The Nissan 300ZX Twin Turbo passenger car turbocharger assemblies have been superceded several times. This bulletin clarifies the current service product offering as listed below.
All U.S.A. and Japanese Aplications - 1990 through 1995
Transmission type
engine bank
Garrett p/n
Manual
right hand
466135-0005
Manual
left hand
466073-0008
Automatic
right hand
466252-0005
Automatic
left hand
466083-0007
All European Aplications - 1990 through 1995
Transmission type
engine bank
Garrett p/n
Manual
right hand
466135-0005
Manual
left hand
466073-0008
Automatic
right hand
466252-0005
Automatic
left hand
466083-0007
Products
Allied Signal Automotive
T3 & T4 Left Hand Threadform (January 15, 1998)
Garrett has replaced right hand threadform with left hand threadform turbine wheel assemblies for models T3 and T4. The left hand threadform is identified by a hex shaft nut (indicating left hand) rather than the 12-point shaft nut (indicating right hand) on turbocharger assemblies and CHRA’s.
Advantages of Left Hand Threadform
Shaft nut loosening under load is virtually eliminated
We wish to advise you of some product improvements to the range of turbochargers supplied as original equipment to the Fiat Auto Group, These are all used on the new 2.4 litre common rail 5 cylinder DI diesel engine.
The shaft wheels assemblies have been upgraded to high temperature Inconel wheels and the compressors now use a larger wheel which is to a brand new design. These changes allow the performance of the engine to be maintained whilst lowering the rotating speed of the turbocharger.
We have changed the part numbers for the following applications:
454150-0003 replace by 454150-0005 - Alfa 156 & Lancia Kappa DI
454150-0004 replace by 454150-0006 - Alfa 155 & 156
701900-0001 replace by 701900-0002 - Lancia Kappa JTD
Please note that for turbos 454150-003, 454150-0004 and 701900-0001 we will be unable to supply either complete turbos or any of the parts for them. These turbos must be serviced using the new part numbers shown above.
Trevor Cass
Product Support Engineer
Allied Signal Automotive
Ball Bearing Turbochargers (June 01, 1999)
We are pleased to announce that we can now offer a range of ball bearing turbochargers and CHRAs for special applications.
Ball bearing turbos offer exceptionally quick response times with improved shaft stability. Combined with the latest specially adapted GT series turbine wheel designs and specially developed compressor wheels, we have a range of turbos which spans T25 size right through to GT40 compressor wheels and all mounted on T25 size center housings.
The CHRAs are all based around the familiar T25 size center housing, allowing the use of a variety of different housings and adaptor rings. Also shown are the approximate power outputs, in Horsepower, that the units are suitable for. This is of course, for guidance only; actual power outputs will vary according to many factors such as engine design size.
Ball bearing units are available to any who wishes to undertake the matching and fitting of theses units. Regret that we can not offer any further assistance on individual projects.
No warranty is offer on these turbos, but they are built in our Japanese factory to extremely tight tolerances, assuring maximum service life performance. Japan report almost zero field returns to date.
If you want to take advantage of this leading edge technology, don't hesitate to contact us.
Trevor Cass
Product Support Engineer
Allied Signal Turbocharger Aftermarket
Fiat Brava/Bravo/Marea GT15s (October 01, 1999)
Since its launch, the GT15 fitted to the Fiat Brava Range has changed quite a few times.
This has caused many problems, both trying to repair and replace turbos.
The following pages should help to make the changes clear.
1. The 1.9 litre indirect injection diesel engine was launched in two versions initially, 75hp and 100hp. The turbos are similar but are not interchangeable between the two different engine ratings.
2. The turbine inlet flange for both engines initially had 4 x 9mm clearance holes which fitted over the four studs in the engine's exhaust manifold. This is the 454080-0002 and 454080-0004.
Later, Fiat changed the design of the manifold to use two M8 studs and 2 x 9 mm clearance holes. We obviously had to change the turbine inlet flange in the same way. This means that the later turbos 454006-0002 and 454006-0004, which use the 2 x M8 threaded holes ( with studs supplied by Fiat ) and 2 x 9mm holes, will NOT interchange with the earlier design.
