Garrett Turbocharger Catalog
Garrett Turbocharger Catalog
Garrett Turbocharger Catalog
Compressor Wheel
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Compressor Housing The compressor on the VGT is similar to the compressor on a conventional turbocharger.
Compressor Wheel Turbine Wheel Floating Bearings The compressor wheel is connected to the turbine via a common shaft. The shaft is supported by two (2) floating bearings. This bearing design uses an oil film on the inner and outer diameter in order to create a virtual friction free bearing. Bearing Spacer
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Common Shaft
The VGT control valve is commanded by the PCM, based on engine speed (CKP sensor) and load (calculated value based on MFDES (Mass Fuel Desired) at a specified RPM). The PCM uses EP (Exhaust Pressure) to act as a closed loop control for the VGT and to monitor its performance. The command can be viewed on WDS as VGT# and is described in % closed. A low % means the vanes are commanded to an open state. A high % means the vanes are commanded to a closed state. The magnetic field generated by this signal moves a shaft in the control valve (VGTCV). This movement meters engine oil through the valve to either side of the piston. This design feature reacts quickly to changes in demand based on driving conditions. When one side of the piston is pressurized, the opposite side is vented.
Cam Follower
Depending on which side of the piston is pressurized, the vanes either open or close. A cam follower at the end of the valve Oil Supply, Outer assembly provides feedback to the valve Side of Piston allowing it to reach a parked position during times the vanes are not commanded to move. Coil
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Oil Supply, Inner Side of Piston
When the VGTCV is commanded to the full open position, low or no duty cycle, oil from the oil supply line is directed to the open side of the actuator piston.
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Vanes Open Position Oil on the closed side of the piston is then directed through the hollow shaft of the actuator piston, back to the VGTCV, and then to drain. Note: If the VGTCV is disconnected the valve will default to the open position.
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Coil
Once the desired turbocharger vane position is obtained, the Vanes Mid Position VGTCV goes to a parked position and both the open and closed sides of the actuator piston are blocked off.
Coil
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Vanes Closed Position
When the VGTCV is commanded to the full closed position, high duty cycle, oil from the oil supply line is directed through the actuator piston to the closed side of the piston. Oil on the open side of the piston is directed back to the VGTCV and then to drain.
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During engine operation at low engine Actuator Piston speeds and load, little energy is available from the exhaust to generate boost. In order to maximize the use of the energy that is available, the vanes are closed. In doing so, the exhaust gas is accelerated between the vanes and across the turbine wheel increasing turbocharger wheel speed and boost. In general, this allows the turbocharger to behave as a smaller turbocharger.
Closing the vanes also increases the 12 back pressure in the exhaust manifold which is used to drive the exhaust gas through the EGR cooler and EGR valve into the intake manifold. This is also the position for cold ambient warm up. During Engine operation at moderate engine speeds and load, the vanes are commanded partially open. The vanes are set to this intermediate position to supply the correct amount of boost to the engine for optimal combustion as well as providing the necessary back pressure for EGR operation. Note: The VGT control valve piston is coupled to the vanes through a shaft and the unison ring. During engine operation at high engine speeds and load, there is a great deal Actuator Piston of energy available in the exhaust. Excessive boost under high speed, high load conditions can negatively affect component durability, therefore the vanes are commanded open preventing turbocharger overspeed. Essentially, this allows the turbocharger to act as a large turbocharger, not creating excessive back pressure.
Actuator Piston
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Vanes Open Position
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DIAGNOSTICS
When diagnosing a low boost concern, verify that there is no other concern that would cause low power. Since boost is created by the heat of expansion, anything that can cause low power will create low boost (ex. injectors, EGR, exhaust leaks, fuel pressure and quality, etc.). Before replacing a turbo for low boost all other systems must be tested. Verify that MAP, BARO, EP PIDs are within 1.5 PSI with Key On Engine Off (KOEO). NOTE: All values are based on a vehicle equipped with a production exhaust system. Test 1 - Checking VGT operation Using WDS in datalogger mode, highlight the RPM PID and command the engine to approximately 1200 RPM and the EGRDC# PID to 0%. Then highlight the VGTDC# and increase it to 85% and record the EBP_G (Exhaust Pressure) & MGP (Manifold Gauge Pressure). Next command the VGT to 0% and record the EBP_G and MGP PIDs. At 85% the EBP_G should be below 7.3 PSI and MGP should be above 0.87 PSI. At 0% the EBP_G should be below 0.73 PSI and MGP should be below 0.45 PSI. If it is within this range and no compressor wheel to housing contact is present then do not replace turbocharger. If it does not move or is not within this range then proceed to Test 2. Note: Do not raise the engine rpm above 1200 while controlling VGT or turbo/engine damage may occur. Test 2 Raise engine speed to 3500RPM and hold it at that point while monitoring EBP_G and MGP. EBP_G should be between 5 and 13 psi and MGP should be between 2 and 6 psi. If MGP and EBP_G are both high, disconnect the VGT control valve electrically and rerun the test. If MGP and EBP_G change inspect the wiring harness and connections. If MGP and EBP_G do not change (lower) when VGTCV is disconnected remove the valve from the turbo, being careful to handle the valve by its solenoid body only, and plug it into the engine harness. Then apply pressure to the cam follower (tip of the valve) with your thumb while actuating the valve with the WDS and look for movement. If the valve moves then proceed with Test 3, If the valve does not move replace the valve. The VGTCV (base part # 6F089) can be tested electrically, measure the resistance of the actuator coil using a DVOM, the resistance should be between 3.42 & 4.18 ohms @ 73F EOT. If the engine is hot the resistance should be between 4.4 to 5.3 ohms @ 200F EOT. VGTCV Disconnected
