# NISSENS KNOWLEDGE BASE - FINAL STRUCTURED DATA ## Linea aspirazione compressore [Język: EN] * Dall’evaporatore alla linea compressore * 5-15 °C / 41-59 °F --- ## Compressore [Język: EN] * Direttamente sull’unità * 60-90 °C / 140-194 °F --- ## Ingresso condensatore [Język: EN] * …dal compressore * 60-90 °C / 140-194 °F --- ## • [Język: EN] * Malfunzionamento del compressore - sterzo - frizione/valvole o malfunzionamento generale --- ## BIULETYN TECHNICZY NISSENS NR D0273 (C2021-00667) [Język: PL] --- ## Udost.pnione materia.y i ich zawarto.. nie stanowi. .adnej gwarancji a publikuj.c je, zrzekamy si. jakiejkolwiek odpowiedzialno.ci. Zawsze post.puj zgodnie z instrukcjami producenta pojazdu, aby zachowa. zgodno.. z w.a.ciwymi procedurami serwisowania i konserwacji. Firma Nissens Automotive A / S nie ponosi odpowiedzialno.ci za jakiekolwiek szkody maj.tkowe lub obra.enia cia.a, bezpo.rednie lub po.rednie szkody spowodowane awari. lub przestojem w eksploatacji pojazdu, spowodowane nieprawid.owym zastosowaniem, monta.em i / lub nadu.yciem naszych produktów. [Język: PL] --- ## NISSENS’ TECHNICAL BULLETIN / AC & EC SYSTEM [Język: EN] * THEME: INTERIOR BLOWERS --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit our website: www.nissens.com. [Język: EN] * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer’s instructions to ensure the right service and maintenance procedures. Nissens Automotive A/S shall not be responsible for any property damage or personal injury, direct or indirect damage from failure, or down time in vehicle operation caused by incorrect application, installation, misuse and/or abuse of our products. --- ## Nissens_TechnicalBulletin_AC_Blowers - Electrical Circut.indd 1 19-06-2019 12:11:20 [Język: EN] --- ## NISSENS EXPERTS’ ARTICLES [Język: EN] * This series of technical articles have been written based on the technical insights from the AC system professionals * with many years in the system service field, Nissens’ quality engineers, and Nissens’ technical trainers involved in * the best system service practice sharing. --- ## FAULTY EXPANSION VALVE (TXV) [Język: EN] * Impact on the AC system performance * and the compressor’s life span * Possible TXV problems will quickly disable the required refrigerant flow control * in the AC system and set its working parameters out of the proper balance. Consequently, the system output is unsettled, and it cannot cool the cabin air as needed. Equally, by the TXV malfunctions, the AC compressor is exposed * to excessive workloads, lubrication shortages, or flooding, leading to severe * damage. * 4 pages article 10 min reading time --- ## The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always [Język: EN] * follow the given vehicle manufacturer’s instructions to comply with the right service and maintenance procedures. Nissens * Automotive A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * ©Nissens Automotive A/S, Ormhgårdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit our website www.nissens.com. --- ## • [Język: EN] * Prevents compressor from the refrigerant liquid form intake (slugging) --- ## • [Język: EN] * Contributes to the compressor’s proper lubrication by ensuring sufficient refrigerant flow (thus oil traveling inside --- ## refrigerant’s metering and flow regulating [Język: EN] * function within the AC cycle, the TXV also * has importance for the AC compressor’s * lifespan. --- ## IMPROPER REFRIGERANT FLOW [Język: EN] * Delay in the valve reaction or improper, unbalanced refrigerant metering. * OUTCOME: The fault may lead to insufficient or excessive refrigerant flow to the * evaporator, and none of these scenarios are good for the system. * When too little refrigerant is released, * the evaporator’s heat exchange efficiency reduces significantly as only a small part of * its core is utilized. It will cause the system to underperform and expose the compressor to an extensive load and possibly overheating and faster wear (less refrigerant also means less oil carried around to lubricate the inner parts). * On the other side, too much refrigerant * flow may lead to uncontrolled system * performance. There is a high risk of liquid refrigerant exiting the evaporator (No superheat condition), leading to severe compressor failures by so-called slugging. * POSSIBLE CAUSES > The impaired metering failure often occurs in low-quality valves, high-mileage vehicles by wear or by leaks within the power-sensing * element fill of the valve, and improper setting of the valve’s superheat. * > It occurs when the valve’s primary control * (power) element is out of the proper sensing and reaction settings. * HOW TO INDENTIFY * Poor AC system performance. The system may not produce the cold air at all, blow too cold/too warm air or change air temperature unexpectedly. * In some cases the valve and the evaporator freezing, or ice coming through vents. --- ## STUCK VALVE [Język: EN] * The valve getting stuck in open or closed position disables the required * refrigerant flow control and sets the * system parameters out of the proper balance. * OUTCOME: Depending on the position where the valve is stuck, several outcome scenarios are possible. A fully closed or * clogged valve will lead to a limited flow of the * refrigerant. * Besides reduced efficiency, lack of * lubrication, slight/no cooling produced, this * will also drastically increase the system’s * high-pressure side pressure and cause the AC compressor to overheat/seize. Some modern vehicles applying pressure sensors right after the compressor will protect it from seizure, shutting it at the right time. In * simpler design systems or those with fixed * displacement or scroll-type compressors, the valve can lead to severe compressor failures when stuck closed. Another case is when the valve is stuck fully/partially opened. * That means there will be no/insufficient * pressure drop occurring within the TXV; thus, the low side service port will show too high pressure. * This type of failure will most probably provoke no refrigerant state change, * thus losing thermal efficiency (Oil dilutes), * potentially frosted suction line. In this case, poor system performance will be noticed * as the first symptom, but in the end, the * compressor is probably seizing due to slugging or overheating as the refrigerant provides no cooling factor. * POSSIBLE CAUSES > Most commonly, the problem has a root cause in impurities and debris inside the AC loop linked to the inappropriate use of additives for the AC system, worn receiver-dryer, particle formation after compressor * seizure, or improper/lack of flushing * procedure. * HOW TO INDENTIFY * No/too low pressures generated by the system, low pressure will typically occur on the both sides of the system, or too high pressure on the high-pressure side. --- ## NISSENS EXPERTS’ ARTICLES FAULTY EXPANSION VALVE (TXV) PAGE 4 / 4 [Język: EN] * RECOMMENDED BY EXPERTS * You can avoid many severe compressor failures by considering the TXV during system troubleshooting. Pay extra * attention to the valve when the original * compressor is seized and replacement is needed. * See what’s recommended by AC specialists: * • Learn the system design before * troubleshooting the system to find the * potential TXV problems. There are many system designs, and symptoms may * differ depending on the compressor * type, number, and type of pressure sensors and the system control type. * • Perform an extended AC system diagnostics. Troubleshooting the system * TXV Hybrid & Electrical Vehicles --- ## 4. [Język: EN] * Technical Video - System Pressure Diagnostics, incl. Poster --- ## 5. Step-by-step TXV Installation Guide Movie [Język: EN] --- ## To learn more AC System component failures Learn more useful tips regarding turbo at Nissens and their root causes, follow the article series or Expert’s pages: subscribe to our technical Newsletter: [Język: EN] * operating pressures using pressure gauges may reveal the most common issues with the expansion valve. Refer * to Nissens’ service poster with the * operating pressures scenario. --- ## • Superheat measured at the evaporator’s outlet can help you conclude whether the TXV, thus the system, operates optimally. Measure the evaporator’s outlet temperature and the actual LP side pressure. Link the LP pressure to the refrigerant saturation temperature using the P-T table for the given refrigerant type. Subtracting the two temperatures will read the actual superheat value. [Język: EN] * • Along with other parts, always replace the TXV valve with the AC compressor replacement. TXV is a * relatively small cost add-on but can save you from severe failures. Always replace the valve if the system is diagnosed with severe contamination and after the compressor breakdown caused by seizure/overheating. * • Remember to flush the AC system before fitting the new AC compressor and by the TXV replacement. Make sure no debris, no moisture, or flushing agent residues are left in the system. Replace the condenser with a micro-tube design as it is impossible to flush. * • A nitrogen-based pressure test and a long-term vacuum are obligatory before recharging the system as they help eliminate moisture remaining in the loop. --- ## Learn by Nissens AC System Training – we offer [Język: EN] * both self-learning and live training sessions * available worldwide: * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always * follow the given vehicle manufacturer’s instructions to comply with the right service and maintenance procedures. Nissens * Automotive A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * ©Nissens Automotive A/S, Ormhgårdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit our website