The enclosed table shows the inlet/outlet flange configurations for all types.
3. On the 454006-0002 and 454006-0004, we supplied studs fitted into the turbine OUTLET flange, although this also changed later.
4. For 1999, the 100hp idi engine was superseded by a 105hp direct injection unit, and the turbo is also new and not interchangeable with earlier one. The 75hp idi engine continues to be available alongside this.
5. On the table, the production date is shown for each turbo, but note that this is a Garrett production date and this may vary from the date of first registration of the vehicle.
6. The major change ( from a service point of view ) form 454006-0002 to 700999-0001 is to a larger piston ring at the compressor end. This also means the thrust spacer and backplate changed at the same time.
7. The major change ( from a service point of view ) form 454006-0004 to 701000-0001 is to a larger piston ring at the compressor end. This also means the thrust spacer and backplate changed at the same time.
8. On the 100hp engine, the move from 701000-0001 to 702339-0001 was due a change in A/R of the turbine housing. This was .47 and change to .35 to improve low speed response without affecting the power output. This a recommended change, as the customer does not need to make any changes to fuelling to take advantage of the better response.
ENGINE
GARRETT P/N
YEAR
TUR/HSG
Inlet configuration
Outlet configuration
75hp engine
1.9L - 4 CIL – IDI
M.720.MT.19T
454080-0002
1996
466135-0005
466135-0005
466135-0005
M.720.MT.19T
454006-0002
1997
466135-0005
466135-0005
466135-0005
M.720.MT.19T
700999-0001
1997
466135-0005
466135-0005
466135-0005
100hp engine
1.9L - 4 CIL – IDI
M.720.AT.19T
454080-0004
1996
466135-0005
466135-0005
466135-0005
454006-0004
1996
466135-0005
466135-0005
466135-0005
M.720.LT.19T
701000-0001
1997
466135-0005
466135-0005
466135-0005
M.720.AT.19T
702339-0001
1998
466073-0008
466073-0008
466073-0008
105hp engine
1.9L - 4 CIL – DI
M.720.KT.19T
701796-0001
1999
466083-0007
466083-0007
466083-0007
Trevor Cass
Product Support Engineer
Allied Signal Turbocharger Aftermarket
Production of some of our T2 and T25 shaft wheels assemblies will soon be moved form our French, Thaon-Les Vosges plant to Skelmersdale in the UK.
The French plant currently welds the shaft and wheels using the Inertia ( or frition ) welding process. When we change over to Skelmersdale, they will be welded using the newer Electron Beam welding process.
A computer controlled Electron Beam produces a very closely controlled, consistent weld between the semi-finished shaft and wheel head. After welding, no stress relieving process is needed and minimal machining to achieve the finished
SWA.
After welding, the SWAs are 100% inspected by Ultra Sonic Testing of the welded area to ensure quality and reliability.
The change over represents a considerable investement in new machinery and test equipment.
Part number will change, but the SWA are totally interchangeable:
Old ( Inertia Weld )
New ( EB Weld )
435243-0001
435737-0006
435243-0002
435737-0001
435243-0006
435737-0020
435257-0001
435922-0001
435257-0002
435737-0005
435257-0005
435737-0004
435368-0007
435922-0002
435406-0003
435737-0015
435406-0004
435922-0004
435406-0005
435922-0005
435406-0013
435737-0013
435406-0015
435922-0011
447890-0003
435737-0024
447900-0010
435922-0010
448941-0008
435737-0002
The changes will take place as soon as existing stocks are exhausted. After that, any existing orders for old part numbers will be automatically changed over from you.
TREVOR CASS
Product Support Engineer
Allied Signal Turbocharger Aftermarket
1050º C Turbo (February 01, 2001)
Gasoline engine manufactures are faced with ever-tightening emissions regulations imposed by American, Japanese, and European legislation. To meet future HC and CO limits, and to improve fuel economy, automotive engine manufactures are looking towards running air to fuel ratios near lambda = 1 for full load engine conditions.
