Diagnostic Training of Turbocharger

Oil Leakage
Ryan Waldo
11-8-2011
Introduction
 Many of the high horsepower turbochargers returned
to CTT are returned with the complaint of oil leakage.
 Nearly all of these turbo returns are diagnosed as no
trouble found.
 The assumption seen is primarily that the turbo seal
has failed, which is not found to be the case.
 The intent of the training is to help with the
understanding of how the turbo seals oil, and what
factors can cause the turbo to leak oil.
Agenda

 Common claims for turbo oil leakage

 How the turbocharger seals oil.
 Common factors that lead to oil leakage.
 Less common factors that lead to oil leakage.
 Acceptable amounts of oil leakage.
 When the turbo should be replaced.
 Summary
 Common Claims for Turbo Oil Leakage

Oil Collected in the Compressor Outlet Flex Hose Oil at the Turbo Compressor Outlet

 Typical turbo oil leak claims state that oil is found in the air intake piping and/or
charge air cooler.
 Claims often state, “Turbo leaks oil, turbo seal failed, replace turbo.”
How a Turbo Seals Oil

 Above is a picture of an oil slinger with the compressor seal ring installed. The
seal ring is a “piston style” seal that uses a positive pressure difference to seal
oil. This is NOT a true oil seal.
How a Turbo Seals Oil

Compressor Housing Bearing Housing Turbine Housing

(Pressure inside needs to (Pressure inside is near (Pressure inside needs to
be higher than the bearing equal to the crankcase be higher than the bearing
housing pressure) pressure) housing pressure)
How a Turbo Seals Oil
 The seal ring seals oil by having a larger pressure on
the compressor side of the turbo than the bearing
housing (center section).
 Oil seeks low pressure and will stay in the bearing
housing as long as the pressure is lower than the
compressor housing pressure.
 There are a number of outside factors that can allow
compressor side pressure to drop or bearing housing
pressure to rise. These factors are found to be
external to the turbocharger.
How a Turbo Seals Oil
Oil is fed to the thrust bearing
to lubricate the oil slinger and
thrust collar that mate against
it.

The seal ring sits in the oil slinger.

The oil slinger spins and directs oil
into the oil baffle. Oil should not
have contact with the seal ring.
The oil slinger relies on turbo shaft
rotation to keep oil away from the
seals.

The oil baffle is intended

to direct oil to the turbo oil
drain.

 The seal ring is not a true oil seal, instead it is used as a pressure seal.
 How a Turbo Seals Oil

 Above is a cutaway picture showing how the split ring seal sits within the
turbo. The seal ring is stationary while the oil slinger rotates.
Acceptable Amounts of Oil Leakage
 With the use of pressure to seal oil instead of a true oil seal, the containment of
oil is not always a perfect system. With this in mind, minor amounts of oil seen
at the compressor outlet and in the air intake system can be acceptable.
 Acceptable Amounts of Oil Leakage

 Looking at the Cummins engineering standard for leakage (CES 16312), the
turbocharger would classify as a class 1 and considered a component that may
have some acceptable fluid leakage.
 Concernable Amounts of Oil Leakage

 In instances where oil leakage into the air intake system could be
classified as a class 2 leak or higher (recurring leak), there are a number
of external factors to the turbo that may be the cause of the leakage.
Common Factors That Lead to Oil Leakage
 Restricted Air Filters
– A dirty air filter will lower pressure in the compressor housing resulting in idle
conditions allowing the bearing housing pressure to be higher than the
compressor housing.
– A non approved air filter may be too restrictive and cause the same effect.