www.nissens.com. --- ## 3 pages article 7 min reading time [Język: EN] * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given * vehicle manufacturer’s instructions to comply with the right service and maintenance procedures. Nissens Automotive A/S shall not be held * responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by * incorrect application, installation and/or abuse of our products. * ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. * For further technical and contact information visit our website www.nissens.com. --- ## NISSENS’ TECHNICAL ARTICLES [Język: EN] * PAGE 2 / 3 --- ## CLEANNESS - THE KEY TO THE SYSTEM’S VITALITY [Język: EN] * The AC system to perform must be clinically clean inside. Refrigerant, lubricant, and precise mechanisms inside the loop must be clean to work optimally, and the system can maintain the appropriate pressure and temperature parameters. * The modern AC system design employs many components with very narrow passages. The majority of today’s cars apply micro tube-design condensers with tiny diameter channels. Another example is the externally controlled AC compressors with precise and very sensitive to impurities ECV valve steering the pumping capacity. The system’s expansion device and the TXV, in particular, are other types of loop * components that can quickly suffer from * impurities limiting their proper function. All of these can get clogged by particles, splinters or even by a too viscous lubricant * that doesn’t match the car’s specification. Any system flow restriction or stoppage can * have catastrophic consequences. The limited * refrigerant flow will lead to a decrease in * the system’s performance, cause instant pressure increases, impair the overall system lubrication, and consequently create an abnormal temperature load that is very dangerous for the AC compressor. --- ## Furthermore, it is also critical to mention that the potential system contaminants and [Język: EN] * moisture affect the lubricant, impairing its characteristics. These can instantly affect the * compressor’s mechanical parts, exposing it * to seize. Similarly, if the lubricant gets diluted * by excessive additive use (like overdosing with UV dye), the improper condition will lead to irreversible compressor failures. --- ## Flush the system whenever you diagnose it with clogs, stoppages, or receiver dryer failures. Although it might be the previous [Język: EN] * garage’s failure, you should equally flush the * system whenever you conclude an excessive or improper use of additives such as UV dyes or stop leak agents. Visual inspection by a sight-glass tool will ease the diagnosis process. The loop must obligatorily be * flushed before installing a new compressor. * Carbonized oil particles, metal chips, splinters, and other impurities that caused the previous compressor to fail can quickly * kill the new unit if the system is not flushed * correctly before the replacement. * We point to another importance that the * flushing has for the system’s heart by the * compressor’s replacement process. Besides cleaning impurities, it is the only way to determine the total lubricant level inside the loop. * CLIMATE COMFORT SYSTEM --- ## FLUSHING ABC [Język: EN] * There are several basic rules you have to * observe to flush appropriately. The AC compressor must be detached. You will * probably be replacing the compressor after, but if not, the compressor must be * separated or bypassed from the flushing. * The system expansion devices, such as * either orifice tube or expansion valve, should * be detached or bypassed, too. The receiver dryer or desiccant should be removed and * replaced after flushing. Parallel-flow, thin and * micro-tubes condensers, and evaporators * cannot be flushed effectively and should be replaced or back flushed whenever serious * contaminants impaired the system or by the previous compressor seizure. --- ## When it comes to the flushing methods, [Język: EN] * several are worth considering and are relatively accessible. It all depends on the garage equipment and possible access to * extra tools. In general, the flushing must be effective and should not harm the system, * which might be the case by the use of improper methods. * Keep in mind! For any of the methods, the cleaning agent residues must be * thoroughly removed after flushing, and the * AC loop must always be thoroughly dried, preferably by means of nitrogen and a long-process vacuum. Once the AC system * is properly flushed, and all of the necessary * components have been replaced, you can proceed with the system charge by the prescribed type and volume of refrigerant * and lubricant. Remember, flushing is not * courtesy and can save you from a repeat repair after installing a new compressor. --- ## NISSENS’ TECHNICAL ARTICLES CLIMATE COMFORT SYSTEM [Język: EN] * PAGE 3 / 3 * THE TOP 3 MOST RECOMMENDED --- ## To find more technical support assets as well as possible training and learning modules from Nissens, visit nissens.com/experts [Język: EN] --- ## TECHNICAL BULLETIN TURBOCHARGER INSTALLATION [Język: EN] --- ## The turbo oil feed line in this particular engine model is placed very near the engine’s exhaust manifold. [Język: EN] * The high temperatures generated by the exhaust gases flowing through the manifold exposes the oil stream inside the feed line to high thermal stress. This leads to the formation of solid particles inside the pipe due to oil coking | and carbonizing. * Consequently, the feed oil flow gets restricted. An excessive formation of the particles will contaminate the lubricant. Particles, when loosened (e.g. by moving the pipe) can then get to the turbo bearing/shaft. All these instances are very harmful to the shaft operation. The shaft gets under-lubricated and will seize. Seizure can block the shaft completely and cause the compressor nut to unscrew, leading to further mechanical damages. * To avoid critical failures of the new turbo we highly recommend the following actions * before installing the new turbo: * • Install new oil feed line (Effective cleaning impossible due to design) * Once turbo is installed, remember to check the oil pressure on the oil feed line * or check the oil flow when decoupling the oil return line from the installed turbo * NB! When installing the new turbo from Nissens, always comply with the installation instructions included in the product box. Disregarding of the above instructions may lead to serious, irreversible failures of the newly installed turbocharger or/and of the engine. --- ## The material and its contents are provided without warranty of any kind, and by publishing it, we disclaim any liability. Always follow the given vehicle manufacturer’s instructions to comply with the right service and maintenance procedures. Nissens A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. [Język: EN] --- ## ©Nissens A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com/turbo [Język: EN] --- ## Das Material und seine Inhalte werden ohne Gewährleistung jeglicher Art zur Verfügung gestellt und mit dieser Veröffentlichung übernehmen wir keine Haftung. Folgen Sie immer der vom Fahrzeughersteller angegebenen Anweisungen, um den richtigen Service- und Wartungsmaßnahmen zu folgen. Nissens A/S ist nicht verantwortlich für Sach- oder Personenschäden, direkte oder indirekte Schäden, die durch falsche Anwendung, Installation bzw. Missbrauch unserer Produkte verursachte Ausfälle oder Ausfallzeiten im Fahrzeugbetrieb verursacht wurden. [Język: EN] --- ## NISSENS TEKNISK ARTIKEL AC SYSTEM [Język: DK] --- ## Kølemiddel- og påfyldningsstation [Język: DK] * Systemet gennemskylles ved hjælp af R134a-kølemiddel, som cirkuleres af fyldestationen. Stationen skal være udstyret med en funktion til gennemskylning, have specialdesignede filtre og en beholder til opsamling af snavs. * Denne metode til gennemskylning fjerner effektivt løse partikler, men den kan være utilstrækkelig til at skylle genstridigt slam og tilsmudsning bort. * Advarsel! Der skal trækkes et vakuum for at tørre systemet efter gennemskylning. --- ## Kølemiddel direkte fra flasken [Język: DK] * Systemet gennemskylles ved hjælp af R134a-kølemiddel, som cirkuleres ind i kredsløbet ved at varme flasken op. En ekstra flaske til forurenet gas er påkrævet, samt en adapter og et slangesæt for at sikre korrekt systemforbindelse. * Denne metode til gennemskylning fjerner effektivt løse partikler, men den kan være utilstrækkelig til at skylle genstridigt slam og tilsmudsning bort. * Advarsel! Der skal trækkes et vakuum for at tørre systemet efter gennemskylning. --- ## AC-systemet skal som udgangspunkt være klinisk rent inde i kredsløbet for at fungere korrekt. Kølemiddel og smøremiddel, som arbejder under høje temperaturer og højt tryk, og komponenter med præcise mekanismer (kompressor, ekspansionsenheder) kræver renlighed for optimal drift. Gennemskylning betragtes som en af de mest grundlæggende og vigtige vedligeholdelsesprocedurer og er anbefales kraftigt af AC-eksperter og førende kompressorproducenter. Endvidere er gennemskylning den eneste måde til at bestemme det korrekte niveau for smøremiddel, der anbefales til den givne kompressor/køretøjsmodel. [Język: DK] --- ## Urenheder, forurening af kølemiddel og olie eller ukorrekt brug af tilsætningsstoffer kan hurtigt forårsage tilstopninger i de tynde systemkanaler, f.eks. filter, kondensorrør, ekspansionsenheder og kompressorens ECV/MCV-ventiler. [Język: DK] * Systemstandsninger vil føre til et fald i systemets ydeevne og forårsage alvorlige trykstigninger og dermed en unormal temperaturbelastning på kompressoren. * Endvidere påvirker forureninger og fugt oliens smørende egenskaber. Forkert smøring har