While he is at Borg Warner ,maybe he can get them to also explain how when a turbo fails and the engine injests it’s own oil it can cause a runaway engine …Just thinking of the last thread on turbos that he waffled crap on 
Obviously he never read my post where I also posted how to check a Borg Warner wastegate 
norb:
While he is at Borg Warner ,maybe he can get them to also explain how when a turbo fails and the engine injests it’s own oil it can cause a runaway engine …Just thinking of the last thread on turbos that he waffled crap onObviously he never read my post where I also posted how to check a Borg Warner wastegate
Is it possible to check wear in a turbo Norb?
Matt
The only 3 checks are the waste gate as I posted to show bking that it does have a waste gate,which is non adjustable…And as on any turbo you can check the play on the bearings by seeing how much lift is on the shaft the impellers are mounted to by simply rocking it with your fingers ,also you can check the conditions of the vanes and make sure they all look servicable…due to the speeds that turbos spin at ,any excess bearing play or imbalance in the vanes will destroy a turbo…Hence when the vanes on the current turbo suffer from LCF it destroys the turbo
I extra bit of advice I will give is request a new airfilter when the turbo is changed…The new turbo will come with a new hose that fits between the turbo and intercooler pipe ,make sure they fit it …It isn’t a issue if they don’t ,but I am in the camp of if it is supplied then fit it
norb:
The only 3 checks are the waste gate as I posted to show bking that it does have a waste gate,which is non adjustable…And as on any turbo you can check the play on the bearings by seeing how much lift is on the shaft the impellers are mounted to by simply rocking it with your fingers ,also you can check the conditions of the vanes and make sure they all look servicable…due to the speeds that turbos spin at ,any excess bearing play or imbalance in the vanes will destroy a turbo…Hence when the vanes on the current turbo suffer from LCF it destroys the turboI extra bit of advice I will give is request a new airfilter when the turbo is changed…The new turbo will come with a new hose that fits between the turbo and intercooler pipe ,make sure they fit it …It isn’t a issue if they don’t ,but I am in the camp of if it is supplied then fit it
Cheers for advice mate. Thing is how do I make sure they fit the hose, can’t get near any of the main dealer workshops nowadays due to H&S. If it was carried out by my usual garage I could stand and watch them if I wanted to.
Matt.
put a mark on the old pipe, if it is still there when you get the truck back, they have not fitted it 
oh, and Burgerking, the only BS here is that constant drivel that comes out of your mouth
the smell is that bad, i never know whether to offer you a breath mint or a bog roll 
now, do us all a favour, and let the grown ups talk
there’s a good little boy
The old hose will also if it is the original have paint on it …Just tilt the cab and have a look before dropping the vehicle off
The marking of a part trick is a good idea, it’s an easy way to check if things have been done as they should.
I’ve always asked for the old parts to be returned to me if they’re not a warranty job or core exchange, it tells them to do the job properly in the first place and avoids you getting ripped off, which is not as uncommon as you would like to think, not always because they’re trying to have you over, but sometimes when the fitters skip a step and the man at the till doesn’t know so charges you.
And what bearing is this Norb font of all knowledge
Love to be able to “check” a fluid bearing with no fluid present. Or do your titanium turbos run on roller bearings?
Or is that only the"cold side" of the turbo,See I cant understand why they would put a “titanium” compressor wheel on the turbo. Please do explain,see it ■■■■■ in cold air so why has it got to be titanium? Just for show like yourself?
norb:
The only 3 checks are the waste gate as I posted to show bking that it does have a waste gate,which is non adjustable…And as on any turbo you can check the play on the bearings by seeing how much lift is on the shaft the impellers are mounted to by simply rocking it with your fingers ,also you can check the conditions of the vanes and make sure they all look servicable…due to the speeds that turbos spin at ,any excess bearing play or imbalance in the vanes will destroy a turbo…Hence when the vanes on the current turbo suffer from LCF it destroys the turboI extra bit of advice I will give is request a new airfilter when the turbo is changed…The new turbo will come with a new hose that fits between the turbo and intercooler pipe ,make sure they fit it …It isn’t a issue if they don’t ,but I am in the camp of if it is supplied then fit it
LCF eh is that like cancer?
