Cologne 19.02.

2004

Agenda
Introduction BorgWarner
Basic Principles of Turbocharging
Part Numbers, Serial Numbers, Meaning
Service, Failure Analysis, Warranty
Pictures of Characteristical Failures
Turbocharger Noises

AME/March 2003

Page 2

BorgWarner - Company Profile

Sales 2002:
Employees:
Locations:

$ 2.71 Billion
14,000
43 facilities in 14 countries
Business Segments

ENGINE GROUP

Emissions/
Thermal
Systems
Throttle Bodies
Manifold Assemblies
Air pumps
EGR Valves
Oil Pumps
Transmission Solenoids
Transmission Valve Bodies
Fanes
Fan Drives
Fan Clutches

Turbo
Systems
Turbochargers for
Pass. Cars and LDV
Turbochargers for
Medium/Heavy Trucks
Turbochargers for OffHighway. Marine and
Stationary engines

DRIVETRAIN GROUP

Morse Tec
Inverted Tooth Silent Chain
European and ANSI
Standard Roller Chain
Sprockets and Gears
Chain Control Devices
Hy-Vo Power
Transmission Chain
Morse Gemini Chain
Systems
CVT Transmission Chain

TorqTransfer
Systems
4WD Transfer Cases

Transmission
Systems

Friction Plates
One-way Clutches
Forged PM Races
for OWC
Transmission Bands
Synchronizer Rings
DualTronic

AME/March 2003

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BorgWarner Turbo Systems - Business Profile

2002 Global Sales:
Global Employees:
Global Locations:
Our Vision:

$523.2 Million
2,850
7 Facilities in 6 countries

BorgWarner Turbo Systems will be our customers first choice

for charge air system solutions and components.
We will accomplish this as one seamless global organization,
with the most talented people in the world.

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BW Turbo Systems Worldwide

Bradford
Detroit

Chatou

Kirchheimbolanden/
Frankenthal
Oroszlany

Asheville

Hitachi-naka (JV)
TEL (Joint Venture)

Headquarters
Sales Office

Sao Paulo

Manufacturing Facility

AME/March 2003

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Planned Turbocharger Volume BorgWarner Turbo Systems

5000

Volume [Thousand]

4500
4000
3500
3000
2500
2000
1500
1000
500
0
1996

1998

2000

2002

2003

AME/March 2003

2008

Page 6

BW TS Turbochargers Fields of Application

Passenger cars

Marine/Stationary

Agricultural Equipm.

Medium/Heavy Trucks

Light Trucks
& LDV

Construction Equipm.

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Basic Principles of Turbocharging

Cooperation of Turbocharger and Engine

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Requirements for Turbocharged Engines

Withstand higher combustion pressures and
temperatures than naturally aspirated engine
Mechanical strength
Cooling capacity
For spark ignition engines:
Reduced compression ratio to prevent knocking
(= self-ignition of fuel)

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Requirements for Turbochargers

Compressor must be matched to the maximum
air-flow (full load at maximum engine speed)
No operation in forbidden zones of the compressor map
Turbocharger speed and boost pressure must
not exceed limits of material properties
Turbocharger must withstand very high temperatures
Driveability: Turbo must react quickly to load changes

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Operating conditions
Exhaust Gas Temperature

650 - 800C (Diesel engine)

900 - 1000C (petrol engine)

Charge Air Temperature

100 - 180C (before I/C)

Oil Temperature

> 200C after engine shut-off

Oil Flow Rate

1 - 2.5 l/min (KP, K0)

2 - 4 l/min (K1-K3)
7 - 13 l/min (K5)

Tip Speed

up to 520 m/s

Rotor Speed

up to 250.000 rpm

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Different Turbocharger Designs (1)

Poppet type
wastegate
integrated in the
turbine housing
Operated by boost
pressure: selfcontrolling system

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Different Turbocharger Designs (2)

Flap type wastegate
integrated in the
turbine housing
Operated by boost
pressure: selfcontrolling system
Actuator removed
from hot turbine side

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Different Turbocharger Designs (3)

Flap type wastegate
integrated in a twinflow turbine housing
(in truck applications)
Only one channel
needs to be bypassed!
Some designs have
the actuator on the
turbine side
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Different Turbocharger
designs (4)

1. Vane
2. Vane support ring (bearing side)
3. Vane support ring (turbine side)

4. Vane lever
5. Adjustment ring assy.

Adjustment ring moved by pneumatic or electric actuator, governed

by electronic engine control unit.
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Bearing system K1-K5 and S-Range (except S3A)

