sector. Till the commercialization of electric cars.
    [Show full text]
  • AC 23.909-1- Installation of Turbochargers in Small Airplanes
    0 Advisory U.S. Department ( of Transportation Federal Aviation Circular Administration Subject: INSTALLATION OF TURBOCHARGERS Date: 2/3/86 AC No: 23. 909- 1 IN SMALL AIRPLANES WITH Initiated by: ACE- 100 Change: RECIPROCATING ENG INES 1. PURPOSE. This advisory circular (AC) provides information and gu idance concerning an acceptable means, but not the only means , of showing comp I iance with Part 23 of the Federal Aviation Regulations (FAR) , applicable to approval procedures and installation of turbochargers in smal I a irplanes. Accordingly, this material is neither mandatory nor regulatory in nature and does not constitute a regulation . 2. RELATED FAR SECTIONS . Section 23 .909 and applicable sections of Part 33 of the FAR (Part 3 of the Civ i I Air Regulations (CAR) does not have a corresponding requirement). 3. BACKGROUND . ( a. Exhaust gas- driven turbochargers are avai I able for use with reciprocat ing engines to: (1) Increase takeoff and maximum continuous power avai I able at sea leve l and a ltitude (turbosupercharged - boosted) . (2) Maintain maximum continuous or cruise powers above sea level altitude (turbonormal ized) . (3) Provtde a source of a ir to pressurize the cabin . NOTE : The word turbocharger wi I I be used throughout this AC to include both turbosupercharged boosted and tur bonormal ized engines . b. Section 23 .909 contains requirements for approval of turbochargers on smal I airp lanes. Th is regulation refers to des ign standards required in Part 33 of the FAR. Part 3 of the CAR does not speciflcal ly cover the approva l requirements for the insta l lation of a turbocharged engine in an airplane .
    [Show full text]
  • Electric Boosting and Energy Recovery Systems for Engine Downsizing
    energies Review Electric Boosting and Energy Recovery Systems for Engine Downsizing Mamdouh Alshammari 1,2, Fuhaid Alshammari 2 and Apostolos Pesyridis 1,* 1 Centre of Advanced Powertrain and Fuels (CAPF), Department of Mechanical, Aerospace and Civil Engineering, Brunel University London, Middlesex UB8 3PH, UK; [email protected] 2 Department of Mechanical Engineering, University of Hai’l, Hail 55476, Saudi Arabia; [email protected] * Correspondence: [email protected] Received: 31 October 2019; Accepted: 4 December 2019; Published: 6 December 2019 Abstract: Due to the increasing demand for better fuel economy and increasingly stringent emissions regulations, engine manufacturers have paid attention towards engine downsizing as the most suitable technology to meet these requirements. This study sheds light on the technology currently available or under development that enables engine downsizing in passenger cars. Pros and cons, and any recently published literature of these systems, will be considered. The study clearly shows that no certain boosting method is superior. Selection of the best boosting method depends largely on the application and complexity of the system. Keywords: engine downsizing; electrically assisted turbocharger; electric supercharger; e-turbo; waste heat recovery; turbocharging; supercharging; turbocompounding; organic Rankine cycle 1. Introduction Although internal combustion engines are getting more efficient nowadays, still the major part of fuel energy is transformed into wasted heat. In terms of harmful exhaust emissions, the transportation sector is responsible for the one-third of CO2 emissions worldwide and approximately 15% of the overall greenhouse gas emissions [1]. Moreover, owing to the limited amount of fossil fuels, prices fluctuate significantly, with consistent general rising trends, resulting in economic issues in non-oil-producing countries.
    [Show full text]
  • Service Bulletin Service Bulletin No
    Service Bulletin Service Bulletin No. 067 2900 Selma Highway Turbocharger Wastegate Poppet Valve Replacement Montgomery, AL 36108 USA Tel: 334-386-5400 Fax: 334-386-5450 HET Part Number 477285-0002 http://www.hartzell.aero 1. Planning Information A. Effectivity (1) Hartzell Engine Technologies LLC (HET) Wastegate Poppet Valve assembly P/N 470892-0002 470892-9002 with serial numbers shown in Table 1 or Continental Motors, Inc. (CMI) P/N’s 635381-2 or R-635381-2 with serial numbers shown in Table 2 as used on Turbocharger HET P/N’s 409680-0001, 409680-9001, 409680-0011, 409680-9011 or CMI P/N’s 640327-1 and 640327-11 are affected by this Service Bulletin. (2) Hartzell Engine Technologies LLC (HET) Wastegate Poppet Valve P/N 477285-0002 delivered as service parts from November, 2012 through July, 2013 with poppet valves bearing date codes H1112 (week, year format) etched on the poppet valve face are affected by this Service Bulletin. (3) The affected turbochargers are used on Continental Motors, Inc. installations (CMI). Refer to Table 3 for reference. WARNING: DO NOT USE OBSOLETE OR OUTDATED INFORMATION. PERFORM ALL INSPECTIONS OR WORK IN ACCORDANCE WITH THE MOST RECENT REVISION OF THIS SERVICE BULLETIN. THE INFORMATION CONTAINED IN THIS SERVICE BULLETIN MAY BE SIGNIFICANTLY CHANGED FROM EARLIER REVISIONS. FAILURE TO COMPLY WITH THIS SERVICE BULLETIN OR THE USE OF OBSOLETE INFORMATION MAY CREATE AN UNSAFE CONDITION THAT MAY RESULT IN DEATH, SERIOUS BODILY INJURY, AND/OR SUBSTANTIAL PROPERTY DAMAGE. REFER TO THE HET WEBSITE FOR THE MOST RECENT REVISION LEVEL OF THE SERVICE BULLETIN.
    [Show full text]