Bking:
LCF eh is that like cancer?
Is that supposed to be a humorous remark? I haven’t a clue as to what all the too-ing and froe-ing is all about, but you don’t need to introduce that into it.
Now pay attention burger king
One day you may pass your apprenticeship,How long have you been serving it ,out of interest ■■? 
Out of interest what does the shaft on a turbo spin on it isn’t a bearing ,now there are various types of bearing ,not all are taper roller
LCF which I thought you would know about and I am sure I have mentioned it before ,so pay attention…
LCF is Low Cycle Fatigue…Infact speak to any company that make turbos and they will admit they know about it…It is to put it simply the forces applied to the end of the compressor blade as it spins up and down,it causes fatigue ,a bit like what happens to an aircraft fuselage when it is constantly pressurised then depressurised,that is why aircraft get major inspections where the fuselage is thoroughly inspected for fatigue cracks
I eagerly await your next insult …I guess now that you have moved on to LCF ,you have had a nice driver at your work tilt a cab and show you a wastegate …Now if you really get bored be can resurrect the engine running on it’s own oil when a turbo fails
They put a titanium compressor wheels on the turbo due to LCF, nickel coated wasn’t capable of withstanding the forces like I mentioned earlier…Obviously titanium is shall we say very robust ,and even machining titanium is difficult
Is that supposed to be a humorous remark? I haven’t a clue as to what all the too-ing and froe-ing is all about, but you don’t need to introduce that into it.
[/quote]
Exactly
I would be intrested to know what your qualifications are BK,how long ago and what your doing now. To be honest,the only reason I ask is that there is a daf tech here and you say he’s wrong.
Why the attitude too? You are at the stage now where why I wonder why you’re here but then everytime you post you just show yourself up more and it is funny!
Another factor in favour of Titanium Impellers is that although on the ‘cold’ side of the turbo, compressing air heats it up (hence intercoolers) and can reach 150 degrees C; Titanium’s mechanical properties are less affected by heat than Aluminium.
So you put a “titanium” compressor wheel in due to heat stress (150 degrees) yet the turbine wheel( 700 to 900 degrees) and also transmits the power to the “titanium” compressor can be made of any old crap?
Well there ya go!
ShropsBri:
I would be intrested to know what your qualifications are BK,how long ago and what your doing now. To be honest,the only reason I ask is that there is a daf tech here and you say he’s wrong.Why the attitude too? You are at the stage now where why I wonder why you’re here but then everytime you post you just show yourself up more and it is funny!
Love to hear the ■■■■■■■■ from the “experts”
Turbine wheels are made from Inconel or similar Ni/Mo/Co alloys, much the same as the alloys used for the turbine blades in jet engines: these alloys are able to operate for long periods at red heat.
Oil flow through the turbo around the rotor shaft carries away heat so that it doesn’t soak all the way along to the compressor end. Insufficient oil flow leads to carbon build up and eventual failure.
Bking:
Please do explain,see it ■■■■■ in cold air so why has it got to be titanium? Just for show like yourself?
Oh BK you are funny
Just for a laugh I’m going to answer this. I know it’s basic engine fundamentals but I like to go back to basics once in a while…
Yes, it ■■■■■ in cold air, but it also compresses it (with me so far?)
I’m sure you know what happens to air when it’s compressed (answer in case- it gets hot )
So yes, it is on the cold side, but still not exactly ‘cold’ if you see what I mean…do try and prove this by putting your fingers on the compressor housing after a good run at full tilt if you don’t believe me
Back to these posh compressor wheels, I would imagine that the spec on the materials was a bit shy of what was required of it, hence the upgrade to something that will take a bit more punishment in the temperature department (as mentioned above)
Bking:
Love to hear the [zb] from the “experts”
Yesh