en øjeblikkelig negativ virkning på en kompressorens mekaniske dele og medfører risiko for, at den kører fast. | På samme måde vil manglende, fortyndet eller forkert olie føre til uoprettelige kompressorfejl. --- ## For at undgå problemer relateret til systemets ydeevne og dyre gentagne reparationer skal du gennemskylle systemet, når det er blevet diagnosticeret med tilstopning, standsning, fejl på filter eller overdreven eller forkert brug af tilsætningsstoffer såsom UV-farvestof eller midler til lækagestop. [Język: DK] * Desuden skal du altid gennemskylle systemet, før du installerer en ny kompressor. Forkullede oliepartikler, metalspåner og andre urenheder, der forårsagede funktionsfejl på den forrige kompressor, kan hurtigt ødelægge den nye enhed, hvis systemet ikke bliver gennemskyllet. * Derudover er den eneste pålidelige måde til at bestemme den korrekte mængde af smøremiddel i systemet under en servicecyklus at gennemskylle og påfylde et tomt system med den rigtige type og mængde olie. En passende smøring garanterer vitalitet og en lang levetid for kompressoren, og sikrer dermed systemets korrekte ydeevne. * Husk, at følgende komponenter ikke skal gennemskylles: kompressor (udskift/omled), ekspansionsenheder (omled), filter/tørremiddel (udskift). NB: Ved mistanke om genstridig forurening i kondensor/fordamper efter gennemskylning, skal komponenterne altid udskiftes. --- ## TIP: Brug et supplerende inspektionsværktøj af glas til at spotte mulige forureninger, som cirkulerer i kredsløbet. Dette omkostningseffektive og nyttige værktøj anbefales for en effektiv diagnosticering af kontaminering i systemet, som kan udføres i forskellige situationer: før, under og efter skylning. [Język: DK] --- ## ©Nissens A/S, Ormhøjgårdvej 9, 8700 Horsens, Danmark. [Język: DK] * Besøg vores hjemmeside for yderligere tekniske og kontaktoplysninger www.nissens.com --- ## Materialet og dets indhold leveres uden nogen form for garanti, og ved dets udgivelse fralægger vi os ethvert ansvar. Følg altid anvisningerne fra den givne køretøjsproducent for at overholde de korrekte service- og vedligeholdelsesprocedurer. Nissens A/S er ikke ansvarlig for nogen skade på ejendom eller personskade, direkte eller indirekte skader som følge af fejl eller driftsstop for køretøjets forårsaget af ukorrekt anvendelse, installation og/eller misbrug af vores produkter. [Język: EN] --- ## NISSENS’ TECHNICAL BULLETIN / AC & EC SYSTEM [Język: EN] --- ## There can be many reasons for blowers to malfunction. The issue might arise right after installation, or show itself at a later point. Furthermore, problems can be caused by not changing the cabin filter regularly. [Język: EN] * Other parts of the car’s electrical circuit can also cause problems for the blower. A malfunctioning generator can overload the electrical system, which will result in the blower malfunctioning. * The same effect can be seen when a car is jump-started. A jump-start will, for a short period, add up to 24 volts to the system, which could potentially overload the blower. In some instances, simply starting the car can also cause the blower to malfunction, as excess voltage from the system can cause a voltage spike. --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information visit our website: www.nissens.com. --- ## The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer’s instructions to ensure the right service and maintenance procedures. Nissens Automotive A/S shall not be responsible for any property damage or personal injury, direct or indirect damage from failure, or down time in vehicle operation caused by incorrect application, installation, misuse and/or abuse of our products. [Język: EN] --- ## Cette série d’articles techniques a été rédigée sur la base des connaissances techniques des professionnels des systèmes de climatisation jouissant de nombreuses années d’expérience dans le domaine de la maintenance des systèmes, des ingénieurs qualité de Nissens et des formateurs techniques de Nissens prêts à partager les meilleures pratiques de maintenance des systèmes de climatisation. [Język: EN] --- ## Ce support et son contenu sont fournis sans garantie d’aucune sorte, et leur publication n’engage aucunement notre responsabilité. Suivez toujours les instructions fournies par le constructeur du véhicule afin de respecter les procédures de révision et d’entretien adéquates. Nissens Automotive A/S décline toute responsabilité pour les dommages matériels ou lésions corporelles, ainsi que les dommages directs ou indirects, dus à une défaillance ou à un arrêt du véhicule causé par une mauvaise application/installation et/ou une utilisation abusive de nos produits. [Język: EN] * ©Nissens Automotive A/S, Ormhgårdvej 9, 8700 Horsens, Danemark. Pour plus d’informations techniques et connaître nos interlocuteurs, visitez notre site web www.nissens.com. --- ## Rincez le système en cas d’obstruction, d’arrêt ou [Język: EN] * de défaillance du filtre déshydrateur. Bien qu’il * puisse s’agir d’un manquement du précédent garage, vous devez également rincer le système à chaque utilisation excessive ou incorrecte d’additifs tels que les colorants UV ou les agents anti-fuite. Un contre visuel à l’aide d’un outil d’inspection facilitera le processus de diagnostic. Le circuit doit obligatoirement être rincé avant l’installation d’un nouveau compresseur. Les particules d’huile carbonisées, les copeaux métalliques, les éclats et autres impuretés à l’origine de la panne de l’ancien compresseur peuvent rapidement endommager le neuf si le système n’est pas rincé correctement avant le remplacement. * Notez que le rinçage a un autre objectif pour le cœur du système lors du remplacement du compresseur. En plus de nettoyer les impuretés, c’est le seul moyen de déterminer le niveau total de * lubrifiant à l’intérieur du circuit. * L’ABC DU RINÇAGE * Il existe plusieurs règles de base à respecter pour * effectuer un rinçage optimal. Le compresseur de * climatisation doit être détaché. Vous remplacerez probablement le compresseur après la procédure, mais si ce n’est pas le cas, le compresseur doit être séparé et ne surtout pas être rincé. Les dispositifs * de détente du système, tels que le tube à orifice * ou le détendeur, doivent également être détachés * ou ne pas être rincés. Le filtre déshydrateur ou * l’accumulateur doivent être retirés et remplacés suite au rinçage. Les condenseurs et évaporateurs * à écoulement parallèle, à tubes fins et à micro-tubes ne peuvent pas être rincés efficacement et * doivent être remplacés ou rincés à contre-courant chaque fois que de lourds contaminants ont altéré le système ou en cas de grippage du précédent compresseur. --- ## En ce qui concerne les méthodes de rinçage, plusieurs méritent d’être prises en considération et sont relativement accessibles. Tout dépend de l’équipement du garage et de la disponibilité d’outils supplémentaires. Le rinçage doit être [Język: EN] * efficace et ne doit pas endommager le système, ce * qui pourrait être le cas en utilisant des méthodes inappropriées. * N’oubliez pas! Pour chacune de ces méthodes, les résidus de produit nettoyant doivent être soigneusement éliminés après le rinçage et le circuit de climatisation doit toujours être séché méticuleusement, de préférence avec de l’azote et une mise sous vide. Une fois que le système de climatisation a été rincé correctement et que tous les composants nécessaires ont été remplacés, vous pouvez charger le système avec le type et * le volume prescrits de réfrigérant et de lubrifiant. * N’oubliez pas que le rinçage n’est pas un acte de courtoisie et qu’il peut vous éviter une nouvelle réparation après l’installation d’un nouveau compresseur. --- ## 2 pages article 4 min reading time [Język: EN] * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer’s instructions to comply with the right service and maintenance procedures. Nissens Automotive A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * ©Nissens Automotive A/S, Ormhgårdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit our website www.nissens.com. --- ## NISSENS’ TEKNISK ARTIKEL / NØGLEKOMPONENTER EFFICIENCY [Język: DK] --- ## UDSKIFTNING AF LADELUFTKØLER EFTER FEJL I TURBO [Język: DK] --- ## VED UDSKIFTNING AF LADELUFTKØLEREN [Język: DK] --- ## Alle moderne biler er udstyret med en ladeluftkøler. Ladeluftkøleren forbedrer betydeligt forbrændingsprocessen i turboladede systemer og øger derved motoreffekten. [Język: DK] * Ladeluftkølerens primære funktion er at reducere lufttemperaturen, efter turboen har komprimeret luften, og før den når motorens forbrændingskammer. Dette har en betydelig påvirkning af ladeeffekten, fordi den afkølede luft har en meget højere massefylde i forhold til luftmolekyler pr. kubikcentimeter. Dette øger mængden af indsugningsluft, hvilket fører til en langt bedre motoreffekt. --- ## Tjek luftvejen mellem turboen og ladeluftkøleren for at sikre, at der ikke er nogen urenheder/partikler/tilstopninger/reduktioner i tværprofiler [Język: DK] * Tjek luftvejen mellem ladeluftkøleren og indsugningsmanifolden for at sikre, at der ikke er nogen urenheder/partikler/tilstopninger/reduktioner i tværprofiler * Rengør/udskift beskadigede, tilstoppede eller tilsmudsede luftvejs- og fastgørelsesdele * Udskift luftvejspakninger og køleforbindelser (i tilfælde af vandkølede ladeluftkølere) efter behov * Sørg for, at alle sammenkoblingskomponenter er tætte, at der ikke er nogen læk, og at “sekundærluft” ikke suges ind * Brug altid en lækagesøger mellem turbo og indtag efter montering af en ny turbo, en ny ladeluftkøler, nye rør eller nye slanger * Tjek ladetrykket med et manometer eller diagnoseudtaget --- ## Fejl i en ladeluftkøler hænger ofte sammen med