falla de turbos

7/31/2019 Falla de Turbos

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Series 60 Turbochargers

Rev. Date 11-17-03


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Detroit Diesel has established an initiative to review warranty concerns at the distributorand dealership level in order to provide a better product to the customer and to controlcosts. This is being done because business conditions have changed.

In 1997, the Environmental Protection Agency forced a Consent Decree with the major

North American Heavy Duty diesel manufacturers as a result of a change in the waythey enforce the emissions regulations on these companies. With this change, themanufacturers introduced new technology for the 1998 model year. These releaseswere done with limited time for validation because the EPA shortened theimplementation horizon.

The products in 1998 caused a number of warranty issues.

In the year 2000, the truck market collapsed and manufacturers were producingapproximately half the volume they had produced in earlier years. Coming with that wasa reduction in sales at dealerships. This change in the business structure resulted in

repairing outlets examining the way they do business and concentrating more onwarranty work. With this concentration, there was a move to volume increases in orderto ensure employment and continue a revenue stream to compensate for lost revenuefrom lost truck sales.

At the same time warranty activity was increasing in the field, the manufacturers werereducing headcount which could examine failed material. This left the horizon open forquestionable activity with minimal failure analysis and review.

Upon examination of the situation, Detroit Diesel determined that material analysis is asignificant point of control as well as development of expertise at the repairing outlets. Atthe same time, items which are not warranty can only be controlled through material

analysis. For this reason, there has been a change in the way Detroit Diesel looks atwarranty to ensure proper diagnosis and repair as well as to control costs.

A number of issues have had significant concern as a result of this; we want to make sureeveryone understands those items which will be covered by warranty and those items whichare customer responsibility. We have a specific approach to these.

Turbocharger

One of the initiatives Detroit Diesel has pursued in recent months is the establishment of

material review at the remanufacturing centers. Prior to this, failure analysis could notbe performed and there was minimal feedback to the repairing outlet as to what is and isnot covered. In the review process in recent months, it has been determined whichitems are DDC responsibility and which ones are customer responsibility.


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Compressor Wheel Burst

Primary causes of CWB is cyclefatigue or casting defect. The wheel

will split through the center. Thiscondition will be reimbursable underwarranty during the coverage period.

Back Disc Failure

When a portion of the wheel near thelarger diameter breaks away it iscalled a back disc failure. This isusually the result of a casting defect.This condition will be reimbursableunder warranty during the coverageperiod.

Foreign Object Compressor

There are a number of failure modeswhich are customer responsibility. Asan example, foreign object damage inthe compressor is the most predominantcause of failure attributable to thecustomer or the installation. TypicalFOC from a hard object digested by theturbo and from the air inlet. In this case,the leading edges of the blades will bedamaged. This is a customerresponsibility.


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Foreign Object CompressorFOC damage from sand will look as ifthe blades were sand blasted and theblades will appear to be notched. Thisis a customer responsibility.

Foreign Object Compressor

FOC from a large object will remove theentire blades from the compressorwheel. This is a customer r esponsibility.

ltered by Customer

A

the turbocharger in any

se.

Tampering with

way is not acceptable. This is a tie-wrap used to block the wastegate hoWhich will result in overspeed. This iscustomer responsibility.


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Cocked Housing or ClampMis-alignment.

The clamp was not positioned properly.This will result in leakage and blade to

housing contact. This is customerresponsibility.

plitter Blade Failure

S

plitter blade failure is a fatigue failure

ed

Sof the secondary compressor wheelblade. This type of failure is considerto be OEM responsibility. It will usuallybe a single blade broken away fromnear the root of the wheel, imbalancewill follow and usually break the shaft.

Cocked Compressor Housing

on VNT Turbochargers

Turbocharger efficiency was increased

n

d afterseveral service interval.

with the VNT turbo by having less

clearance between the compressorwheel and the compressor housing.Therefore greater care is needed wheremoving and replacing or indexing thecompressor housing to avoid bendingthe blades. This damage is consideredto be OEM if found at first timeinspection, and customer is foun


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ther customer responsibility issues are oil starvation and contaminated oil

xcessive side movement of theator of

hen the bearings are worn-out the

f

Oresulting in bearing failure.

Ecompressor wheel is the first indicbearing wear. This movement will allowthe compressor to touch the compressorhousing with little side pressure fromyour hand.

Wcompressor wheel will make contactwith the compressor housing all 360degrees around the inside diameter othe compressor housing. Also look forthe machining back of the compressorwheel blades.


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Charge Air Cooler

Charge air coolers are not the responsibility ofDDC as a rule. Major turbocharger failure willcontaminate the CAC with oil and compressorwheel debris. After a major turbochargerfailure, inspection and cleaning of the CAC isrequired, and the cleaning process is coveredby DDC during the warranty period. Follow therecommendations in TS letter (00-TS-27)

Inside of a typical CAC

Oil contamination in the CAC will cause leaks inthe CAC to show. The CAC should be cleanedand pressure checked to determine if it is stillwithin the leak down specification. Leaks in theCAC may result in lost of engine performance,poor fuel economy, and shorten cylinder kit life.It is the customers responsibility to maintain the

CAC.

Structural damage to the CAC from roadhazards or mounting vibration is another areathat is not a DDC responsibility.


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Road Salt Ingestion

During the winter months of the year, thereis a possibility of ingesting road salt into theair intake system. While operating a truckin areas that use road salt and duringinclement weather, snow, water, and roadspray may enter the air intake system andsaturate the air cleaner element. The airfilter stops the dirt and mud; however, theliquefied salt passes through the filter mediawith the water and then crystallizes on theother side. The result could be caked saltdeposits, leading to restricted air systemcomponents, as well as abrasive andcorrosive distress to internal engine components. If left undetected, loss of performanceand engine life could occur. The recommendation is for more frequent than normalinspections of the air system on equipment operating under these conditions.

For engines found to have salt deposits, the recommendation is to dissolve the salt bywashing the turbocharger inlet with water flushes. Avoid water ingestion into the bladearea as much as possible. If compressor blades are damaged, the turbocharger shouldbe replaced for maximum engine performance and durability. Check all air inlet ducts forcondition and integrity. Engines with heavy compressor housing salt deposits willprobably have internal charge-air-cooler deposits. The CAC may require flushing withhot water and drained dry. The engine lubricating oil should be changed as soon aspossible on affected units because salt ingested into an engine could cause dusting ofcylinder kits and bearing distress from corrosion. Typical signs of unacceptable saltdeposits are shown in the following photos.

falla de turbos

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