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Bearing system K0, S3A, 3LD

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Part Numbers, Serial Numbers, Meaning

3K-Warner Turbocharger Nameplates (1)

OE part number
Model / Specification
Serial number
3K part number
Nameplates with 4 boxes used on K2 to K5 and similar sizes.
Blue: New or Reman turbo

Red: Factory repaired turbo

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3K-Warner Turbocharger Nameplates (2)

Model/OE part number

Serial number
3K part number
Nameplates with 3 boxes used on K0 to K2.
Blue: New or Reman turbo

Red: Factory repaired turbo

Yellow, pink, black etc.: New turbo (certain OE customers

want easier distinctability of turbos that look very similar)
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3K-Warner Serial Numbers: 1974 01.06.1998

93 692 1234
Year

Day

1993

June 16

Counting no.
1234th turbo that day

Use CD-ROM for converting the Factory Calendar

Day to the Gregorian calendar date or vice versa.

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3K-Warner Serial Numbers: since 01.06.1998

C L 5 25053 123
Year
2000

Month
Dec

Origin
Kibo Serial
production

A=1998

A=Jan

2=prototype

B=1999

B=Feb

3=durability

C=2000

C=Mar

4=initial sample

D=2001

D=Apr

5=series

Batch no. Counting no.

internal 123rd turbo of
order
that batch
4 to 7 digits

always 3 digits

8=pre-series

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OE Schwitzer Nameplate
Model

Customer Part
Number

Schwitzer Part No

Manufactured 18th January 2000, 859th unit

of the Day
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Aftermarket Nameplate
Standard Schwitzer Nameplate

Part Number

Manufactured 26th
January 2000, 1st
Unit of the Day
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Bradford Nameplate Serial Numbers

Day

Year suffix

01C00 - 0250
Month ID

Production
Sequential No
for the day
(24hour)

Month ID
A = January
B = February
C = March
D = April
E = May
F = June
G = July
H = August
I = September
J = October
K= November
L = December

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Service, Failure Analysis, Warranty

In case of turbo trouble . . .

Try to understand why the
turbo has failed!
Don't simply blame the
turbocharger - it usually
does not fail by itself.
In many cases new turbos
are fitted but the problem is not solved Very soon you may have another failed turbo!
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Common reasons for turbo failures

1. Bad oil (contaminated, wrong specification)
2. Lack of lubrication (too little oil, oil pressure too low)
3. Foreign objects entering compressor or turbine
4. Overspeeding and/or overheating (often due to
manipulations of the engine or the turbo)
5. Turbo repairs not according to manufacturer's
instructions and/or using copy parts
:
:

35.Real product defects

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1. Bad oil (contaminated, old, wrong) (1)

Aged engine oil contains dirt, fuel, and combustion products that
affect the viscosity and the temperature resistance of the oil.
Failure modes:
a) Abrasive particles wear away bearing surfaces
rotor play increases
piston ring seals wear out

wheels rub on housings

oil leakage
blade or shaft fracture

b) Wrong viscosity inhibits a stable oil film

see Lack of lubrication
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1. Bad oil (contaminated, old, wrong) (2)

c) Lack of temperature resistance
oil starts to carbonize at lower than normal
temperatures
oil carbon builds up on bearing surfaces, internal
oil channels, seal clearances and clogs them
bearings wear out or oil supply is cut off.
Preventive action: Carry out oil and filter services as per
OEMs instructions. Use oil suitable for turbo engines.
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2. Lack of lubrication (1)

During operation, the shaft floats on a cushion of oil of
0.01 - 0.04 mm thickness.
The journal bearings rotate on an oil cushion of 0.03 0.08 mm with approx. 1/3 of the shaft speed (except the
models 3LD, K0 and S3A).
Another oil cushion is between thrust bearing and thrust
ring (large turbos use two thrust rings, one on either side
of the thrust bearing).

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2. Lack of lubrication (2)

Direct metal-to-metal contact of shaft surface or thrust ring
with the bearing causes:
heavy wear
tempering colours on steel parts
material transfer from the bearing to its counterpart
and (often) blockage of the shaft.
Consider that the relative speed between bearing and counterpart is
up to 50 m/s (180 km/h)!
The maximum piston speed of a truck engine is not above 17 m/s,
and of a high-performance petrol engine 35 m/s at the highest.
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2. Lack of lubrication (3)

Failure modes:
a) Oil with too high viscosity slow oil film build-up after
cold start
b) Oil with too low viscosity cannot create a stable oil film.
c) Not enough oil in the sump / oil line leakage oil pump
draws air
d) Oil flow rate (1 - 13 l/min) or oil pressure (min 1.5 bar
under load) not sufficient unstable oil film.