skade på en turbo. Udskiftning af turboen medfører adskillige risici, hvis det ikke gøres ifølge monteringsvejledningerne. Turborester – især olie, men også andre partikler og afbrækkede turbodele – kan nemt tilstoppe ladeluftkøleren. [Język: DK] * Lækage fra en ladeluftkøler skyldes tit højt systemtryk, hvilket med tiden kan deformere plastiktanken og føre til læk i ladeluftkøleren. Hvis der er rester tilbage i systemet efter en montering, er der risiko for tilstopning, hvilket vil få trykket i systemet til at stige. Ladeluftkøleren skal altså modstå et langt højere tryk, end den blev bygget til, hvilket med tiden får ladeluftkøleren til at svigte. * Det samme problem kan opstå, når en turbos ydelse øges manuelt. Det øgede tryk skader med tiden ladeluftkøleren og øger risikoen for, at tanken brister. * Hvis en mekaniker monterer en ny turbo uden først at undersøge ladeluftkøleren, vil systemet køre en højtryksrækkefølge, hvor der er risiko for, at olie og partikler, der har samlet sig i ladeluftkøleren, blæses ind i forbrændingskammeret. Hvis disse rester kommer ind i forbrændingskammeret, er der stor risiko for, at de beskadiger motoren. --- ## Olierester, der tilstopper ladeluftkøleren, så den ikke virker. [Język: DK] --- ## For at undgå motorskade skal en ladeluftkøler altid udskiftes, når en turbo har svigtet, for at sikre at ladeluftkøleren er fri for rester som olie, metal eller andre partikler. Når en ny turbo er blevet monteret, skal alle systemkomponenter undersøges grundigt for at sikre, at de ikke er tilstoppede af olie eller metalrester. [Język: DK] * Uanset grunden til svigtet eller udskiftningen af ladeluftkøleren, skal grunden til skaden altid undersøges grundigt, før en ny enhed monteres. De ydre dele (turbo, krumtaphusventilation, udstødningsreturrør, luftindtag til turboladeren, udstødningssystem osv.) skal inddrages i fejlfindingsprocessen. Ellers kan der opstå en fejl igen. --- ## Lameller ødelægges på grund af trykfejl. Denne fejl skyldes tit fejl i rørene. Den for høje oliemængde på ladeluftkøleren er et tegn på en systemtrykfejl. [Język: DK] --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Danmark. [Język: DK] * Find yderligere teknisk information og kontaktoplysninger på vores hjemmeside: www.nissens.com. --- ## Materialet og dets indhold stilles til rådighed uden nogen form for garanti, og vi fralægger os ethvert ansvar ved dets udgivelse. Følg altid anvisningerne fra den givne køretøjsproducent for at sikre de korrekte service- og vedligeholdelsesprocedurer. Nissens Automotive er ikke ansvarlig for skader på ejendom eller personskader, direkte eller indirekte skader som følge af fejl eller driftsstop for køretøjet forårsaget af forkert anvendelse, montering og/eller misbrug af vores produkter. [Język: DK] --- ## Le matériel et son contenu sont fournis sans garantie d’aucune sorte, et en le publiant, nous déclinons toute responsabilité. Suivez toujours les instructions du constructeur du véhicule pour vous conformer aux bonnes procédures de service et d’entretien. Nissens Automotive A / S ne peut être tenu responsable des dommages matériels ou corporels, directs ou indirects, dus à une panne ou à un temps d’arrêt du véhicule causé par une application, une installation et / ou une utilisation abusive de nos produits. [Język: EN] --- ## TEKNISK ARTIKEL VEJLEDNING TIL INSTALLATION AF TURBO [Język: DK] --- ## I nogle køretøjsmodeller med de angivne dieselmotorer findes et fabriksinstalleret forfilter i olietilførselslinjen til turboen. Filteret er monteret i koblingen på motorsiden som enten et indsætningsfilter eller som et filter, der er integreret med hulskruen. Det meget finmaskede net i filteret bliver let tilstoppet på grund af urenheder, der findes i olien (f.eks. forkullede, hærdede oliepartikler). Filteret/nettet kan også blive løsere på grund af nedbrydning fra koblings-/hulbolten. I begge tilfælde vil det forårsage begrænsninger i tilførselsoliestrømmen. Derfor bliver akselsmøringen hindret, hvilket fører til alvorlige fejl i turboen. [Język: EN] * For at undgå kritiske fejl i den nye turbo, anbefaler vi stærkt, at du udfører følgende handlinger: * Før installation af den nye turbo * • * Afhængigt af OE-versionen: Fjern det fabriksinstallerede forfilter fra olietilførselslinjens kobling eller montér en ny banjobolt uden filteret --- ## Når turboen er installeret, skal du huske at kontrollere olietrykket i olietilførselslinjen eller oliestrømmen, når olietilførselslinjen kobles fra den installerede turbo. [Język: EN] * BEMÆRK! Når du installerer den nye turbo fra Nissens, skal du altid overholde de installationsvejledninger, der er inkluderet i produktpakken. Manglende overholdelse af nogen af de ovennævnte vejledninger kan føre til alvorlige, uoprettelige fejl i den nyinstallerede turbo og/eller motoren. --- ## Afmontering af forfilteret fra olietilfør-selslinjens kobling [Język: DK] --- ## Materialet og dets indhold stilles til rådighed uden nogen form for garanti, og vi fralægger os ethvert ansvar ved dets udgivelse. Følg altid anvisningerne fra den givne køretøjsproducent for at overholde de korrekte service- og vedligeholdelsesprocedurer. Nissens Automotive A/S er ikke ansvarlig for nogen skader på ejendom eller personskader, direkte eller indirekte skader på grund af fejl eller driftsstop for køretøjet, som er forårsaget af forkert anvendelse, montering og/eller misbrug af vores produkter. [Język: DK] --- ## Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Danmark. Find flere tekniske oplysninger og kontaktoplysninger på www.nissens.com/turbo [Język: DK] --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com [Język: EN] --- ## Niniejsze opracowanie i jego zawarto.. nie s. podstaw. dochodzenia roszcze.. Zawsze nale.y post.powa. zgodnie z instrukcjami producenta pojazdu oraz instrukcjami dostawcy cz..ci celem dope.nienia wszelkich procedur serwisowych oraz gwarancyjnych. Nissens A/S nie ponosi odpowiedzialno.ci za ewentualne uszkodzenie mienia lub cia.a, szkody bezpo.rednie i po.rednie oraz roszczenia wynikaj.ce z awarii lub przestoju w pracy pojazdów spowodowane niew.a.ciwym stosowaniem, monta.em lub wykorzystaniem naszych produktów. [Język: PL] --- ## SPRING 2025 [Język: EN] * TECHNICAL SUPPORT ASSETS CLIMATE INSTALLATION, TROUBLESHOOTING, BEST SERVICE PRACTICE COMFORT * SYSTEM Tech support articles, stories, and tips are available at Nissens’ Experts portal - your tech support library online. For other language versions, browse the library at www.nissens.com/support --- ## Blower Installation Guide Blower Installation Guide Text [Język: EN] * Blower | Troubleshooting Blowers - Common failure issues | Text * Compressor | Installation Guide AC Compressor - Installation tips | Movie * Compressor | Self-learning module AC Compressor Installation & Diagnostics, Level 3 | NTC * Compressor | Technical bulletin AC Compressor Lubricant Filling | Text * Compressor | Best practice Additives harmful to the compressor | Text * Compressor | Best practice Additives harmful to the lubricant | Text * Compressor | Best practice Avoid Mixing PAG Oil with Universal Oil | Text * Compressor | Installation Guide Compressor Installation Guide | Movie * Compressor | Installation Guide Compressor Installation Guide | Text * Compressor | Troubleshooting ECV AC Compressor Troubleshooting - Compressor does not start | Text * Compressor | Troubleshooting ECV Compressor Troubleshooting | Movie * Compressor | Component Explained Fixed Displacement Piston AC Compressor | Text * Compressor | Troubleshooting HV AC Compressors - Design and Diagnostics Review | Text * Compressor | Best practice HV AC Compressors - Replacement in an Electric Car | Movie --- ## Condenser Best practice Condenser Corrosion Text [Język: EN] * Condenser | Troubleshooting Condenser diagnostics | Movie * Condenser | Best practice Condenser Inner Clog | Text * Condenser | Best practice Condenser selection | Movie * Condenser | Self-learning module Condenser, Component Fundamentals. Level 1 | NTC * Condenser | Self-learning module Condenser, Troubleshooting, Level 3 | NTC * Condenser | Troubleshooting How to check the Condenser of a Car | Movie * Condenser | Best practice Reduced System Performance - Condenser * Text * Expansion Valve | Best practice Expansion Valve Malfunction | Text * Expansion Valve | Troubleshooting Faulty Expansion Valve | Text * Expansion Valve | Installation Guide TXV Installation Guide | Movie * Expansion Valve | Best practice TXV Replacement Importance | Movie * Heaters & Blowers | Technical bulletin Importance of the heater and cabin blower | Text * Receiver Dryer | Troubleshooting When to Replace the Receiver Dryer | Text * Sensor | Technical bulletin AC System Pressure Sensor – Troubleshooting | Text * System | Best practice AC Loop Components Temperature | Text * System | Best practice AC System Operating Pressures | Text * System | Best practice AC System Visual Diagnostics | Movie * System | Best practice AC system Wintercheck | Text * System | Best practice AC Tools Wireless Pressure Gauges & Thermometer | Movie * System | Troubleshooting Climate Comfort System in New Energy Vehicles | Text * System | Best practice Flushing - How to flush | Movie * System | Best practice Flushing of the AC System – a step-by-step guide | Webinar * System | Self-learning module Heat Pump System Introduction, HEV, Level 2 | NTC * System | Self-learning module Heat Pump System, Compressor Replacement & Flushing, Level 3 | NTC * System | Best practice Loop Components Temperature | Movie * System | Best practice Operating Pressure | Movie * System | Best practice R134A AC System Pressure | Movie * System | Best practice Routine Inspection of the AC system – a