 Boost Leaks
– A boost leak can be from a torn hose, cracked charge air cooler, improperly
torqued clamps, and anything else that can cause air to leak out of the air intake
system.
– Instances where a boost hose pops off will act as a large boost leak.
– These cases cause a drop in pressure in the compressor housing and can lead to
turbo oil leakage.
 High Crankcase Pressure
– Bearing housing pressure will roughly equal crankcase pressure. This pressure
can rise from a restricted or collapsed crankcase filter. Crankcase pressure can
also rise from a power cylinder issue.
– High amounts of blow-by gas going up the oil drain will cause oil coming down the
drain pipe to foam, preventing oil drainage and causing the turbo bearing housing
to fill with oil.
Less Common Factors That Lead to Oil
Leakage
 Operating Environment
– In cold environments, moisture can freeze on the crankcase breather and
restrict it. This will melt off after the engine runs for a bit and can be hard to
detect.
– In enclosed structures, the engine can breath in oil vapor from the crankcase
breather. This can enter the turbo and appear as an oil leak. The oil vapor
can also restrict the air filter.
 Closed Crankcase Ventilation
– Engines using closed crankcase ventilation will allow blow-by oil back into
the intake system. This can cause the turbo to appear that it is leaking oil.
 Cold Oil at Startup
– Cold viscous oil at startup followed by a period of idle can cause drag which
will slow the turbo rotor system. This also may not allow oil to flow quickly
enough through the turbo.
– Slow rotor speeds can cause low pressure in the compressor housing.
Less Common Factors That Lead to Oil
Leakage

 Closed crankcase ventilation, enclosed structures, and other cases where oil is
able to enter the air intake will be seen at the compressor inlet. It can appear at the
compressor outlet as a turbo oil leak. If oil is seen at the compressor outlet, check
the turbo inlet for oil as well.
 In two stage applications, the high pressure turbo may show oil at the compressor
inlet and outlet if the low pressure turbo has been leaking oil.
Less Common Factors That Lead to Oil
Leakage
 Use of an Air Shut Off Valve
– An air shut off valve that is mounted before the turbo compressor inlet can act as
a large intake restriction when used while the engine is running.
– The valve should also be checked to ensure that it is not partially closed, acting
as an intake restriction.
 Restricted Turbo Oil Drain
– The turbo oil drain can get restricted with carbon deposit or other debris. This will
not allow the oil to drain properly and it can leak past the seal.
 High Exhaust Backpressure
– An exhaust setup that has high backpressure can slow the turbo rotor system. A
slowed rotor system can lower pressures in the turbine and compressor
housings.
– Excessive backpressure can allow exhaust gas into the turbo bearing housing,
causing high crankcase pressure.
 Use of a Pre-Lube System Without Starting the Engine
– If a pre-lube is used regularly without engine startup following, there is no
pressure in the turbine or compressor housing to seal the oil in the turbo. There
is also not oil slinging capability when the rotor is not spinning
Less Common Factors That Lead to Oil
Leakage
 Air Intake Hose Collapse
– If the air intake hoses are partially collapsed or kinked when the engine is
not running, they can become fully collapsed when the engine is running
with an air filter restriction.
 Angularity
– If the engine is run at high angularity (maximum for excavator is 30 degrees
and 25 degrees for haul truck applications), the turbo may not be able to
drain oil properly. This could allow oil past the compressor seal ring.
 Rapid Acceleration and Deceleration
– If the engine accelerates and decelerates rapidly, the crankcase pressure
can still be elevated when the turbo compressor housing pressure has
dropped.
 High Oil Pressure
– If the oil pressure is too high, the oil can not drain through the turbo quickly
enough.
Turbine Side Oil Leakage

 The turbine end of the turbo uses a split ring seal that works just as the
compressor side.
 Typical causes of noticeable oil leakage past this seal are from high
crankcase pressure or a restricted oil drain.
When the Turbo Should be Replaced
 The compressor seal ring has only been found to fail if the rotor system has
gone out of balance due to another turbo component failure.
 When diagnosing oil leakage into the air intake, if the axial and radial play of the
turbo are measured to be within specification, the turbo should NOT be
replaced. THE CAUSE OF THE OIL LEAKAGE NEEDS TO BE FOUND BEFORE
ALLOWING THE ENGINE BACK IN SERVICE.
 The turbocharger axial and radial specifications can be found in the engine
service manual in procedure 010-036.
 If the impeller wheel has not contacted the compressor housing, the axial and/or
radial play are most likely to be within specification.
Summary
 The majority of turbo claims returned to CTT are for oil
leakage, which are primarily found to be mis-diagnosed.
 The turbo compressor seal ring is a pressure seal and not
a true oil seal.
 If the axial and radial play of the turbocharger are within
specification, the turbo should NOT be replaced for oil
leakage into the air intake. The cause of the oil leakage
needs to be found before allowing the engine back into
service.
 When the cause of the oil leakage is found, the turbo and
intake NEED to be cleaned out before allowing the
engine back into service.
 If a cause to the oil leakage can not be found, please
utilize the technical escalation process.