Before replacing the turbocharger, carry out the following checks
Turbochargers are frequently replaced if engine oil consumption is too high, power output too low or intake or exhaust gas noises appear to be abnormal.
Subsequent inspections by the manufacturer of the supposedly defective parts frequently prove the turbochargers to be in working order.
To ensure that only defective turbochargers are replaced in future, the following checks must be carried out beforehand:
If oil consumption is too high
− Check the air filter for contamination,
− Ensure adequate engine room ventilation,
− Check the intake pipework for restricted cross-section (caused e.g. by damage, contamination).
These causes give rise to increased oil consumption on account of the increased vacuum pressure at the compressor inlet.
− Check the outside of turbocharger for traces of oil.
Oil consumption caused by the turbocharger is dependent on bearing wear and results in relatively early mechanical damage.
If engine power output is unsatisfactory
Ensure correct adjustment of
− valve clearance
− speed adjustment (to full load stop)
Also check the following:
− the compression
− the air filters for contamination
− the charge-air pressure
− the pressure in the inlet chamber of the high-pressure pump
− the exhaust back pressure
If the above checks fail to establish a possible cause, check the turbocharger for:
− coking in the turbine area, which impairs the movement of the wheel assembly (can be eliminated by axial movement)
− dirt in the compressor area
− damage caused by foreign objects
− scraping of the turbine rotor on the housing
If a significant amount of dirt has accumulated, clean the compressor end and check the bearing clearance.
If there are abnormal intake or exhaust gas noises
− Check the intake and exhaust system in the area of the charger group.
Defective seals can lead you to think the turbocharger is defective and must therefore be replaced.
− If there are still unusual noises, check the bearing clearance.
Turbochargers in good working order do not make any excessive noise!
If oil accumulates in charge-air pipes and intercooler
The very design of the engine causes a small amount of oil to collect in the charge-air system in the form of oil mist −this is perfectly natural and desired.
The oil mist is required to lubricate the intake valve seats.
If more oil accumulates than is normal, i.e. to the extent that oil pockets develop e.g. in the lower air box of the intercooler, this can lead to “oil disintegration” or uncontrolled engine racing when the oil is separated.
Eliminate the cause in such cases.
− The engine is overfilled with oil.
* Check whether the correct dipstick and guide pipe combination is installed.
− The engine oil used is unsuitable (see publication “Fuels, Lubricants …”).
− The engine is being run on impermissibly steep inclines.
− The crankcase pressure is to high. This may be caused by a defective oil separator valve (crankcase breather) or piston ring wear.
This can occur when the charge-air temperature is permanently high, for example when the engine is constantly run at full load.
Coking lowers the boost pressure but does not negatively affect power output or acceleration performance.
Coking can increase exhaust gas opacity.
In the event of compressor coking:
− Remove the compressor housing, being careful not to let it get jammed.
* If it gets jammed, the compressor wheel blades may get damaged or bent, and the resultant imbalance can ruin the turbocharger.
− Remove carbonisation in the compressor housing with a suitable cleaning agent.
− In problem cases, use oil types that are less likely to lead to compressor carbonisation (see publication Fuels, Lubricants …”).
ENGINE troubleshooting guide
The following chart is provided to help diagnose the probable source of troubles. It should be used as a guideline. Some causes or corrections may not apply to a specific model.
|TEST/INSPECTION||1. Check spark plugs.
a. Carbon accumulation caused by defective spark plug(s).
Clean carbon accumulation from piston and cylinder head and install dry properly gapped spark plug(s).
|2. Check ignition timing.
a. Timing is too advanced.
Set timing according to specifications (refer to TECHNICAL DATA)
|3. Check for erratic sparks.
a. Poor electrical connections.
b. Faulty stator.
Replace defective parts
|4. Check carburetor.
a. Fuel passages obstructed.
Clean carburetor and install new filter(s).
b. Fuel level too low.
Adjust float level according to specifications
|5. Check cooling system.
a. Low antifreeze level.
Adjust antifreeze level. Proceed with a leakage test (refer to COOLING SYSTEM) and repair as required.
b. Defective tank cap.
c. Defective thermostat.
d. Air in system.
When using the service code troubleshooting procedure, reference is made to connectors J1-J4. Please refer to the connector layout diagram. (See Identification Chart on Page -1) that explains wire numbers and wire location on the connector plug.
Bobcat extension lead (Item 1) [Figure 20-40-1] (MEL1568-3) is used when taking ohmmeter or continuity readings between sensors/senders and Bobcat controller connectors [Figure 20-40-1]. The small extension lead pin can be inserted into the sensor/sender connectors or into the Bobcat controller connectors, whichever is preferred.
Spark Plug Fouling
- Spark plug cap loose or faulty
- Choke cable adjustment or plunger/cable sticking
- Foreign material on choke plunger seat or plunger
- Incorrect spark plug heat range or gap
- Carburetor inlet needle and seat worn
- Jet needle and/or needle jet worn or improperly adjusted
- Excessive carburetor vibration (loose or missing needle jet locating clips)
- Loose jets in carburetor or calibration incorrect for altitude/temperature
- Incorrect float level setting
- PVT system calibrated incorrectly/components worn or mis-adjusted
- Fuel quality poor (old) or octane too high
- Low compression
- Restricted exhaust
- Weak ignition (loose coil round, faulty coil, stator, or ETC switch)
- ETC switch mis-adjusted
- Restricted air filter (main or pre-cleaner) or breathersystem
- Improperly assembled air intake system
- Restricted en ine breather system
- Oil contaminated with fuel
Marine Engines MD22A, MD22L-A, MD22L-B, MD22P-B, TMD22A, TMD22-A, TMD22-B, TMD22P-C, TAMD22P-B Specifications, Technical Dat Workshop Repair Manual.
- Safety Information .. 2
- General Information……. 5
- Specifications ……… 6
- Technical Data: General …… 6
- Cylinder block …….. 7
- Crank movement ………….. 8
- Valve mechanism …… 10
- Lubrication System …………. 12
- Fuel system …………………. 12
- Turbocharging system ……….. 13
- Cooling system ……….. 13
- Electrical system ……….. 13
- Tightening Torques ………… 14
This is the most complete service repair manual for the 2003-2006 Polaris Magnum 330 ATV. This manual contains service,repair procedures,assembling,disassembling, wiring diagrams and everything you need to know.
This PDF service manual will show you every nut and bolt on your vehicle. With hundreds of pages, it will show you how to distinguish any problem (from an oil change to a transmission swap) and how to fix it on your own. There are many illustrations to aid you during your job and easy to read text throughout the manual. You will be able to use the search function to browse the manual and print out your needed pages.