step-by-step guide | Webinar * System | Best practice System Flushing - Complete Guide | Text * System | Best practice System Flushing (in short) | Text * System | Best practice Temperature Diagnostics | Movie * System | Best practice Heat Pump Systems Tips | Movie --- ## Rezisten.. crescut. la stres [Język: EN] * Profil metalic cu design special, montat între cadru .i nucleul radiatorului, ce asigur. cre.terea rezisten.ei structurii radiatorului. --- ## Rezisten.. la dilatarea termic. [Język: EN] * Panouri laterale cu design special .i decupaje, care reduc influen.a procesului de dilatare termic. asupra structurii nucleului. * Design îmbun.t..it al .uruburilor. Datorit. bol.urilor Nissens structura radiatorului este mult mai flexibil. atunci când este supus. efectelor dilat.rii termice. Pentru modelele selec.ionate, Nissens livreaz. bol.uri .i pentru radiatoarele f.r. cadru. --- ## ENSURE PROPER LUBRICATION [Język: EN] * Proper lubrication is critical for the overall lifespan of the AC compressor, and it’s also * beneficial for the entire AC system. As long as refrigerant is flowing through the loop, the * compressor will stay properly lubricated. * Specifically, activating the AC system equipped * with an electromagnetic clutch compressor regularly and throughout all colder seasons is advisable. Besides lubricating the compressor’s mechanical parts, the --- ## refrigerant and oil mixture flow is essential for sealing the AC loop effectively, particularly [Język: EN] * the compressor shaft. Long system inactivity periods can cause seals to deteriorate. If not lubricated by the compressor rotation, the rubber can dry out on the shaft’s surface, and eventually start leaking once you start the AC system up again. The longer the system is inactive, the more likely the shaft seal will dry, causing serious leakage and provoking severe system failures. * Constant lubrication is also critical in clutchless compressor systems, especially those with variable displacement and control of MCV or ECV valves. Most of these compressors run all the time so a serious system undercharge will * impair the circulation of the lubricant. Having * an unlubricated compressor running all the time may, in the worst-case, lead to burnout and seizure, with a high probability of severe * damage, such as a broken/torn auxiliary drive * belt. --- ## ELIMINATE LEAKS [Język: EN] * Refrigerant leaks are the primary culprit in system failures. * However, minor losses are difficult to spot, * particularly in the colder seasons when the system is not required to perform at its highest level. But as previously mentioned, severe losses will lead to critical lubrication failures. Besides, low refrigerant levels impact system performance, which may be very harmful in winter, particularly for systems designed * with fixed displacement compressors. The * impaired parameters inside the loop and low-temperature ambient conditions may lead refrigerant in a liquid state to enter and harm the compressor. In any system design, long.term unrepaired leaks can lead to irreversible, catastrophic failures due to moisture intrusion and severe degradation of the loop interior — from seals through inner surfaces to complete lubricant impairment. * It’s a good practice to inspect the system * tightness regularly, and it’s simple. Oily stains * on the surfaces of the AC loop can highlight leaks, so whenever a vehicle is in the workshop for general service or repair, technicians should systematically examine the loop visually: couplings, compressor housing, ducts exposed to friction and to high temperatures * (HP side in particular), and always the surface of the condenser. Oil residues attract dust, * which makes them easy to spot. UV dye-based or pressure control is also commonly recommended in the process. * AUTOMOTIVE CLIMATE COMFORT SYSTEM * Refrigerant losses can also come from leaky service ports. The rubber sealing of the Schrader valves is often vulnerable to malfunction due to improper service equipment, bad quality service couplings, long-term system inactivity, or undercharge. The cost of the valve change is minimal but can save the system from more severe failures, so it is a worthwhile precaution. * Still, suspicions of any system leakage will * require fixing them immediately and finishing * with an entire AC system service procedure, whatever the season. Besides refrigerant evacuation and charge, it should always include a thorough nitrogen-based leak-proof * test and a long-term vacuum adjusted to the * system volume and ambient temperature. --- ## REGULARLY INSPECT THE CONDENSER [Język: EN] * The condenser is one of the most vulnerable parts of the AC loop and, yet the most critical for optimal system operation. It can often be entirely exposed and therefore, susceptible to leaks due to humidity, dust and corrosion-provoking salt from the roads in winter. Any signs of corrosion or leaks on the condenser surface must be considered severe threats * to the efficiency and operation of the system. * Furthermore, even partly surface soiling or deterioration will impact its function, leading to the possibility of extreme system failures, such as overpressure or compressor overload. * Therefore, we recommend a thorough visual inspection whenever a vehicle enters the workshop. Pay particular attention to the bottom part of the condenser, where --- ## CONTROL THE AIRFLOW [Język: EN] * The airflow around the system is another * critical aspect for the correct function of the vehicle’s AC, and this requires inspection, whatever the season. Besides the condenser’s surface, the proper operation of the AC fan and the elimination of any dust and soiling from its housing are essential checkpoints. * An essential area of the AC system that * influences the system’s performance and * requires attention in winter is cabin air intake * and filtration. When these are impaired, it can * cause severe problems, which is also possible for the occupants to notice when the heater * is on. Clogged air filters or ducts, or impaired * function of the cabin blower, may also expose the AC compressor to problematic conditions, * as a lack of airflow may quickly affect the * refrigerant’s state change in the evaporator. --- ## GB [Język: DK] * 1. | If the vehicle has automatic transmission, leave the LEFT side long plug in place. If the vehicle has * manual transmission, then replace the LEFT side long plug with the short version plug in the box. * 2. If the vehicle is without aftercooler, leave the RIGHT side short plug in place. If the vehicle has * an aftercooler, then replace the RIGHT side short plug with the long version plug in the box. * 3. Before installing the long bottom plug(s), you should apply silicone or acid-free oil/grease to the O-rings on the plug. BE CAREFUL not to damage the O-ring near the edge of the heat exchanger outlet during installation. * DK * 1. | Hvis bilen er med automatisk gearkasse skal den, i VENSTRE side monterede lange bundprop, forblive som den er monteret. Hvis bilen har manuel gearkasse så skal den, i VENSTRE side lange bundprop, udskiftes med den kortere bundprop der er leveret med i kassen. * 2. Hvis bilen er uden efterkøler skal den, i HØJRE side monterede korte bundprop, forblive som den er monteret. Hvis bilen er med efterkøler skal den, i HØJRE side monterede korte bundprop, udskiftes med den længere bundprop der er leveret med i kassen. * 3. Inden installering af den lange bundprop er det tilrådeligt at påføre silikone eller syrefri olie/fedt på O-ringene på proppen. Undgå at beskadige O-ringen under installering på den kant der er indvendig ved kølerens studs. * DE * 1. | Wenn das Fahrzeug ein Automatikgetriebe hat, lassen Sie den langen Stopfen auf der LINKEN Seite an Ort und Stelle. Wenn das Fahrzeug über ein Schaltgetriebe verfügt, ersetzen Sie den langen Stecker der LINKEN Seite durch den Stecker der kurzen Version, welcher in der Verpackung beiliegt. * 2. Wenn das Fahrzeug keinen Zusatzkühler hat, lassen Sie den RECHTEN kurzen Stecker an Ort und Stelle. Wenn das Fahrzeug über einen Zusatzkühler verfügt, ersetzen Sie den kurzen Stecker auf der RECHTEN Seite durch den Stecker der langen Version in der Box. * 3. Vor dem Einbau des langen unteren Stopfens sollten Sie Silikon oder säurefreies Öl/Fett auf die O-Ringe am Stopfen auftragen. Achten Sie darauf, den O-Ring in der Nähe der Kante des Wärmetauscher Auslasses während der Installation nicht zu beschädigen. * FR * 1. | Si le véhicule est équipé d’une boite automatique, laissez l’obturateur long du côté GAUCHE en place. Si le véhicule est équipé d’une boite manuelle, remplacez l’obturateur long du côté GAUCHE par l’obturateur court inclut en accessoires dans l’emballage. * 2. Si le véhicule n’est pas équipé de radiateur additionnel, laissez l’obturateur court du côté DROIT en place. Si le véhicule est équipé d’un radiateur additionnel, remplacez l’obturateur court du côté DROIT par l’obturateur long inclut en accessoire dans l’emballage. * 3. Avant d’installer le(s) obturateur(s) inférieur(s) long(s), vous devez appliquer du silicone ou de l’huile/graisse sans acide sur les joints toriques de l’obturateur. ATTENTION à ne pas endommager le joint torique près du bord de la sortie de l’échangeur de chaleur lors de l’installation. * ES * 1. | Si el vehículo es de transmisión automática, deje el enchufe largo del lado IZQUIERDO en su lugar. Si el vehículo tiene transmisión manual, reemplace el enchufe largo del lado IZQUIERDO por el enchufe de versión corta en la caja. * 2. Si el vehículo no tiene aftercooler, deje el tapón corto del lado DERECHO en su lugar. Si el vehículo tiene aftercooler, reemplace el enchufe corto del lado DERECHO por el