S-class W202 Mercedes
1993-2000 of release
Repair and car operation
+ 1.2. General information
+ 2. Maintenance
+ 3. Engines
+ 4. Greasing system
+ 5. Cooling system
+ 6. Heating, ventilation
+ 7. Ignition system
- 8. Fuel system
+ 8.1.1. Introduction
- 8.2. System of injection of petrol engines
184.108.40.206. Principle of work of PMS
220.127.116.11. Principle of work of HFM
8.2.2. Self-diagnosing of a condition of system of ignition and fuel injection
8.2.3. Air flowmeter
8.2.4. A temperature-sensitive element of cooling liquid
8.2.5. The sensor of soaked-up air
8.2.6. System of vacuum pipelines
8.2.7. The fuel distributor with klapanny nozzles
8.2.8. Klapannye of a nozzle
8.2.9. Oxygen sensor (lambda probe)
8.2.10. Diagnostics of malfunctions of system of injection of gasoline
8.2.11. That it is necessary to know to the owner of the car with the injector engine
8.2.12. Turbo doctor
+ 8.3. System of injection and food of diesel engines
+ 8.4. System of production of exhaust gases
+ 9. Transmission
+ 10. Running gear
+ 11. Steering
+ 12. Brake system
+ 13. Body
+ 14. Electric equipment
+ 14.2. Electroschemes
Rule N1: even on think of turbokompressor repair in house conditions.
Rule N2: replace a faulty turbokompressor on new you can without special work.
Not so long ago there were those times when the car with a turbokompressor was automatically enlisted in a rank of the most sports, the most charged and, certainly, the most expensive. The distance of the huge size is passed for the last 15 years and today practically not to find the modern diesel engine which does not have near similar unit.
In spite of the fact that details of a turbokompressor work at temperatures to 800 ° With and speeds in 50000–85000 revolutions per minute, they are rather reliable. However and they wear out and grow old, and the first units of a turbo-supercharging (they became really mass 5-7 years ago) already fail and, sometimes, it is accompanied by serious consequences.
However, not always it is necessary to blame a turbokompressor that the engine suddenly began to lose capacity. The banal collar which weakened and has flied from the pipeline, or the punched consolidation can become the reason for that.
More often, nevertheless, the reason of decrease in capacity of the power unit is the faulty turbokompressor. It is not necessary to try to repair it, and here to replace it quite under force on the majority of widespread cars.
In general, diesel engines it is simpler in this type of repair, than petrol, thanks to simplicity of their design. The most convenient: the all-wheel drive cars, having repair enough space round the engine.
The most difficult: the "charged" sports models, especially what are equipped with double turbonagnetatel. Standard work on their replacement at the dealer at this case is calculated at 12 o'clock. For models of such complexity it is recommended even not to think of repair in house conditions, and many of professionals refuse to undertake it if have no complete set of necessary tools and adaptations.
Nevertheless, it is not necessary to give in and in advance to be given. On the majority of models replacement of a turbokompressor can be made independently. The motor compartments overflowed with units with limited access to the engine will be the main problem. Sleight of hand and a S-shaped key will help here better than any special tools.
As well as any work on repair, replacement of a turbokompressor demands concentration and methodicalness. To Nachinta of that release access to units from pipelines, wires and other auxiliary knots. An empty seat it is required to you much, as it will be necessary to remove four (sometimes – three) nuts of a final collector, the reception pipe, three pipelines of giving and oil plum, and all pipelines of supply of air. With water cooling it is even more difficult than Turbokompressora because of additional details.
One of inevitable partners in life of a turbokompressor: high working temperatures. Thereof fastening nuts "are welded" on a final collector almost tightly and it is required to apply a significant amount of a preparation of the WD 40 type before the work beginning with them. After replacement of the main unit it is necessary to replace without fail nuts on new, made of stainless steel. If they are from usual steel, next time, possibly, to turn off them it will be almost impossible.
Hairpins can be turned on some turns when untwisting nuts, or even to be turned out completely. Carefully check, whether occurred distortions and carving damage. If the such occurred: restore a carving and wrap hairpins into place against the stop.
Not all designs of turbokompressor provide sealing laying in a junction with a final collector. Therefore be not surprised, if you did not find it at dismantle of this unit on your car. If laying after all was, surely establish new at the subsequent assembly.
Having removed a turbokompressor, check all released oil pipelines. For this purpose ask someone to include a starter (having removed high-voltage wires from the engine to exclude possibility of its start-up), and be convinced that oil moves freely. Having established a new turbokompressor, do this procedure once again that oil arrived to its bearings prior to the beginning of the "real" work. Turbokompressor bearings without oil: even for a second this the worst that he can test in the life!