1914-01 06-3

1. SPECIFICATION
Unit Description Specification
Max. expansion coefficient 4.0
Max. turbine speed 226,000rpm
Turbocharger Max. temperature of turbine housing
790

Weight 6.5kg
E-VGT actuator Operation duty cycle 250Hz

E-VGT turbocharger

Plate

Impeller

Compressor
Turbine housing

Unison ring
E-VGT actuator

Turbine housing
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2. INSPECTION
1) Cautions During Driving
The following lists cautions to take during test drive and on the turbocharger vehicle, which must be
considered during the operation.

1. It's important not to drastically increase the engine rpm starting the engine. It could make rotation at
excessive speed even before the journal bearing is lubricated and when the turbocharger rotates in
poor oil supply condition, it could cause damage of bearing seizure within few seconds.
If the engine is running radically after replacing the engine oil or oil filter brings poor oil supply
2. condition. To avoid this, it's necessary to start off after idling the engine for about 1 minute allowing oil
to circulate to the turbocharger after the replacement.
When the engine is stopped abruptly after driving at high speed, the turbocharger continues to rotate
3. in condition where the oil pressure is at '0'. In such condition, an oil film between the journal bearing
and the housing shaft journal section gets broken and this causes abrasion of the journal bearing due
to the rapid contact. The repeat of such condition significantly reduces life of the turbocharger.
Therefore, the engine should be stopped possibly in the idle condition.

After string for long period of time during winter season or in the low temperature condition where the
fluidity of engine oil declines, the engine, before being started, should be cranked to circulate oil and
must drive after checking the oil pressure is in normal condition by idling the engine for few minutes.
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2) Inspection of Turbocharger
When problem occurs with the turbocharger, it could cause engine power decline, excessive discharge of
exhaust gas, outbreak of abnormal noise and excessive consumption of oil.

1. On-board Inspection
- Check the bolts and nuts foe looseness or missing
- Check the intake and exhaust manifold for looseness or damage
- Check the oil supply pipe and drain pipe for damages
- Check the housing for crack and deterioration

2. Inspection of turbine
Remove the exhaust pipe at the opening of the turbine and check, with a lamp, the existence of
interference of housing and wheel, oil leakage and contamination (at blade edge) of foreign materials.

- Interference: In case where the oil leak sign exists, even the small traces of interferences on the
turbine wheel mean, most of times, that abrasion has occurred on the journal bearing. Must inspect
after overhauling the turbocharger.
- Oil Leakage: Followings are the reasons for oil leakage condition
* Problems in engine: In case where the oil is smeared on inner wall section of the exhaust gas
opening.
* Problems in turbocharger: In case where the oil is smeared on only at the exhaust gas
outlet section.

Idling for long period of time can cause oil leakage to the turbine side due to low pressure of exhaust
gas and the rotation speed of turbine wheel. Please note this is not a turbocharger problem.

- Oil Drain Pipe Defect

In case where oil flow from the turbocharger sensor housing to the crank case is not smooth would
become the reason for leakage as oil builds up within the center housing. Also, oil thickens (sludge) at
high temperature and becomes the indirect reason of wheel hub section. In such case, clogging and
damage of the oil drain pipe and the pressure of blow-by gas within the crank case must be inspected.
Damages due to Foreign Materials
- When the foreign materials get into the system, it could induce inner damage as rotating balance of
the turbocharger gets out of alignment.
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3) Inspection of Turbine
Thoroughly check the followings.

Must absolutely not operate the turbocharger with the compressor outlet and inlet opened as it could
damage the turbocharger or be hazardous during inspection.