enchufe de versión larga en la caja. * 3. Antes de instalar los tapones inferiores largos, debe aplicar silicona o aceite/grasa sin ácido * a las juntas tóricas del tapón. TENGA CUIDADO de no dañar la junta tórica durante la instalación. * CN * 1. .......................................................... * 2. ................................................... * 3.....................O...................... | ..O................... --- ## NISSENS’ TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] * THEME CONDENSER MECHANICAL DAMAGES --- ## Transport damages – The thin aluminum, which the condenser is made of, makes the construction fragile. This requires handling with significant care. Throwing the condenser box, or improper handling during installation, will quickly spoil the fragile parts. Even small surface dents or seemingly light bends can impair or limit the condenser inner flow, thus reduce operation capacity. Other areas exposed to mechanical damages are mounting brackets and connection sockets. [Język: EN] * Spoiled condenser fins – The thin aluminum fins between the condenser tubes are easily spoiled by bending, hitting, crushing or high-pressure surface cleaning. If the fins are spoiled, the condensation process will become significantly less effective, as the heat exchanging surface of the unit is reduced. Reduced condensation will cause the inner temperature and pressures to raise and the overall system performance to weaken. --- ## Bent top tube by improper product Top tubes bent by too tight strapping handling [Język: EN] * Poor quality packaging cannot ensure High-qulity Nissens’ condenser a proper damage protection during packaging system with U-profiles transportation and storage protecting top and bottom tubes * ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit our website www.nissens.com. * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer’s instructions to follow the right service and maintenance procedures. Nissens Automotive A/S shall not be responsible for any property damage or personal injury, direct or indirect damage from failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. --- ## 19-06-2019 12:13:42 [Język: EN] * Nissens_TechnicalBulletin_AC - Condenser Mechanical Damages.indd 1 --- ## 95%ofturbofailuresarebecauseofproblemswithoilstarvation,oilcontaminationorforeignobjectdamage. [Język: EN] * BEFORE YOU FIT A NEW TURBO, FIND OUT WHAT CAUSED THE FIRST UNIT TO FAIL OR YOU RISK THE REPLACEMENT FAILING TOO. * Howdoingestedobjectsdamageturbos? * Turbochargers can spin at over 6,000 revs per second (360,000 rpm) and endure temperatures of 950°C. In these conditions, even the smallest object ingested or sucked into the turbo can damage or destroy the compressor and turbine, leading to low pressure or total failure. * Compressor damage is caused by objects being sucked into the air intake. Turbine damage | is usually caused by engine components, such as injector tips or valve train parts. --- ## Turbochargersareveryreliable:lessthan1%ofturbosfailduetoamanufacturingfaultwiththeturboitself. [Język: EN] * 95%ofturbofailuresarebecauseofproblemswithoilstarvation,oilcontaminationorforeignobjectdamage. * BEFORE YOU FIT A NEW TURBO, FIND OUT WHAT CAUSED THE FIRST UNIT TO FAIL OR YOU RISK THE REPLACEMENT FAILING TOO. * Whydoesoilleakagedamageturbos? * Turbochargers can spin at over 6,000 revs per second (360,000 rpm) and endure temperatures of 950°C. The turbo relies on the thin film of oil that lubricates the bearings on the turbine shaft. This oil is kept in place by seals for the turbine and compressor ends of the bearing housing. * These seals are unlike conventional oil seals, and similar to piston rings. They need positive air pressure inside the compressor and turbine to keep oil lubricating the bearings and prevent it seeping into the end housings. A restriction on the inlet side will create a vacuum that will to pull oil past the seals at the compressor end housing. If the engine idles for long periods, the turbo will rotate at very low speed with correspondingly low air pressure. The resulting vacuum will cause oil to seep into the turbine housing. Either situation results in insufficient oil for the turbine bearings. --- ## Whatcausesoilleaksatthecompressorend? [Język: EN] * • * Blocked or restricted air intake filter. --- ## Whatcausesoilleaksatboththecompressorandturbineend? [Język: EN] * • * Any restriction in the oil drain pipe from the turbo to the engine. --- ## Most turbochargers are manufactured with shafts that rotate clockwise, and shaft/impeller locknuts that have a left hand thread. Locknuts with left hand threads tend to have a self-tightening effect on the shaft. To understand this, you need to look at the two modes of turbo operation: acceleration and deceleration of the rotating assembly. The acceleration phase has by far the highest torque loading between the turbine wheel (driving) and compressor wheel (driven). During deceleration, the torque loadings are much lower as the turbo slows down. [Język: EN] * Impeller nuts with right hand threads are perfectly satisfactory as long as the nut and shaft are in good clean condition and the correct tightening procedures are used. * Manufacturingprocedure --- ## • [Język: EN] * Foreign object damage (see our Impact Damage Fact Sheet) to the compressor and/or turbine wheel, putting it out of balance. This allows it to rub and ‘stall’ against the housing, loosening the locknut. --- ## TECHNISCH BULLETIN TURBO INSTALLATIE [Język: EN] --- ## Afhankelijk van de toepassing zijn verschillende typen turbocompressoren voorzien van een koelcircuit om het lagerhuis te koelen. Als het voertuig echter niet is voorzien van een speciaal koelcircuit voor de turbo en dus geen speciale leidingen heeft tussen het koelsysteem van de motor en de turbo, hoeft de turbo niet op het koelsysteem te worden aangesloten. Een type turbo van Nissens kan geschikt zijn voor voertuigen met en zonder koelvloeistofkoeling van de turbo en kan twee verschillende OE-onderdelen vervangen. [Język: EN] * Als het voertuig waarop het Nissens-onderdeelnummer 93233 wordt gemonteerd niet is voorzien van speciale koelvloeistofleidingen voor de turbo, hoef je de flens van de koelvloeistofaansluiting niet aan te sluiten. * Raadpleeg altijd de catalogus van Nissens om er zeker van te zijn dat het type turbo geschikt is voor het voertuig/de motor. NB! Monteer de nieuwe turbo van Nissens altijd volgens de montage-instructies die in de doos worden meegeleverd. --- ## Veel voertuigen met een verbrandingsmotor zijn voorzien van een intercooler. De intercooler verbetert het verbrandingsproces in turbosystemen aanzienlijk, waardoor het motorvermogen toeneemt. De belangrijkste rol van de intercooler is het verlagen van de luchttemperatuur nadat deze is samengedrukt door de turbo en voordat deze de verbrandingskamer van de motor bereikt. Dit heeft een aanzienlijke invloed op het ladingseffect, omdat de afgekoelde lucht een veel hogere dichtheid heeft qua luchtmoleculen per kubieke centimeter. Dit verhoogt de hoeveelheid inlaatlucht, wat resulteert in een veel beter motorvermogen [Język: EN] * Een slecht werkende intercooler veroorzaakt een daling van het rendement van de motor en kan leiden tot ernstige schade aan de turbocompressor, uitlaatfilters (DPF/FAP) of de hele motor. --- ## ACHTERGROND [Język: EN] * Er zijn verschillende bekende, veelvoorkomende storingen aan intercoolers, waarvan de meeste worden veroorzaakt door externe factoren, zoals defecten aan andere componenten in het turbocompressorsysteem, in plaats van aan de intercooler zelf: * • * verstopping inwendige kanalen --- ## PERFORATIE / DOORBORING VAN LUCHTSTROMINGSKANALEN [Język: EN] * GEVOLG * Lekkage * > onjuiste motorboost / gebrek aan vermogen * > beïnvloedde AFR / verhoogd brandstofverbruik / overmatige uitstoot * > turbocompressor maakt te veel toeren – ernstige schade * MOGELIJKE ONDERLIGGENDE OORZAKEN * > Stenen/insecten die afbrokkeling veroorzaken, frontale botsingen van het voertuig, onzorgvuldig service, hogedrukreinigers * > Luchtkanalen/tanks die barsten door overdruk --- ## Deze enorme olieconcentratie in de intercooler is een teken van verminderde afdichtingen van de turbocompressor of een gebrekkige werking van de carterventilatie van de motor. In beide gevallen zullen het systeem en de motor niet goed werken. [Język: EN] --- ## TURBOMPRESSOR GERELATEERDE INTERCOOLER-UITVAL [Język: EN] * Uitval van een intercooler heeft vaak te maken met schade aan de turbocompressor. Vervanging van de turbocompressor brengt verschillende risico's met zich mee, als het niet volgens de installatiehandleidingen wordt uitgevoerd. | Door turbo-resten kan de intercooler gemakkelijk verstopt raken, vooral olieresiduen, maar ook andere deeltjes en afgebroken turboonderdelen. * Een lekkende intercooler is vaak te wijten aan een hoge systeemdruk, die uiteindelijk een vervorming van de kunststof tank kan veroorzaken, wat resulteert in een lekkende intercooler. * Als er na een installatie resten in het systeem achterblijven, bestaat er een risico op verstopping, waardoor de druk in het systeem stijgt. De intercooler zal dus een veel hogere druk moeten weerstaan dan waarvoor hij is gebouwd, waardoor de intercooler uiteindelijk uitvalt. Hetzelfde probleem kan zich voordoen wanneer het vermogen van een turbo handmatig wordt verhoogd. De verhoogde druk eist een extra belasting van de intercooler, waardoor het risico op opblazen van de tank toeneemt. * Door een nieuwe turbocompressor te installeren, zonder eerst de intercooler te onderzoeken, zal het systeem een hoge-druksequentie uitvoeren, waarbij olie en deeltjes die zich hebben opgehoopt in de intercooler het risico