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2. Lack of lubrication (4)

Consequences of a) - d): Bearing wear sealing ring
wear oil leakage; increased rotor play wheel rubbing
OR shaft blockage (often) shaft fracture, especially
when oil supply is suddenly cut off completely.
Preventive action:
- Use correct oil (observe OEMs instructions).
- Check oil level regularly.
- Do not apply full load within 30 seconds after cold start.
- Check oil system for defects and clogging when a turbo
has failed with symptoms of oil starvation.
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3. Foreign objects enter compressor or turbine

Compressor side: Object damages inlet edges of blades.
A small object can pass through and is caught in the
intercooler (if present) or goes right into the engine.
A noticeable noise and drop of power usually occurs.
Turbine side: Object damages inlet edges of blades; in
most cases the object is found in the turbine housing at
the end of the volute. Damage is not always immediately
recognized if turbine wheel is still able to rotate.
Preventive action: Carefully inspect and clean all air and
gas piping when installing a new turbocharger.
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4. Overspeeding and/or overheating (1)

Every turbocharger is designed for a maximum speed and
a maximum temperature which it can bear, depending on
the engine parameters:
air flow rate, boost pressure, exhaust gas temperature,
mileage expectation.
Exceeding the speed limit continuously will cause
mechanical failure. As the highest mechanical load occurs
within the wheels, these are likely to fail first.
In case of overheating without overspeeding, oil carbon
build-up and cracked turbine housings are often seen.
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4. Overspeeding and/or overheating (2)

Preventive action: Use the correct turbo for the
application. Do not alter engine or wastegate
settings.
Specialist know-how: Turbocharger
overspeeding can often be detected.
If the compressor wheel is still intact, measure
bore diameter in 3 places: d1, d2 and d3. If
overspeeding has occurred, d2 and d3 will have
expanded. At d1 no expansion occurs.
The differences are a few micrometers only!
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5. Unprofessional turbo repairs (1)

Reduced lifetime can result from:
Wrong tolerances and clearances in bearing system
Wrong material of critical parts
Parts being re-used which shouldnt
Rotor unbalance
Not correctly tightened and secured nuts coming loose
Wastegate not correctly adjusted, resulting in incorrect
turbocharger performance and possibly overspeeding.
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5. Unprofessional turbo repairs (2)

Rotor unbalance can result from:
Small blade defects/deformations
Rubbing traces (slight traces are permissible)
Gravity-drop of turbine wheel after hot shutdown
Thermical relaxation inside turbine wheel
Deposit build-up on wheel(s)
Disassembly and re-assembly at a different angle

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5. Unprofessional turbo repairs (3)

Rotor unbalance reduces turbo life because
Bearing suffers one-sided wear
With heavy unbalance, oil film is continuosly interrupted
Eventual failure due to increased bearing play
Preventive action:
Balance check and if necessary correction of rotor
assembly (requires suitable balancing machine).

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6. Oil leakage (1)

For proper function, turbocharger seals rely on:
Shaft rotation
Piston rings fitted with tension (overheat conditions
cause loss of tension)
Pressure in end housings equal or higher than pressure
inside bearing housing. This is not the case when:
- Oil drain from turbo is obstructed
- Crankcase ventilation does not work properly
- Oil level in sump is too high
- Air filter or induction pipes are obstructed
- Engine idles for long periods of time.
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6. Oil leakage (2)

If a turbo leaks oil, check the aforementioned reasons first.
When these can be excluded, the fault is usually a worn
out piston ring groove.
Reasons that the piston ring groove is worn out:
- Bearing play increased due to dirty oil or lack of oil
- Piston ring not fitted correctly during assembly
having contact with shaft&wheel / flinger sleeve
or piston ring broken during assembly
- Piston ring not perfectly flat, i.e. the ends have an offset
(this is a product defect).
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BorgWarner Turbo Systems Warranty Terms

These terms concern BorgWarners direct customers
only, i.e. OEMs or Distributors. Customers of our
customers cannot claim warranty against BorgWarner.
Products which prove defective within 12 months after
installation or at the latest within 18 months after dispatch
will be replaced or the defect removed free-of-charge.
The defect must be caused by circumstances prior to
dispatch.
The buyer must file a written complaint immediately
wherein the defect is described.
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Who can do turbocharger repairs? (1)

Replace complete turbo with a new or properly
remanufactured unit (e.g. by our distributor)
average Garage that observes fitting instructions.

