Garrett turbo clean manual

The Oil leaks can be caused by many factors, the main factor being incorrect pressure within the compressor and turbine housings. Oil leaks can cause vital damage to the bearing systems and occur within seconds of turbocharging.

Waring: The troubleshooting guide may only be conducted with the vehicle in drivable condition. Please stop Log in Sign up. But there are strict exceptions to this principle, e. Instead of two minus signs, there can be spaces in the number or the number can be written altogether, without spaces or minuses. Pay attention to the central part of the numbers: , , , In the middle of the number there can be digits , , , and so on.

In fact, these numbers are the same in the search. The turbo with the number is the same turbo with the number The number with the middle are used as service numbers and serve for the description of turbos that are spare parts. Rooms with the middle , , are usually original.

BorgWarner sends turbines to the motor vehicle manufacturer with these numbers. In the catalog database we write numbers as for instance , that is the full original part number of BorgWarner.

We recommend using as the number in the middle in the search. If your turbocharger number is , just type in the search If your BorgWarner turbocharger number starts with a letter, convert the number to an digit code using this example:. BV39B is identical to BV40D is identical to BV40D is identical to BV40E is identical to BV43B is identical to K is identical to K is identical to K is identical to K is identical to KP is identical to KP is identical to KP is identical to KP39B is identical to To identify the turbocharger manufacturer IHI Turbo, you need to find a special manufacturer number.

However, later turbines IHI thus are to recognize very difficult. The heritage of the turbo business began in when young Cliff Garrett formed his company in a tiny, one-room office in Los Angeles. Number of employees: 1.

Number of customers: 1. Today, that business couldn't be more different. Over time, the turbocharging business spun off to establish itself as a serious player in the engine boosting industry. Through names such as AiResearch, AlliedSignal, and the Honeywell of today, Garrett has sustained its reputation for revolutionizing turbocharger technologies generation after generation. So the Turbo was now the SE, but a Turbo model was also offered, which was basically a SE without the multilink suspension.

The Turbo was still around, too. For the enthusiast, the was the only turbocharged Volvo you could still get with a manual transmission by On the other hand, wheel sizes dropped from 16 inches back to 15 as the was moved slightly down-market.

The was no slouch, though. Sedans could accelerate from zero to 60 in 7. The Turbo was finally put out to pasture in , and the short-lived SE was dropped, so the only turbocharged model offered then was the Turbo. And that was pretty much it for changes. For , Volvo modified the front and rear suspensions in an attempt to reduce body lean, and after that the blown boxes were quietly retired soon after.

The last rear-wheel-drive turbocharged Volvo left the showroom floor in The BFT engine put out horsepower and lb. Volvo legendary durability has reached near-epic proportions, and generally speaking the series cars live up to the reputation. The biggest problem is the wiring harness on all models through at least This can lead to all sorts of weirdness with the fuel injection, electronic ignition, charging systems, starting systems, lights and pretty much anything else.

Inside, more electrical problems tend to be common, with sporadic gauges, iffy sunroofs and intermittent power windows topping a lengthy list of places where electrons run amok. Volvo plastics tend to crack easily, and the headliners are notorious for sagging. Check the air conditioning, too. Luckily, s generally hold up better than the more-opulent s, which have more gadgetry to fail.

Turbo Volvos have a few things of their own to watch out for. Prospective buyers should definitely see that the turbine has been cared for through the years, and that the engine has seen regular oil changes and still has good compression. Turbocharger hoses should be inspected carefully; any oil inside usually means the unit is leaking oil. The hoses are likely to be worn out, given age and underhood temperatures. They cost crazy money from Volvo, but suitable high-temp, fuel-resistant silicone hoses are available from other sources for far less.

They may have developed typical year-old car problems by now, so do the usual smart buyer stuff: Make sure the cooling system works, watch out for funny noises and leaking things, and look for rust, especially in the front frame rails. The wagons can get rusty around their hatches.

Remember, repairing the air conditioning on series Volvos is a nightmarish proposition. In general, be sensible. With Turbo Volvos, pennies will buy performance. Dollars will just buy a lot more of it. Volvo spent more than 10 years making Turbo boxes, so you should expect a few changes along the way. In the s, Volvo used larger Garrett T3 turbochargers, which spool up slower but can give more ultimate power.

For boost freaks, the bulletproof B23FT offers several advantages over the later s, such as a forged crankshaft and stronger connecting rods. Among the BFTs, the later, the better. Early B engines used relatively weak connecting rods, but they got better over the years. The and-on versions have a reputation as the strongest, due to a revised, beefier design of the crankshaft and connecting rods. The Bs used in the series are stronger still.

The boost gauge, for example, is not numbered.