- Interference: In case where is trace of interference or smallest damage on the compressor wheel
means, most of times, that abrasion has occurred on the journal bearing. Must inspect after the
overhaul.
- Oil Leakage: The reason for oil leakage at the compressor section is the air cleaner, clogged by
substances such as dust, causes the compressor inlet negative pressure.
a. Rotating in high speed at no-load for extended period of time can cause oil leakage to the
compressor section as oil pressure within the center housing gets higher than pressure within the
compressor housing.
b. Overuse of engine break (especially in low gear) in down hill makes significantly low exhaust gas
energy compared to the time where great amount of air is required during idling conditions of the
engine. Therefore, amount of air in the compressor inlet increases but the turbocharge pressure is
not high, which makes negative

No problem will occur with the turbocharger if above conditions are found in early stage but oil
leaked over long period of time will solidify at each section causing to breakout secondary defects.

Damages by foreign materials: In case where the compressor wheel is damaged by foreign materials
requires having an overhaul. At this time, it's necessary to check whether the foreign materials have
contaminated intake/exhaust manifold or inside of engine.
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4) Possible Causes of Defect

The following tries to understand the defects that can occur with vehicle installed with the turbocharger
and to manage the reasons of such defects.
1. In case where oil pan/oil pipe has been contaminated, oil filter is defected and where adhesive of
gaskets has been contaminated into the oil line.
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2. Oil Pump Defect: Rapid over-loaded driving after replacing oil filter and oil and clogging of oil line.
 1914-01 06-9

3. Turbine Side: Inflow of foreign materials from engine

Compressor Side: such as air filter, muffler and nut
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4. Defects caused by reasons other than that of the turbocharger.

 1914-01 06-11

3. TROUBLESHOOTING
The followings are cautions to take in handling defects of turbocharger, which must be fully aware of.

1) Cautions
1. After stopping the engine, check whether the bolts on pipe connecting section are loose as well as the
connecting condition of vacuum port and modulator, which is connected to the actuator.
2. During idling of the engine, check for leakage in the connecting section of pipe (hoses and
pipes, duct connections, after the turbocharger) by applying soap water. The leakage condition
in the engine block and turbine housing opening can be determined by the occurrence of
abnormal noise of exhaust.
3. By running the engine at idle speed, abnormal vibration and noise can be checked. Immediately
stop the engine when abnormal vibration and noise is detected and make thorough inspection
whether the turbocharger shaft wheel has any damages as well as checking the condition of
connections between pipes.
4. In case where the noise of engine is louder than usual, there is possibility of dampness in the
areas related with air cleaner and engine or engine block and turbocharger. And it could affect
the smooth supply of engine oil and discharge.
5. Check for damp condition in exhaust gas when there is sign of thermal discoloration or
discharge of carbon in connecting area of the duct.
6. When the engine rotates or in case where there is change in noise level, check for clogging of
air cleaner or air cleaner duct or if there is any significant amount of dust in the compressor
housing.
7. During the inspection of center housing, inspect inside of the housing by removing the oil drain
pipe to check for sludge generation and its attachment condition at shaft area or turbine side.
8. Inspect or replace the air cleaner when the compressor wheel is damaged by inflow of foreign
materials.
9. Inspect both side of the turbocharger wheel after removing inlet and outlet pipe of the turbocharger.
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2) Work Flow for Troubleshooting

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1. SYSTEM DESCRIPTION OF E-VGT

(Electric-Variable Geometry Turbine)
1) Overview
The E-VGT turbocharger has one shaft where at each ends are installed with two turbines having
different angles to connect one end of housing to the intake manifold and the other end to the exhaust
manifold. As the turbine, at exhaust end, is rotated by exhaust gas pressure the impeller, at intake end,
gets rotated to send air around center of the impeller, being circumferentially accelerated by the
centrifugal force, into the diffuser. The air, which has been introduced to the diffuser having a passage
with big surface, transforms its speed energy into the pressure energy while being supplied to the
cylinder improving the volume efficiency. Also, the exhaust efficiency improves as the exhaust turbine
rotates. The turbocharger is often referred to as the exhaust turbine turbocharger.

Diffuser: With the meaning of spreading out it is a device that transforms fluid's speed energy into the
pressure energy by enlarging the fluid's passage to slow down the flow.
The E-VGT system installed to the D20DTR engine variably controls the passages of the turbine
housing to regulate the flow rate of the exhaust gas. The actuator of E-VGT is a DC motor actuator (E-
Actuator) which controls more quickly and precisely than the previous vacuum type actuator.