Replace complete core assembly but keep end

housings if they are still in good condition
Garage with some special knowledge:
End housings and clamp plates still usable?
Use of correct bolts for heat-resistant connection
Re-adjustment of wastegate might be necessary; dial
gauge and precision manometer required.
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Who can do turbocharger repairs? (2)

Repair turbo by using an overhaul kit, re-use parts that
are in good condition
Qualified workshop with special tools and know-how:
Ability to decide about re-usability of parts
Know-how of proper disassembly, parts cleaning and
inspection, and assembly
Bills of materials, info about build changes
Special pliers, vice jaws, mandrels for disassembly
Bead or sand blasting cabin
Special wrenches for assembly (torque+angle)
Balancing machine for s&w and comp/wheels (optionally)
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Who can do turbocharger repairs? (3)

Repair turbos with wastegate or variable geometry
and/or high-speed balanced core assemblies
Turbo specialist with professional equipment:
High-speed core balancing machine
Actuator adjustment device
Machines for parts recovery: milling, drilling, turning machines,
(optionally) welding equipment e.g. for piston ring grooves
Balancing machine for shaft&wheels and comp/wheels obligat.
Profound knowledge about all steps of the repair process
Info about the product, incl. build changes and peculiarities
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When fitting the new turbo . . .

Carefully check and clean all piping to & from the turbo
Change engine oil, oil filter and air filter
Don't forget to remove plastic protection plugs from the
turbocharger
Fill the bearing housing with clean engine oil
Use new, correct fitting gaskets only
DON'T USE LIQUID SEALANT!
It blocks oil passages inside the bearing housing
Crank the engine without firing (disconnect ignition/
injection pump) to ensure sufficient oil pressure
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How to measure the axial play

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How to measure the radial play

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Pictures of Characteristical Failures

Worn thrust bearing due to dirty oil

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Journal bearing extremely worn by dirty oil

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Shafts worn by dirt in the oil

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Blade fracture: 1: Rubbing, 2: HCF (vibration)

2
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Compressor wheel with rubbing traces

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Comp/wheel blade broken due to rubbing

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Worn thrust bearing due to lack of oil

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Thrust parts worn due to lack of oil

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Thrust bearing worn due to lack of oil

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Thrust pads worn due to lack of oil

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Crack in thrust bearing due to lack of oil

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Flinger sleeve with bearing metal, lack of oil

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Bearing areas worn due to lack of oil

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Shaft with bearing metal

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Shaft with bearing metal due to lack of oil

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Shaft with bearing metal due to lack of oil

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Compressor wheel damaged by foreign object

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Compressor wheel with foreign object damage

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Compressor wheel with foreign object damage

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Compressor wheel blades ground off

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Comp/wheel damaged by a soft foreign object

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Rubber deposits in the compressor inlet

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Compressor wheel eroded by sand or dust

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Compressor housing damaged by dirty air

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Turbine wheel damaged by foreign object

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Turbine wheel damaged by foreign object

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Turbine wheel with foreign object and deposits

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T/wheel damaged by foreign object + deposits

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Burst comp/wheel due to overspeeding

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T/wheel burst due to overspeed & overheating

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Turbine housing cracked due to overheating

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Turbine housing cracked due to overheating

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Cracks in the bypass channel due to overheating

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Turbine heat shield with oil carbon deposits

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Shaft with oil deposits

lverkokung

Durch Abstellen aus Vollast, Verkokung des Restles

Verschleiss Radiallagerung und

Kolbenringe durch harte lkohle
und zunehmenden Lagerverschleiss

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Thrust bearing with oil carbon deposits

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Bearing housing with oil carbon deposits

lverkokung

Abstellen aus Vollast fhrt zu

lverkokung im Lagergehuse

Khlung durch l nicht

ausreichend gewhrleistet

Im Extremfall Behinderung des

lablaufs mit Auftreten von
Blaurauch

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Bearing housing with oil carbon deposits

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Piston ring rubbed in groove + Lack of oil

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Comp/wheel failure due to a material defect

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Oil leaking
lundichtigkeit

Verschleiss im Kolbenringbereich

Betrieb des Verdichters im

Nulldruckbereich

Zu hoher Kurbelgehusedruck durch

hohes Blowby, verstopfte
Entlftungsleitung

Gebrochener Kolbenring

Verstopfter lrcklauf

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Oil leaking
lundichtigkeit

Verschleiss im Kolbenringbereich

Betrieb des Verdichters im

Nulldruckbereich

Zu hoher Kurbelgehusedruck durch

hohes Blowby, verstopfte
Entlftungsleitung

Gebrochener Kolbenring

Verstopfter lrcklauf

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Hot corosion

Verzunderung

Zu hohe Abgastemperaturen ber

lngeren Zeitraum (Einspritzung,
Filterpflege, zu hohe Ansaugtemp)

