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How often do you Lube..? It's all about Oil....
Posted: February 13th, 2008, 1:50 pm
by wagon r
Ok, so what are the benefits of a using Turbo Timer on a diesel engine?
The turbo also has fluid bearings . this is a thin film of oil being pumped around the shaft to keep it floating.
timers are necessary to avoid the shaft and oil burning if the engine is stopped suddenly.Also sudden stopping of the engine would cause back pressure on the turbine blades that may cause damage.
Posted: February 25th, 2008, 8:23 am
by Cooper
Good bit of info eh.....
....but the title of this thread........ 
Posted: August 24th, 2008, 8:43 pm
by RNR66
OK, so if turbo timers are so good and more importantly, so necessary. Why aren't they included as OEM equipment?
Posted: August 25th, 2008, 7:00 am
by 323_wagon_dude
Who knows?
In the owners manual for the hilux, it actually has the idle times to let the turbo cool off depending on the type of driving
Posted: August 25th, 2008, 12:29 pm
by bleedingfreak
I dont believe in the USe of turbo timers
1) I usually start slowing down a few minutes before I reach my destination - who the hell doesn't?
2) I switch off my engine in 1st or Rev gear.. old habits - never failed
3) The turbo timer is okay... the AUTO STARTING.. That is kewl!
Posted: August 25th, 2008, 11:22 pm
by RNR66
323_wagon_dude wrote:Who knows?
In the owners manual for the hilux, it actually has the idle times to let the turbo cool off depending on the type of driving
Interested in what this idle time/ driving type relationship is - give we the info nah...
Posted: September 9th, 2008, 11:22 am
by zodiaque
Well, once before and sometimes after I change positions....
Oh....
Not that kind of thread....
If a turbo timer is not present, how do you judge how long to leave the engine idling?
Posted: December 6th, 2008, 1:38 am
by biggy82
as requested by the good Dr Stuck:
http://www.carbibles.com/engineoil_bible.html
CJ-4: Current Introduced in 2006 for high-speed four-stroke engines. Designed to meet 2007 on-highway exhaust emission standards. CJ-4 oils are compounded for use in all applications with diesel fuels ranging in sulphur content up to 500ppm (0.05% by weight). However, use of these oils with greater than 15ppm sulfur fuel may impact exhaust aftertreatment system durability and/or oil drain intervals. CJ-4 oils are effective at sustaining emission control system durability where particulate filters and other advanced aftertreatment systems are used. CJ-4 oils exceed the performance criteria of CF-4, CG-4, CH-4 and CI-4.
CI-4 Current Introduced in 2002 for high-speed four-stroke engines. Designed to meet 2004 exhaust emission standards implemented in 2002. CI-4 oils are formulated to sustain engine durability where exhaust gas recirculation (EGR) is used and are intented for use with diesel fuels ranging in sulphur content up to 0.5% weight. Can be used in place of CD, CE, CF-4, CG-4 and CH-4
CH-4 Current Introduced in 1998 for high-speed four-stroke engines. CH-4 oils are specifically designed for use with diesel fuels ranging in sulphur content up to 0.5% weight. Can be used in place of CD, CE, CF-4 and CG-4.
CG-4 Current Introduced in 1995 for high-speed four-stroke engines. CG-4 oils are specifically designed for use with diesel fuels ranging in sulphur content less than 0.5% weight. CG-4 oil needs to be used for engines meeting 1994 emission standards. Can be used in place of CD, CE and CF-4.
CF-4 Current Introduced in 1990 for high-speed four-stroke naturally aspirated and turbo engines. Can be used in place of CD and CE.
CF-2 Current Introduced in 1994 for severe duty, two stroke motorcycle engines. Can be used in place of CD-II.
CF Current Introduced in 1994 for off-road, indirect-injected and other diesel engines including those using fuel over0.5% weight sulphur. Can be used in place of CD.
CE Obsolete Introduced in 1987 for high-speed four-stroke naturally aspirated and turbo engines. Can be used in place of CC and CD.
CD-II Obsolete Introduced in 1987 for two-stroke motorcycle engines.
CD Obsolete Introduced in 1955 for certain naturally aspirated and turbo engines.
CC Obsolete Introduced in 1961 for all diesels.
CB Obsolete Introduced in 1949 for moderate-duty engines.