Posted August 17, Link to comment Share on other sites More sharing options Bruce Amacker Posted August 17, RyanG Posted August 18, Posted August 18, Bruce Amacker Posted August 18, How are you looking it up if you don't know the year? Google shows it's the solenoid, and it ain't cheap. Yeah, another parts guy found it. Join the conversation You can post now and register later. Reply to this topic Go to topic listing.
Who's Online See full list There are no registered users currently online. Tire Balancing. Someone needs an ass chewing. Sad part is management will probably say something to the effect of they are all we have to work with and good help is hard to find.
New guy on the balancer? Soooo what are your thoughts on this newly mounted and balanced tire? Discard the two o-rings between the pedestal and turbocharger, they are not to be reused.
Set the turbocharger aside. Discard the piston, snap ring, and end cap; they are all replaced in the rebuild kit. If there are any imperfections or buildup the cylinder needs to be honed. There's no need to remove a lot of material, but a smooth bore free of any imperfections and buildup is desirable to ensure a positive seal of the new piston. Dip the hone in clean motor oil frequently during this process. Check the condition of the bore with your finger - once it is smooth and free of any buildup, nicks, etc, stop honing.
Honing the cylinder can theoretically leave deep scratches for all intents and purposes and polishing it may provide an improved, longer lasting seal. We used a 3 step process 3 different polishing abrasives from a standard aluminum polishing kit. The result was an extremely smooth cylinder with a light crosshatch from the honing process. As stated, this step is entirely optional. Ensure that the cap is fully seated before continuing.
Do you really want to pull the turbocharger a second time to fix an oil leak? One could argue that this system was developed with the intent of reducing emissions since a diesel engine does not reach peak combustion efficiency until it reaches operating temperature. A subsequent benefit of reduced warm up times is less fuel dilution, as a cold engine at idle is by far one of the most profound conditions in which fuel dilution occurs.
Regardless, it is a restriction in the path of the exhaust stream exiting the turbine housing and therefore imposes a negative effect on engine performance and turbocharger efficiency. There are many reasons why some choose to delete the EBPV, including:. The two negatives regarding deleting or disabling the EBPV are 1 the engine will require more time to reach operating temperature.
This is not a major concern in areas with warmer climates, however this could have negative impacts on engines that are started in extremely cold environments where fuel dilution is already major concern. This is unlikely a serious issue for most, however the EBPV is an emissions control device and thus it is required to be fully functional during emission tests in regions where they are required. Both of these are manufactured by Garrett, the OEM turbocharger manufacturer for all 7.
The part numbers for these components are as follows:.
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