Falsches TG Material

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Cracks
Risse Trennwand
Turbinengehuse

Ursprung durch wechselnde

hohe Temperaturen

In der Praxis nicht zu

vermeiden

Gezeigte Grsse fr weitere

Verwendung akzeptabel

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Backplate broken due to external strains

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Wrong assembly to engine

Vorprogrammierter Ausfall

Durch Verwendung von flssiger

Dichtmasse am leintritt wird bei
Verschraubung auch ein Teil in die
lversorgung gedrckt. Ausfall
des Axiallagers mit Totalausfall
des ATL in kurzer Zeit

AME/March 2003

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Turbocharger Noises

Kind Of Noises
Whistling due to unbalance
Pulsation whistling
Whistling due to blade passing
frequency
Sound of constant frequency
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Causes
Whistling due to unbalance
Residual unbalance too high

Pulsation whistling
Slightest geometric irregularities on the compressor wheel

Whistling due to blade passing frequency

Too small clearances between turbine wheel and turbine
housing tongue, as well as between compressor wheel and
compressor housing tongue

Sound of constant frequency

Natural system frequency of the bearing system
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Frequency range
Whistling due to unbalance
approx.. 1200..2500 Hz (..4500 Hz KP31) speed related 1 x n

Pulsation Whistling
approx.. 1200..2500 Hz (..4500 Hz KP31) speed related 1 x n

Whistling due to blade passing frequency

approx.. 3000..10 000 Hz

speed related

No. of blades x n

Sound of constant frequency

approx.. 500..900 Hz (1000 Hz KP31)

not speed related

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Way of transmission
Whistling due to unbalance
Rotor assy.-bearings

TC-Housing
Body pipes

Exhaust pipe

Pulsation Whistling
Pressure pulsation superimposed to the stat. Boost pressure,
excites charge air pipes and charge air cooler to vibrations, air
borne noise radiation

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Way of transmission
Whistling due to blade passing frequency
Pressure pulsation in the turbine flow path, is transmitted to
the exhaust pipe (occasionally exhaust pipe excitation)

Sound of constant frequency

Rotor assy.-bearings
- Body pipes

TC-Housing

- Exhaust pipe

Same as on the whistling due to unbalance

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Remedial actions (primary)

Whistling due to unbalance
Core assy. Balancing in the operating speed range
(ca. 40 000..120 000 min-1 , 200 000 min-1 KP31)
Improvement on the damping behaviour of the bearing system
Vibration de-coupling of the exhaust pipe

Pulsation Whistling
Compressor wheel sorting (replacement)
Improvement on the compressor wheel manufacturing process (foundry
and wheel machining at 3K
Silencer in charge air pipe
Improvement on inlet and discharge duct arrangement and design

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Remedial actions (primary)

Whistling due to blade passing frequency

Enlargement of tongue clearance
Enlargement of the Nos. Of blades on the compressor wheel

Sound of constant frequency

Modification of the bearing parameters to improve damping
and reduce excitation intensity

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Remedial actions (secondary)

Whistling due to unbalancing and sound of constant frequency

De-coupling of the exhaust pipe and catalyst

Corrugated pipe
Articulated compensatory
Flexible metal tube (refer Photo)
Twin wall exhaust pipe
Exhaust pipes with low natural frequency >600 Hz
De-coupled fixing of the exhaust pipe and the body of the
vehicle,especially for pass car application
Large heat shields not coupled with the turbocharger

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Remedial actions (secondary)

Whistling due to blade passing frequency and sound of constant frequency

Silencer in pressure pipe direct behind

compressor housing
De-coupling of the pressure pipe and the intercooler from the chassis with a silent-block
Improvement of the arrangement and design of
the pipes under following aspects :

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Remedial actions (secondary)

Whistling due to blade passing frequency and sound of constant frequency

Short pipes (< 30cm)

Round instead of oval or flat pipe diameters
Small diameters to reduce the surface of radiation
Avoid diameter steps in the pipes
High stiffness and /or density of the pipes
(Steal, hard plastic is better than rubber)
Pipes with thick walls to improve the sound-deadening
Pipes with twin walls or pipes cover by a metal coil

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