lopen in de verbrandingskamer te worden geblazen. Als dit vuil in de verbrandingskamer terechtkomt, vormt het een groot beschadigingsrisico voor de motor. --- ## VERVANGEN VAN DE INTERCOOLER [Język: EN] * > Controleer de luchtgeleiding tussen de turbocompressor en de intercooler om er zeker van te zijn dat er geen onzuiverheden/deeltjes/blokkades/verminderingen in de dwarsdoorsneden zijn. * > Controleer de luchtleiding tussen de intercooler en het lucht-inlaatspruitstuk om te verzekeren dat er geen onzuiverheden/deeltjes/blokkades/verminderingen in de dwarsdoorsneden zijn. * > Reinig/vervang beschadigde, geblokkeerde of vervuilde luchtkanalen en bevestigingsonderdelen. * > Vervang indien nodig luchtkanaalafdichtingen, koelvloeistofaansluitingen (bij watergekoelde intercoolers). * > Zorg ervoor dat alle verbindingselementen goed vastzitten, dat er geen lekkage is en dat er geen "secundaire lucht" wordt aangezogen. * > Gebruik altijd een lektester tussen turbo en inlaat na het monteren van een nieuwe turbo, intercooler, leidingen en slangen. * > Controleer de laaddruk met de manometer of uw OBD-aansluiting. --- ## AANBEVOLEN OPLOSSING [Język: EN] * > Pak de eerste storingssymptomen in het turbocompressorsysteem aan, die leiden tot een onjuiste motorwerking. * > Besteed speciale aandacht aan de gerelateerde systemen en perifere componenten: motorsmering, carterventilatie, inlaatlucht, laadluchtsysteem en de bijbehorende sensoren (MAF/MAP, turbocompressor/boostregeling (BOV), systeemkanalen en het EGR-systeem. * > Vervang de intercooler altijd samen met een nieuwe turbo - verplicht, vooral als de vorige turbo het begaf door vastloping of barsten van turbocompressor/turbineschoepen. * > Voordat u een nieuwe intercooler monteert, onderzoek dan eerst wat de oorzaak van de uitval was. Elimineer de onderliggende oorzaak van de storing om verdere problemen na de installatie te voorkomen. * > Neem bij het installeren/vervangen van de turbo en/of de intercooler de montage-instructies die worden aanbevolen door de fabrikant van het onderdeel/voertuig nauwgezet in acht. --- ## TECHNICK. BULLETIN MONTÁ. TURBODMYCHADLA [Język: EN] --- ## NISSENS’ TECHNICAL BULLETIN / KEY EFFICIENCY COMPONENTS [Język: EN] --- ## Intercooler failure is often linked to turbocharger damage. Replacement of the turbocharger introduces several risks, if not carried out according to installation guides. Turbo residues can easily clog the intercooler, especially oil, but also other particles and broken off turbo parts. [Język: EN] * A leaking intercooler is often due to high system pressure, which can eventually cause a deformation of the plastic tank, resulting in a leaking intercooler. If residues are left in the system after an installation, there is a risk of blockage, which will cause the pressure in the system to increase. Thus, the intercooler will have to withstand a much higher pressure than what it was built for, eventually causing the intercooler to fail. * The same issue can arise when the output of a turbo is manually increased. The increased pressure takes an extra toll on the intercooler, increasing the risk of the tank blowing. * If a mechanic installs a new turbocharger, without investigating the intercooler first, the system will run a high-pressure sequence, where oil and particles that have accumulated in the intercooler are at risk of being blown into the combustion chamber. If this debris enters the combustion chamber, they are at a great risk of damaging the engine. --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information, visit our website: www.nissens.com. --- ## NISSENS TECHNISCH BULLETIN AC SYSTEEM [Język: EN] --- ## Een AC systeem moet van binnen klinisch schoon zijn voor een juiste werking. Koudemiddel en olie werken onder hoge druk en temperatuur waardoor de gevoelige onderdelen zoals de compressor en expansie ventiel de juiste werking hebben. Dit vereist een absoluut schoon systeem voor een optimale werking. Het spoelen van het systeem wordt daarom dan ook sterk aangeraden door AC experts en de meeste compressor fabrikanten. Verder is spoelen ook de enige manier om erachter te komen of de juiste, aanbevolen hoeveelheid olie aanwezig is voor het betreffende model. [Język: EN] --- ## Vervuiling, verontreinigd koudemiddel en olie of het verkeerd gebruik van toevoegingen kunnen vrij snel verstoppingen veroorzaken in het systeem. De filter-droger, condensorbuisjes, expansie ventiel en regelventielen van de compressor kunnen gemakkelijk verstopt raken. Verstoppingen in het systeem zullen leiden tot een hogere druk en hierdoor zal ook de temperatuur toenemen. De compressor wordt blootgesteld aan abnormaal hoge temperaturen. [Język: EN] * Verder zullen ook vocht en vervuiling zorgen voor een veranderde samenstelling van de olie | die hierdoor zijn smerende werking verliest. --- ## Om problemen te voorkomen wordt aangeraden om het systeem altijd te spoelen bij vervuiling, verstopping, een niet goed werkende filter-droger of bij het verkeerd gebruik van toevoegingen zoals UV tracer en lekstop middelen. [Język: EN] * Spoel altijd het systeem bij de montage van een nieuwe compressor. Verkoolde olieresten, metaalschilfers en andere vervuiling die de oorzaak waren voor het uitvallen van de compressor kunnen ervoor zorgen dat ook de nieuwe compressor in korte tijd zal uitvallen indien niet gespoeld wordt. * Bovendien is spoelen de enige betrouwbare manier om het juiste volume olie te constateren. Na het spoelen en de service met de AC machine kan de juiste hoeveelheid en soort olie worden toegevoegd. * Denk er aan dat de volgende onderdelen niet kunnen worden gespoeld: compressor (vervang/bypass), expansie ventiel (bypass) en filter-droger (vervang). Bij enige twijfel van vervuiling na het spoelen in de condensor en verdamper wordt aangeraden deze te vervangen --- ## NISSENS’ TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] --- ## Deterioration of condenser fins – Even if the condenser does not leak and seems to be tight, the heat exchange capacity can have been reduced significantly. As corrosion attach to the thin aluminum fins, the working surface area is reduced, which will reduce the overall heat exchange capacity of the condenser. [Język: EN] * Lack of fins – As the fins corrode over time, they will fall out of the condenser. With the number of fins reduced, the condensation process will become significantly more ineffective, creating an increased overload on the compressor. Removal of only one fin row from the condenser can reduce its thermal performance by up to 3%! * Leaking condenser – Testing has shown that a condenser with missing fins, due to corrosion caused by saltwater, will eventually start to leak. The leakage is caused as the lack of fins destabilizes the condenser construction, making it more vulnerable to wear and tear. As the refrigerant disappears, the system will not function properly. Furthermore, as the lubricant cannot be distributed in an empty running system, the compressor will be exposed to overheat and seizure. --- ## As one of the AC components closest to the external environment, the condenser experiences extensive tear and wear during its lifetime. Especially climates with a considerable amount of downpour, snow and humidity are rough on the condenser. As the roads are covered by salt during the colder months, the saltwater will spray the exposed condenser and increase the risk of corrosion. Often being a deprioritized problem, a corroded condenser will lead to a lack of efficiently in the AC system. The ineffective condenser will increase the workload on other system components, especially on the compressor. [Język: EN] * Many compressor claim cases reveal that a condenser with restricted efficiency was reason for the compressor to overheat and in consequence to seize. --- ## Regular visual inspection of the condenser surface can save you from expensive system and compressor repairs. Any signs of corrosion or leaks on the condenser surface must be considered as serious threats for the system efficiency and operation. [Język: EN] * Especially, pay attention to the condenser bottom part, where tubes and fins are mostly exposed to extensive humidity and aggressive salt spraying. Oil residues on the condenser indicate leaks. Always replace a condenser that is leaking or has missing/deteriorated fins. * When replacing condensers, choose parts with corrosion protection applied. This prolongs its lifespan considerably. Advanced saltwater tests have shown that condensers that are treated with corrosion protection can function up to eight times longer than a non-protected condenser. Nissens applies special protection to +500 condenser models particularly exposed to corrosion. --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information visit our website www.nissens.com. --- ## The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer’s instructions to follow the right service and maintenance procedures. Nissens Automotive A/S shall not be responsible for any property damage or personal injury, direct or indirect damage from failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. [Język: EN] --- ## La valvola di espansione è un dispositivo avanzato e fragile. Poiché funziona ad alta pressione ed è sensibile alla temperatura, condizioni di lavoro improprie e impurità all’interno del sistema possono causarne la perdita di regolazione e il malfunzionamento. [Język: EN] * Se la valvola di espansione è bloccata o ostruita, l’impianto AC non raffredda correttamente. Una valvola ostruita porta a una quantità insufficiente di refrigerante, aumentando la pressione nell’impianto e causando il surriscaldamento del compressore AC. Se la valvola è