Traditionally full load air / fuel conditions have been in the region of lambda = 0.9 to improve maximum engine power output and maintain engine durability. The excess fuel under theses conditions has a cooling effect on the exhaust temperature and has allowed engines to be below 1000º C in exhaust temperatures. The move towards lambda = 1 will remove this fuel cooling effect and will yield exhaust temperatures up to 1050º C.
Today's turbochargers are designed and qualified for existing high temperature gasoline applications. This has been a delicate balance of design, material technology, and cost. The move to 1050º C exhaust temperatures has prompted the Garrett Turbocharging Group to redefine this balance for turbochargers.
Taking advantage of our expertise in materials gained form our large Aerospace divisions and working closely with customer development programs, the Garrett Turbocharging group is well placed to provide turbocharging solutions that are durable up to 1050ºC exhaust temperatures.
Detroit Diesel GT42 & GTA42 Models (March 09, 2001)
GT42 models supplied to Detroit Diesel use a THREADED BORE compressor wheel and the design has now been upgraded to a BORELESS compressor wheel. This design of wheel offers an improved resistance to low cycle fatigue.
The new design of turbos is called the GTA42 range. The GTA range differs from GT range by the use of 8mm bolts to retain the backplate onto the center housing. The GTA42 also use a dynamic seal with the boreless wheels, where earlier designs used a carbon seal. The dynamic seal improves the overall efficiency of the turbos whilst maintaining effective oil sealing at the compressor end.
Trevor Cass
Product Support Engineer
Allied Signal Automotive
The 452204-0005 turbo was launched as a product improvement, by adding a heat shroud to the turbo. It had been found that in service the earlier turbos were suffering from the effects of excessive temperature from the exhaust gases. This was not apparent when the initial matching and testing were undertaken.
The heat shroud helps to overcome these problems.
This means that earlier CHRA 433352-0030 can no longer be supplied by us. Also, because we (and you) are now aware of the potential problems, you should not attempt to repair it. The new CHRA with head shroud is part number 433352-0055 and this will NOT fit into the earlier turbine housings due to the additional clearance needed on the centre housing / turbine housing joint to accommodate the heat shroud.
Therefore, any requirements for CHRA 433352-0030 should be serviced with a complete turbocharger, 452204-0005.
Trevor Cass
Product Support Engineer
Allied Signal Turbocharger Aftermarket
In 1997, we launched the 454232 range of VNT turbos with integrated manifolds for the VW Golf TDI and Audi A3 TDI.
The 454232-0001 was superceeded by 454232-0003, then by 454232-0004 and finally the 454232-0005.
The 454232-0005 is a Direct Service Replacement for the -0001, -0003 and -0004.
Last year we started production of a new turbo, part number 713672-0002 for the VW Golf TDI and Audi A3 on the same 110HP ( 81Kw ) engine. One of the design changes was on the turbine housing :
A steel bracket bolts onto the turbine housing and also onto the side of the engine block to support the turbo, so that the manifold alone does not support all the weight.
The bracket ( VW/Audi part ) has changed and this meant a change to the cast boss which supports the bracket; this is now turned through 90º.
In order to use 713672-0002 as a Direct Service Replacement for the 454232 range, it is necessary to supply the correct bracket.The part numbers for the VW/Audi brackets are:
038 145 535 C to 454232 Range
038 145 535 E to 713672 Range
Trevor Cass
Product Support Engineer
Allied Signal Turbocharger Aftermarket
VW Audi Group GT20V Supercession (July 01, 2002)
The turbos in this range have chaged on quite few occasions. For servicing use the following guide:
454135-0001 changed to 454135-0002 then to 454135-0006. Use 454135-0006 as a Direct Service Replacement. These are all Step I VNT's with 12 vanes and cannot be interchanged with Step II
VNT's.
454135-0003 changed to 454135-0005 then to 454135-0008 then to 454135-0010. Use 454135-0010 as a Direct Service Replacement. These are all Step II VNT's with 13 vanes and cannot be interchanged with Step I VNT's.