The engine ECU controls the E-Actuator electronically as follows:

- At low speed: Narrows the flow passage for the exhaust gas, resulting in increasing the flow
speed of the exhaust gas and running the turbine quickly and powerfully.
- At high speed: Expands the flow passage for the exhaust gas, resulting in increasing the mass
flow of the exhaust gas and running the turbine more powerfully.
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2) Features
(1) Performance (for EURO V)
1. Enhanced emmission control: By temperature control with CDPF system
- Target temperature and airflow control

(2) E-VGT Actuator (Electric-Actuator)

1. Optimizes the exhaust gas flow rate by controlling the vanes inside the turbine housing with the E-
Actuator.
- Maximizes the intake air charging efficiency (Approx. 15%)

2. Has a faster response time than the conventional vacuum actuator.

- Improved low speed torque, high speed power and fuel economy.
- Improved acceleration performance with rapid response time of vane.

- Folding and unfolding of the vane

is controlled electrically
- Easy to get low speed air volume
Features
Rapid response time
- Electric control
-

- Improved low speed torque and

power
- Reduced exhaust gas
Benefits
- Improved fuel consumption
- Improved acceleration
performance
 1914-01 06-19

2. COMPONENTS
* For details about control logic, refer to Chapter Engine Control.
E-VGT turbocharger Engine ECU (D20DTR) Accelerator pedal position
sensor

Atmospheric pressure, RPM

signal
Transfers driver's will to
Improves engine power E-VGT duty control accelerate to ECU

T-MAP sensor HFM sensor Coolant temperature sensor

Booster pressure and Improves the engine power Operates the VGT according to
temperature engine warm-up
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3. INPUT/OUTPUT DEVICES
 1914-01 06-21

4. OPERATING PRINCIPLES
The E-VGT is designed to get more improved engine power in all ranges by controlling the turbine as
follows:

1) How it Works at Low Speed

Normal turbocharger cannot get the turbo effect because the amount of exhaust gas is not enough and
the flow speed is slow in a low speed zone, but VGT allows the flow passage of exhaust to narrow,
resulting in increasing the flow speed of exhaust gas and running the turbine quickly and powerfully.
Therefore, as VGT can intake more air than normal turbocharger, it can give the benefit of the increased
output even in a low speed zone.

Control Turbocharger driving Control method Improved

Effect
range mechanism performance
The flow rate is
increased as the
Narrows the flow exhaust gas passes
passage for the the narrow passage Improved
At low
exhaust gas by Increased low speed torque
speed
folding the vanes turbine & impeller
speed, Increased
compressive force

Basic principle at low speed

At low speed, it utilizes the principle of venturi.
For example, when air flows through the venturi
tube, the flow speed is faster and the pressure is
lower at the point "A". In this case, if the inner
diameter of venturi is more narrowed, the flow
speed is so much faster (refer to the equation).

Turbocharger lag
The turbocharger is at idle speed when there is no load or it is in the normal driving condition. During
this period, the amount of exhaust gas passing through the turbine is not enough to turn the
compressor wheel (impeller) fast. Therefore, the intake air is not compressed as needed.
Because of this, it takes time for turbocharger to supply the additional power after the accelerator
pedal is depressed. This is called "turbocharger lag".
06-22

2) How it Works at High Speed

In a high speed zone, the amount of exhaust gas increases and it is accompanied with a great force.
Therefore, if the inner diameter of venturi is more widened, the turbine in the turbocharger by the
releasing force of abundant exhaust gas can deliver a more increased energy to the compressor. The
output will increase in submission to the increase of intake air volume.

Control Turbocharger driving Control Effect Improved

range mechanism method performance

The flow rate is

increased due to the
Expands the
expanded
flow passage for Improved
At high passage
the exhaust gas maximum
speed Increased turbine &
by unfolding the power
impeller speed,
vanes
Increased
compressive force