{"id":19409,"date":"2023-01-04T18:59:39","date_gmt":"2023-01-04T22:59:39","guid":{"rendered":"https:\/\/maxtorqueperformance.com\/staging\/?p=19409"},"modified":"2023-01-04T19:08:45","modified_gmt":"2023-01-04T23:08:45","slug":"turbo-failure-heres-a-few-tips-to-prevent-one","status":"publish","type":"post","link":"https:\/\/maxtorqueperformance.com\/staging\/index.php\/2023\/01\/04\/turbo-failure-heres-a-few-tips-to-prevent-one\/","title":{"rendered":"Turbo Failure. Here\u2019s A few Tips To Prevent One"},"content":{"rendered":"
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\"garymaschner\"<\/a><\/div>\n

By\u00a0<\/span>GARY MASCHNER<\/a><\/span><\/span>\u00a0<\/span>JANUARY 01, 2023<\/span><\/div>\n<\/header>\n

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Idoubt many people have given much thought as to how and when the turbocharger was born. I won\u2019t bore you with the details but know that it happened way back in the early 1900s. Once it was discovered how much additional power a turbo can provide, their applications for use continually grew.\u00a0 You can imagine the number of design changes they have seen over the years, and they are still undergoing as time creeps along. Revisions typically mean improvements in one way or another. However, just like diesel engines, some designs have proven better than others.<\/p>\n

We decided to shed some light on some common ways a turbo can fail and what can be done to prevent that failure. If you would like to protect an expensive and vital engine component then read on as Nate Brekken, co-owner of\u00a0<\/span>Strictly Diesel<\/a>\u00a0<\/span>disassembles a pair of turbos for inspection.<\/p>\n

\"turbo\"<\/a> <\/p>\n

Pictured on the left is a Garrett VGT turbocharger from a 6.0-liter Power Stroke. On the right is a Garrett fixed vane turbocharger from a 7.3-liter Power Stroke. Both units will be disassembled and inspected for their failures below.<\/p>\n<\/p><\/div>\n

Looking at how a turbo operates, they\u2019re pretty simple. Exhaust pressure is used to spin the turbine wheel which causes the compressor wheel to spin at the same speed. The compressor wheel is used to pull air through the air filter and then into the compressor housing. The air is then compressed, sent through the intake manifold, and then into the engine. As you zoom in closer, things get much more complicated and sensitive.<\/p>\n

They\u2019re The Same, But Different<\/strong><\/p>\n

There are two main categories of turbos, and while sharing many of the same components, they have some major differences as well. The first and more traditional turbo design is referred to as a fixed vane or fixed geometry turbocharger. These were found in diesel engines before they were equipped with emissions equipment like EGR valves and coolers. This style of turbo does not suffer from soot buildup on the exhaust side since the only moving part is the turbine wheel. They do not have components like vane actuators or vane position sensors, unison rings, vanes, or vane cages. For that reason, many feel these are more reliable units.<\/p>\n

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The second design, which you\u2019ll find on modern diesel engines, is referred to as a variable vane turbocharger (VVT) or a variable geometry turbocharger (VGT). These two are essentially the same thing and you\u2019ll commonly hear them referred to as one or another. Both of them have either individual vanes or a vane cage inside of the exhaust housing that opens or closes to alter the exhaust housing\u2019s Area over Radius (A\/R) ratio.\u00a0<\/span>By creating a lower effective A\/R ratio, the vanes help the turbo build boost sooner. By \u201copening up\u201d the vanes, this creates a larger effective A\/R ratio allowing for better top-end performance.\u00a0<\/span><\/span>They offer many other benefits and are almost a necessity with strict emission requirements. Two common examples of these include\u00a0<\/span>Garrett turbochargers<\/a>\u00a0<\/span>that have vanes that open or close whereas Holset uses a cage that moves in and out.<\/p>\n

Failure On The Exhaust Side<\/strong><\/p>\n

Through normal driving, soot will flow through the exhaust housing, and over time it can build up, leading to problems. Typically, this is seen in trucks that live a very easy life with little to no towing or hauling, and not a lot of heat being generated. Although this type of usage may net better fuel economy, the downside is problems are created in the vanes. If the vanes don\u2019t see a full range of frequent movement or heat, then soot deposits can build up and block their range of motion and cause a turbo failure. In some cases, it can cause the vanes, unison ring, or cage to seize in one position. Your truck will recognize this very quickly and set a check engine light.<\/p>\n

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