0985330 JOHNSON O-RING KIT, Pump

Turbocharger
Illustration 1 g06133202
(A) Intake Air
(B) Exhaust Gas
(1) Air Cleaner
(2) Turbocharger
(3) Turbine Wheel
(4) Waste Gate Valve
(5) Exhaust Valve
(6) Intake Valve
(7) Compressor WheelA turbocharger consists of a centrifugal compressor mounted on a common shaft with a turbine driven by exhaust gas. The compressor is located between the air cleaner and the intake manifold, while the turbine is located between the exhaust manifold and the muffler.The turbocharger compresses the air, to force more air into the engine cylinders. This allows the engine to efficiently burn more fuel, which producing more horsepower.When boost pressure is relatively low, the turbocharger is capable of reducing the smoke concentration, the concentration in the cylinder, fuel consumption, and deterioration in performance at elevated terrain by increasing the amount of air into the engine cylinders.When boost pressure is high, the turbocharger is capable of providing a large increase in engine output by increasing the amount of air into the engine cylinders.The turbocharger has a wastegate, which is controlled by boost pressure. The waste gate opens to minimize boost pressure by diverting exhaust gases away from the turbine wheel to decrease the turbocharger speed.While the engine is running, exhaust gases pass through the exhaust manifold to rotate the turbine wheel (3) of the turbocharger at high speed.Rotation of the turbine wheel (3) rotates the compressor wheel (7) at same speed because both wheels (3), (7) are on the same shaft. As the compressor wheel (7) rotates, air is sucked in, compressed, and sent into the engine cylinder.The higher density of the compressed air results in increased output compared with non-turbocharged engines of the same displacement.Bearing
Illustration 2 g06133211
(A) From engine oil point
(B) To engine
(8) Thrust bearing
(9) Thrust ring
(10) Thrust sleeve
(11) Bearing Housing
(12) BearingThe shaft rotates at a very high speed (tens of thousands of revolutions per minute). To withstand high speeds, the bearings use floating metals. These bearings float on a film oil between the shaft and bearing housing and rotate to reduce the sliding velocity.The shaft also receives thrust (in the axial direction) on the compressor side from both the turbine and compressor wheels. This load is from the thrust bearing fitted between the thrust sleeve and thrust ring which is secured to the shaft and turns together with the shaft.Lubricating oil fed from the engine's oil pump enters the bearing section through the top of the bearing housing and passes through the internal passages, lubricating the bearings. After that, it returns to the engine from the bottom of the bearing housing.Aftertreatment System
Illustration 3 g03363729
(a) NRS Valve Opening
(b) Injection Pattern
(c) Inlet Throttle Valve Angle
(d) Air Flow Sensor
(e) DOC Inlet Exhaust Temperature (T0)
(f) DPF Inlet Exhaust Temperature (T1)
(g) DPF Differential Pressure
(h) DPF Outlet Exhaust Temperature (T0)
(1) Common Rail System
(2) ECM
(3) Aftertreatment Devices
(4) Intake Throttle Valve
(5) NRS Valve
(6) Turbocharger
(7) Air Flow Sensor
(8) Cylinder Block
(9) NRS Cooler
(10) DOC Inlet Exhaust Temperature (T0)
(11) DPF Inlet Exhaust Temperature (T1)
(12) DPF Differential Pressure
(13) DPF Outlet Exhaust Temperature (T2)
(14) Diesel Oxidation Catalyst (DOC)
(15) Diesel Particulate Filter (DPF)The aftertreatment system contains several mechanical and electronic components that aid in reducing the various exhaust emissions emitted from the engine.The two major functions are:
Oxidize carbon monoxide and hydrocarbon emissions through the Diesel Oxidation Catalyst (DOC)
Trap of particulate matter (soot and ash) in the Diesel Particulate Filter (DPF)Regeneration is required to remove soot from the DPF. Regeneration is a chemical process that converts soot (primarily Carbon) into carbon dioxide and water when in the presence of heat. There are two types of regeneration:Passive Regeneration
This engine primarily uses passive regeneration with active regeneration as a secondary method to remove soot from the DPF.Passive regeneration occurs during normal machine operation by using heat in the exhaust system to oxidize soot accumulations in the DPF. Passive regeneration is more effective when the engine is worked harder and the exhaust temperature is higher. Idling and low to mild engine demand produces less heat, making passive regeneration less effective and causes soot to accumulate faster.Passive regeneration is most effective when the aftertreatment inlet temperature is above 350° C (662 ° F).Active Regeneration
The engine ECM may automatically implement high temperature active regeneration to remove soot deposits in the DPF when soot levels reach 100%. This is visible in ET under “DPF Performance Status” screens.Note: The DPF soot load percentage will never show greater than 100 percent.The high temperature active regeneration solution used by this engine is based on an oxy-exotherm design, also known as in-cylinder dosing.With this system, fuel is injected into the cylinder late in the exhaust stroke when the aftertreatment inlet is greater than 250° C (482 ° F). The unburned fuel is carried by the exhaust stream and into the DPF canister where it chemically reacts with the catalytic coating on the DOC to produce heat. This chemical reaction enables exhaust temperatures to reach 650° C (1202 ° F) before entering the DPF, resulting in regeneration.The ECM determines when an active regeneration is required based on three parameters.
Soot model determined by the ECM
Differential pressure measurement across the DPF
Fuel BurnedThese three parameters can be seen in Cat ET under the DPF performance - II status screen.
Soot model = DPF soot mass
Differential DPF Pressure = DPF #1, Soot mass #1
Fuel burned = DPF #1 Soot mass #2ET displays the soot load for each of these parameters in grams of soot. The soot model increases in increments of 4 grams. The DPF differential pressure sensor and fuel burned increase in increments of 1 gram. When any of levels reach 21 grams, the DPF soot load percent will reach 100% and an active regeneration is requested.The DPF differential pressure triggers when the pressure is between 6.2 kPa (0.9 psi) to 10.3 kPa (1.5 psi). The fuel burned parameter will reach the trigger when the ECM calculates approximately 250 L (264 qt) of fuel burned.When the soot load reaches 100%, the regen level will change from "Regeneration Not Needed" to "Active Regeneration Requested". The soot load will never increase above 100%. Instead the engine will progress through the different regeneration levels based on time. Refer to the Troubleshooting Manual and