Note:
GT15V and GT17V VNT's have 9 vanes in Step I and 11 vanes in Step II.
GT20V VNT's have 12 vanes in step I and 13 vanes in Step II.
TREVOR CASS
Product Support Engineer
Allied Signal Turbocharger Aftermarket
Turbochargers 454126-0001 ( 105HP ) and 454126-0002 ( 125HP ) for Renault Mascott 2.8 Litre.
The CHRA 433289-0096 was launched in November 1998 to replace the earlier 433289-0033 CHRA, in the above turbos. The turbo numbers remained the same. This new CHRA was to reduce the noise made by the turbo and in order to achieve this, we fitted a new and different design of turbine wheel.
The 433289-0033 is no longer available for sale.
The size of earlier and later wheels is different, so this means that the 433289-0096 CHRA will not fit in the place of the 433289-0033 CHRA in older units, any requirement for these should be serviced with a complete new turbocharger, either 454126-0001 or 454126-0002 dependant on engine power rating as above.
Trevor Cass
Product Support Engineer
Allied Signal Turbocharger Aftermarket
Range turbos model GT2052V part number 705954-0017 (14411-VC100), fits in Nissan Patrol with a 3.0L diesel engine Model ZD30ETi, with watercooled center housing has been replaced by Nissan & Garrett by turbos with aircooled center housings.
For service, Nissan use the aircooled turbos p/n 724639-0002 (14411-2X900) plus the following Nissan kits to plug the watercooling ports on the engine:
2 x 0893-14441A plus 2 x 1679410G01
TREVOR CASS
Product Support Engineer
Allied Signal Turbocharger Aftermarket
VNT sales of CHRA and components (March 01, 2004)
We have recently received input from the Market Place that VNT ‘repairs’ in the aftermarket are failing to meet the standard as set by both the OE and Garrett. The issue concerns the correct setting of the minimum vane opening and calibration process.
I regret to advise therefore that we must immediately suspend sales of all components below full turbocharger level.
We shall be undertaking a full review of the technical complexities and will report back to you as soon as possible.
Ed Goodwin
Director IAM sales and marketing Europe
Allied Signal Turbocharger Aftermarket
Definition of Part Numbers Status Codes (May 15, 2004)
Due to the Fact that Garrett has been building turbochargers for 50 years, there is now an immense range of part numbers to deal with.
We will explain briefly the different categories of parts that exist along with the different ways of servicing them when they are no longer in current production.
TURBOCHARGERS : According to their age and population in the market the following situations could present themselves.
1. In production : The turbocharger is in production and the availability depends only on the time to build and deliver.
2. In production but substituted by another : This is the case where a technical design improvement has been made, normally the turbocharger has the same part number but a different dash, for example 454135-0002 substituted for 454135-0010. These substitutions can be seen in Garrett’s catalog. Sometimes, a completely different part number may be used and in either case, it will be shown as “Service with xxxxxx-xxxx”. This means that it is a Direct Service Replacement for the old part.
3. Obsolete : Due to the age of the turbocharger or insufficient market demand it is no longer produced. The only way to service these units is by repairing them, or substituting them for reconditioned turbochargers.
4. Exclusives : Garrett has signed exclusivity agreements with some manufacturers such as Caterpillar, Navistar, Detroit Diesel, Toyota, etc... , so that there is no authorization to sell these turbochargers through their distributors. In some cases, only the complete turbocharger is exclusive and some cartridges and other parts are available, in other cases such as Toyota all parts are exclusive. In this case we recommend repairing the turbochargers if possible or replacing them for reconditioned turbochargers.
PARTS : In the case of parts, although the turbochargers are in production they are not all available for sales.
Variable Nozzle Turbochargers : None of the parts are available for sale ( only the complete turbochargers are available ) due to the fact that instruments do not currently exist in the market for the correct calibration of the valves of these turbochargers.