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If the valve is to be replaced use the following procedure: Immediately upon removal from turbocharger, place the suspect control valve in plastic tube container provided with service kit base #6F089. Handle the valve by it's solenoid body only. Do not attempt to clean or wipe oil off of valve. Do not let the valve come in contact with anything prior to placing it in the container. This includes rags or fabric gloves that could contaminate the valve mechanism with lint. Suspect control valve must be returned in the protective container for proper warranty credit. Note: When installing the new valve use the same caution as removal as to not contaminate the new valve. Lightly lubricate the o-rings and install the valve into the bore. Tighten the retaining bolt to 1518lb/ft (21-24Nm) and reconnect the electrical connector. After replacement retest the engine as stated above and if concern is still present then replace the turbocharger assembly. Test 3 No-Load Boost Pressure Test
VGTDC#
60-82% 30-45%
EBP_G
0-6 psi 4-18 psi
MGP
0-1 psi 2-9 psi
Full-Load Boost Pressure Test Road test - Select an area and appropriate transmission gear in which the vehicle can be safely operated to obtain the desired engine speed at wide open throttle. Begin test at 3300 RPM and slowly apply the brake until the engine has slowed to 2400 RPM. Using WDS, select the PIDs listed below and make a 30 second recording to capture this event. Review the WDS recording and note the PID values at each of the specified RPM levels. If all values are within the specified range listed, the engine is operating as intended. If a specific failure can be identified, repair as nessecary. If a failure is suspected with the turbocharger assembly then proceed to Test 4.
RPM VGTDC#
3300
32-42%
3000
35-45%
2800
36-46%
2600
38-48%
2400
40-50%
EBP_DES should be 25-35 psi from 3300 to 2400 RPM under full load. EBP_G should be within 2 PSI of the EBP_DES. MGP should be 22-27 psi from 3300 to 2400 RPM under full load. Additional PIDs that may be helpful when diagnosing a low power complaint: APP, EGRVP, EGRDC#, ECT, EOT, ICP (voltage & pressure), ICP_DES, IPR, Load, MFDES, INJ_TIM, Fuel Pressure.
Test 4 Remove the pipe plug from the top of the VGT acutator housing, located near the oil supply tube. Apply an index mark on the VGT control valve cam follower (tip of the actuator). With the engine running, use the WDS active command feature, increase the VGT% pid. While increasing the VGTDC# PID from 20% to 85% watch the VGT control valve cam lobe for movement at each step. If movement is not observed replace turbocharger assembly.
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TURBOCHARGER NOISE
One common cause for turbo replacement is noise. A large percentage of the turbochargers replaced for noise are not bad. Compared to the turbocharger on the 7.3L Power Stroke, the VGT is louder, under some conditions, due to increased boost and compressor speed. This is normal and should not be a cause for replacement. Exhaust Leaks Turbochargers have been replaced for noise concerns when the concern is exhaust mis-alignment at the connections and bad or missing gaskets. There are four (4) locations near the turbocharger that need to be inspected prior to replacing a turbocharger for a noise complaint. One of these is located in the exhaust up pipe on the passenger side, there is a flange that requires a metal gasket in the pipe just above the EGR cooler connection. There is also a metal gasket at the EGR cooler that is held in place with a V-band clamp. If the gasket is missing, damaged or the clamp misaligned, it could be misdiagnosed as a turbocharger failure. Two other leak points are at the turbine inlet and outlet; misaligned clamps and pipes can cause a noise concern. If the turbocharger itself is responsible for excessive noise, expect to find wheel to housing rub and bearing failure.
Diagnosing Intake and Exhaust System Leaks Check for charge air cooler, intake and exhaust system leaks using Rotunda Smoke Machine (EVAP Emissions Leak Detector - 218-00001) or equivalent. For exhaust system leaks - connect leak detector to the EP tube and plug the exhaust tail pipe. For intake system leaks - connect leak detector to the MAP hose. Fill the system with smoke and then using the smoke machine pressurize the exhaust / intake system to 20 psi. If leaks are detected repair as necessary.
BLADE DAMAGE
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Good Turbocharger: Compressor blades are clean and straight. There are no large gaps between the compressor housing and the compressor wheel. No visible damage to blades. This turbocharger should not be replaced.
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Foreign Object Damage: This compressor wheel shows signs of some outside object (nuts, bolts, screws, etc.) coming in contact with the blades while they were spinning.
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Dirt Ingestion: Also called dusting. The compressor wheel blades show signs of erosion from dirt entering the intake air system. The blades are rounded off and there is dirt accumulation in the compressor inlet.
Note: For 6.0L Powerstroke diesel engines with engine oil diluted with four or more quarts of fuel, the turbocharger endplay needs to be checked (.001 - .004 allowable). Also check radial shaft movement by lifting the shaft up and rotating the shaft to check for compressor or turbine wheel to housing contact. If any wheel contact is noticed, the turbocharger must be replaced.
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The snap-to-connect turbocharger oil feed line has been replaced with an o-ring sealed, bolt-on line. This was done to reduce leaks due to improper installation.
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FCS-13943-03
2005 International Truck and Engine Corporation FCS-13943-03 February 2005 Revision 1