DAF turbos.

UK PROFESSIONAL DRIVERS FORUMS OWNER AND FLEET OPERATORS FORUM (INTERACTIVE)
21

norb:
I now quiet enjoy proving you wrong ,and I guess the rest of the forum enjoy it as well

:sunglasses: :sunglasses: :sunglasses:

22

norb:
So I guess you will now admit you are totally wrong ,and maybe should stay away from what you do not know :laughing: :laughing: :laughing: :laughing: :laughing:

I now quiet enjoy proving you wrong ,and I guess the rest of the forum enjoy it as well

:smiley: :smiley: :smiley: :smiley: :smiley: :smiley:

23

norb:
So I guess you will now admit you are totally wrong ,and maybe should stay away from what you do not know :laughing: :laughing: :laughing: :laughing: :laughing:

I now quiet enjoy proving you wrong ,and I guess the rest of the forum enjoy it as well

is anyone keeping score? 17 - 0 to norb ■■? come on burgers, try to get at least one :laughing: :laughing:

24

Bking:
Waste gates have “never” been used on heavy diesels and I must admit you people are full of [zb]
Variable geometry turbos can vary input load by turning vanes inside the volute to increase or reduce boost.
Now some Genius is going to tell me I am full of crap so tell me one heavy diesel with a waste gate.
Come on “experts”

You’re full of crap. To name just a few, from one manufacturer:

Cat C6.6, C7, C9, C10, C13, C27, C32, 3406, 3116, etc etc

Just the ones I can be bothered to look up, there are many more.

Ps, notice that I didn’t include the C15 and C18 in the list, as they use balance valve turbochargers.

25

Bking:
Waste gates have “never” been used on heavy diesels and I must admit you people are full of [zb]
Variable geometry turbos can vary input load by turning vanes inside the volute to increase or reduce boost.
Now some Genius is going to tell me I am full of crap so tell me one heavy diesel with a waste gate.
Come on “experts”

The Detroit Diesel 60 series had a wastegated turbo, I think you’ll find that’s a heavy diesel engine.

Is that enough or do you want more examples?

26

bking seems to have disappeared .Or has he realised what a fool he has been 
Then again maybe just maybe he will be back on here Friday to tell us all how useless we are :smiley: :smiley: :smiley: :smiley: :smiley: :smiley:

27

image.jpg
image.jpg648×668 109 KB
now I know very little about turbos ,a part from when I’ve been removing vanes from where they shouldn’t be but here’s a bit of info from my favourite engine manufacturer .

28

norb:
bking seems to have disappeared .Or has he realised what a fool he has been 
Then again maybe just maybe he will be back on here Friday to tell us all how useless we are :smiley: :smiley: :smiley: :smiley: :smiley: :smiley:

maybe, the gobby ■■■■ has been put on pre-mod, and the mods can’t be arsed with all his inane ramblings :laughing: :laughing: :laughing: :laughing:

we can but hope :grimacing: :grimacing: :grimacing:

29

Inane or in vane !!!

30

As I said “heavy diesels” have never used a waste gate turbo.
Waste gates are used on light pressure motors with spring biased “open” gates.
Love to see a 6 inch blower with “waste gate”
And I "suppose " the waste gate is biased shut?
So too much boost,broken actuator,blown donkey.
Broken actuator,no boost ,engine lives another day

Full o [zb]

31

Strange how you can have a “waste gate” and an exhaust brake on the same exhaust system
[zb]

Lock pressure in to ■■■■■■ the engine but then a waste gate to let it out

My ■■■.

32

Bking:
As usual I will mostly be talking out of


My ■■■.

33

Bking:
As I said “heavy diesels” have never used a waste gate turbo.
Waste gates are used on light pressure motors with spring biased “open” gates.
Love to see a 6 inch blower with “waste gate”
And I "suppose " the waste gate is biased shut?
So too much boost,broken actuator,blown donkey.
Broken actuator,no boost ,engine lives another day

Full o [zb]

I knew he would be back for Friday :smiley: :smiley: :smiley: :smiley:
I guess it has taken you a week to find that snippet of info ,after making a fool of yourself again.Afterall the thread if you care to look at the heading is “DAF turbos” 
And DAF use wastegates

34

Bking:
Strange how you can have a “waste gate” and an exhaust brake on the same exhaust system
[zb]

Lock pressure in to ■■■■■■ the engine but then a waste gate to let it out

My ■■■.

Now I know you’re just a wind up merchant from that comment :laughing: :laughing: :laughing: :laughing:

35

Spoke to local DAF dealer yesterday and they’re currently doing an offer whereby they supply a new titanium turbo and fit it for £600!! A new turbo alone from them would be £1400 so mines booked in for next weekend!

Matt

36

did you check to see if it already had a titanium turbo on it already?

37

shuttlespanker:
did you check to see if it already had a titanium turbo on it already?

I’m not sure but I told Daf that and they’re going to check it out first. It hasn’t had one done by Daf but there was a 2 year gap between it being on Daf maintenance contract and me buying it. Is there any real way of checking myself before it goes in as I’m not what you would call mechanically minded!!

Matt

38

having never actually seen a titanium turbo, i really couldn’t answer that

the best person to ask would be Norb

39

A titanium turbo!
Holy ■■■■
Does it have a Waste gate?
You can smell the ■■■■■■■■ from here!

40

Bking » Sun Jan 25, 2015 12:22 am

A titanium turbo!
Holy [zb]
Does it have a Waste gate?
You can smell the [zb] from here!

Modern commercial vehicle turbochargers are subject to very high loads due to the wide range of applications they are used in. In many cases where there are extreme loads, a compressor impeller made of an aluminum alloy determines the service life of the turbocharger. In particular, material fatigue can result from extreme loads, especially when the loads are cyclical loads occurring at low frequencies. This phenomena is also known as low cycle fatigue (LCF).

Various measures can be taken to increase the service life. For example, the circumferential speed of the compressor impeller can be reduced by changing the aerodynamic design of the impeller or by controlling or reducing the charging pressure. High-strength aluminum, for example, that manufactured using the HIP technique, is often used to reduce variations in the strength of the material. The high-end solution using aluminum consists of milled compressor wheels which were also developed by BorgWarner Turbo Systems.

The increasing number of engine applications with high cyclical loads as well as the necessity to have higher charging pressures to remain within the stricter emission regulations have made an additional innovation step beyond the moulded aluminum compressor wheels necessary. In order to provide a customer with a technology that can withstand these loads and also ensure a service life that is just as long as it would be under standard conditions, BorgWarner Turbo Systems initiated a special development program.

The demands on the compressor impeller stated above make it necessary to use higher quality materials since the potential for improvement inherent in aluminum is just not sufficient anymore. The engineers at BorgWarner Turbo Systems decided to use a titanium alloy that is not only very hard, but also provides an excellent strength-to-thickness ratio.

With the titanium compressor impeller, BorgWarner Turbo Systems is now able to offer different compressor impeller technologies for special application requirements and special cyclical loads. In this manner the customer can select between cast or moulded aluminum compressor impellers or between cast or moulded titanium compressor wheels depending on the area of application.

Why not trot along and set them straight at Borg Warner, there’s a good chap.