Electronic Actuator Turbochargers : None of the parts are available for sale ( only complete turbochargers are available ) due to the fact that instruments do not currently exist in the market for the correct calibration of the valves of these turbochargers.
Ball Bearing Turbochargers : The smallest service part available is the cartridge, due to the fact that the high technology used in its development is not available in the repair market.
GT Series : Due to the large variation in parts that exist only the most popular parts are sold.
T Series : Many of the parts of turbochargers that are more than 20 years old are no longer available, although most of the rest are still available.
Antonio Camarasaltas Sarabia
Director sales and marketing
TurboMaster s.l.
New GDI Engines (July 13, 2004)
Petrol engines are the most affected by the new anti-contamination laws that will be set in place at the end of this decade. Approximately 30% less efficient than turbo diesels, petrol engines will have to improve greatly to meet the new requirements.
This will arrive, according to experts, with the incorporation of the turbocharger and direct injection who in its day received diesel engines .
Calculations performed to date indicate that the new gasoline motors with direct injection (GDI) improve their performance 20 to 25% compared to current models. This will give new life to petrol mechanics that account for 40% of motor vehicles that currently circulate on European roads.
Also the arrival of more efficient motors will allow for the reduction of the cubic capacity of the new engines, which will consume less.
EL MUNDO
El mundo Motor
Service Information for BMW VNT Turbos 717478-ALL (August 03, 2004)
Please note that Garrett turbos in range 717478 are not longer available for sale. However, we will soon be suplying a new turbocharger to BMW, part number 750431-0009 and this will also be available to the IAM network.
The new turbo uses a different spring in the actuator and BMW have advise us that if replacing any turbo in the 717478 with the new 750431-0009, they recomended a software upgrade to its ECU.
Note: even after changing the old turbo for the new one, the upgrade is non-urgent, something that can be completed at the vehicle’s next scheduled service.
However, we recommend that you contact your own local BMW Technical Service Center for the advice on this upgrade before ordering.
Trevor Cass
Product Support Engineer
Allied Signal Turbocharger Aftermarket
Dual-stage Series Turbo for Commercial Diesel (October 28, 2004)
The twin turbo configuration is proving effective in meeting current and future NOx emissions targets and is creating a platform for supplying increased ratios with inherent reliability.
The trend in commercial diesel applications points towards compressor ratios in excess of 4.0 as a likely response to the introduction of the U.S. EPA ( Environmental Protection Agency ) 2007 standards. Providing a reliable turbo for on-highway trucks above this pressure ratio is a significant challenge. Series turbocharging, though not ideal for every application, is emerging as a favored approach.
In dual-stage series turbocharging, fresh air is drawn into the first stage compressor, where its pressure is raised about 2 to 2.5 times. This pressurized air is then drawn into the second stage compressor, where air pressure is further raised 2 to 2.5 times.
The air is then cooled and the resulting charge air at the engine’s intake manifold is typically 4 to 5 times that of atmospheric pressure and about 20ºC higher than the ambient temperature.
By splitting the compression of the charge air between two turbos, both compressors operate at peak efficiency. Also, the lower pressure ratios for each stage mean lower rotating speeds, which results in improved reliability for the bearing systems, compressor wheels and turbine wheels.
“Series turbocharging offers the biggest benefits to engine suppliers who use Miller cycle or Atkinson cycle engines,” says Kevin Slupski, Director of Americans Applications Engineering at Honeywell Turbo technologies.
“ The results demonstrate a significant improvement in engine thermal efficiency, leading to reduced fuel consumption. Another key benefit is the reduction in formation of NOx during combustion, one of the key regulated emissions in diesel and lean burn natural gas engines.”
Earlier developed for high-altitude mining equipment, series turbocharging was then adopted by Caterpillar for its ACERT on highway truck engines in 2003.
Honeywell expects many large displacement engines for construction and mining equipment, marine applications and electric power generations to be designed for Miller cycle and series turbocharging by 2012 both in and outside of North America.
The ever-tighter emissions requirements are making this technology also particularly attractive for smaller displacement medium-duty engines.
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