bloccata, troppo refrigerante può passare attraverso l’impianto ed entrare nel compressore. * Se la valvola di espansione si guasta, può causare problemi con la funzionalità e le prestazioni dell’impianto AC - e se ignorata, lo scenario peggiore è quello dei danni costosi e irreversibili agli altri componenti del sistema, come al compressore AC. --- ## BULLETIN TECHNIQUE NISSENS SYSTÈME DE CLIMATISATION [Język: EN] --- ## Le matériel et son contenu sont fournis sans garantie d’aucune sorte, et en le publiant, nous déclinons toute responsabilité. Suivez toujours les instructions données par le constructeur du véhicule pour suivre les bonnes procédures de service et d’entretien. Nissens A/S ne sera pas responsable des dommages matériels ou corporels, des dommages directs ou indirects dus à une panne ou à un temps d’arrêt du véhicule causé par une application, une installation et / ou une utilisation abusives de nos produits. [Język: EN] --- ## NISSENS’ TECHNISCH BULLETIN / AC & EC-SYSTEEM [Język: EN] --- ## NISSENS’ TECHNICAL BULLETIN AC SYSTEM [Język: EN] --- ## In general, to perform properly the AC system must be clinically clean inside the loop. Refrigerant and lubricant working in high temperatures and pressures, as well as components with precise mechanisms (compressor, expansion devices), require cleanliness for optimal operation. Flushing is considered one of the most basic and important service procedures, and is highly recommended by AC experts, as well as the major manufacturers of compressors. Furthermore, flushing is the only way to determine the proper level of lubricant recommended for the given compressor/vehicle model. [Język: EN] --- ## Impurities, refrigerant and oil contaminants, or improper use of additives can quickly cause clogs in the thin system channels, e.g. receiver dryer, condenser tubes, expansion devices, and compressors’ ECV/MCV valves. System stoppages will lead to a decrease in the system’s performance and cause serious pressure increases, and thus an abnormal temperature load on the compressor. [Język: EN] * Furthermore, contaminants and moisture affect lubricating characteristics of the oil. Improper lubrication has an instant negative effect on a compressor’s mechanical parts, exposing it to seize. | In the same way, missing, diluted or improper oil will lead to irreversible compressor failures. --- ## To avoid system performance-related problems and expensive repeat repairs, flush the system whenever it has been diagnosed with clogs, stoppages, receiver dryer failures, or excessive or improper use of additives such us UV dye or stop leaks agents. [Język: EN] * Furthermore, always flush the system before installing a new compressor. Carbonized oil particles, metal chips and other impurities that caused the previous compressor to fail can quickly kill the new unit if the system was not flushed. * Besides that, the only reliable way to determine the proper volume of the lubricant in the system during a service cycle is flushing and filling an empty system with the right type and volume of oil. An appropriate lubrication guarantees vitality and a long lifespan for the compressor, thus ensuring the system’s proper performance. * Keep in mind that the following components should not be flushed: compressor (replace/bypass), expansion devices (bypass), receiver dryer/desiccant (replace). NB – in case of any suspicion of stubborn contamination inside the condenser/evaporator after flushing, the components should always be replaced. --- ## NISSENS’ TECHNICAL BULLETIN AC SYSTEM / AC COMPRESSOR [Język: EN] * THEME: LUBRICATION --- ## BACKGROUND [Język: EN] * PAG oil is the most common lubricant applied in modern automotive air conditioning systems running on R134A and R1234yf. It is a fully synthetic oil, offers efficient and universal lubricating parameters, is conductive, highly hygroscopic, and can be offered in several viscosity versions (46/100/150). * AC compressor manufactures specify the precise lubricant type and quantity required for a proper operation of their compressor pump. The advanced mechanical construction, moving components, and operation in high temperatures and pressures, require an excellent-matched lubrication to ensure proper functionality and long vitality. --- ## The two oils do not mix completely and cannot create a long lasting homogenous mixture to ensure a proper lubrication of the compressor mechanical parts. Initially, mixed oils will visually seem well-mixed. However, after a short period of time, when compressor is not running, the two oils will separate again. [Język: EN] --- ## When compressor starts from cold, separated oil of higher density and viscosity will lead to a restricted lubrication of precisely fixed moving elements inside the AC compressor, for example between the piston and cylinder. As the more viscous oil or the oils mixture will not penetrate the moving parts precisely, friction will cause the compressors to overheat and seize. [Język: EN] --- ## Universal oils do not mix the same way with the refrigerant as the PAG oil, thus the lubricant circulation in the system may be restricted exposing the compressor components to friction and the system other components such as expansion valve or seals to fail. [Język: EN] --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit our website www.nissens.com. [Język: EN] * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer’s instructions to follow the right service and maintenance procedures. Nissens Automotive A/S shall not be responsible for any property damage or personal injury, direct or indirect damage from failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * Nissens_TechnicalBulletin_AC_Compressor_Lubrication - PAG PAO mixing.indd 1 --- ## Compressor aanzuig zijde [Język: EN] * Verdamper naar compressor * 5-15 °C / 41-59 °F --- ## Compressor [Język: EN] * Direct op het onderdeel * 60-90 °C / 140-194 °F --- ## Condensor ingang [Język: EN] * ...vanaf de compressor * 60-90 °C / 140-194 °F --- ## • [Język: EN] * Niet goed werkende compressor - aansturing - koppeling/kleppen of in het algemeen --- ## ©Nissens A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit our website www.nissens.com. [Język: EN] * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer’s instructions to follow the right service and maintenance procedures. Nissens A/S shall not be responsible for any property damage or personal injury, direct or indirect damage from failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. --- ## NISSENS’ TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] * THEME: RECEIVER DRYER --- ## Wear – Filtering and desiccant layers are normally worn out after a period of time. This will cause the receiver dryer to lose its ability to properly filter the refrigerant and absorb moisture. [Język: EN] * System opening – If the system is opened during service procedures or the system is leaking, the extremely hygroscopic desiccant will extract moisture from the air, thus loss ability to remove any humidity from the system. Running the system empty due to leakages will also negatively impact the receiver dryer. * Excessive system pollution – Particles produced by chemical reactions caused by wrong use of additives (flushing, leak-stop agents), wrong oil mixtures, particles from compressor seizure, inner corrosion and/or carbonized oil caused by overheating, can quickly soil and clog the receiver dryer. * Too much oil in the system – If the recommended lubricant volume is exceeded, it reduces the dryer ability to filter the system properly as the desiccant and filter layers will overflow. Too much UV agent or flushing agent residues in the system will have the same effect on the receiver dryer. --- ## Contamination of the in- and outlets Worn out desiccant and filtering layers [Język: EN] * will cause the receiver dryer to clog inside the receiver dryer * Desiccant layer inside the receiver dryer Worn out insert bag dryer - desiccant * is overflowing soaking by too much UV agent added to the system * ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit our website www.nissens.com. * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer’s instructions to follow the right service and maintenance procedures. Nissens Automotive A/S shall not be responsible for any property damage or personal injury, direct or indirect damage from failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. --- ## 19-06-2019 12:14:29 [Język: EN] * Nissens_TechnicalBulletin_AC - Receiver Dryer Failure.indd 1 --- ## ATTENTION! OBS! ACHTUNG! ¡ATENCIÓN!, ATTENTION! LET OP! ATTENZIONE! UWAGA! [Język: EN] * POZORNOST! FIGYELEM! .....! * ENG Some vehicle models may require a seal for coil installation (included separately in the Nissens product box). Consult the vehicle documentation or the original part to see if it’s necessary. DA Nogle ketsmodeller kan have brug for en tætning til spoleinstallationen (medfger separat i Nissens produktæsken). Kontroller ketets instruktionsbog eller den originale udskiftede del for at se, om det er nvendigt. DE Bei einigen Fahrzeugmodellen ist mlicherweise eine Dichtung f den Spuleneinbau erforderlich (separat in der Nissens Produktverpackung enthalten). Überpren Sie die Dokumentation oder das Originalteil, um festzustellen, ob dies erforderlich ist. ES Algunos modelos de vehículos pueden necesitar un sello para la instalaci de la bobina (incluido por separado en la caja del producto Nissens). Revisa la documentaci o la pieza original para ver si es necesario. FR Certains modèles de véhicules peuvent nécessiter un joint pour l’installation de la bobine (inclus séparément dans la boîte du produit Nissens). Consultez la documentation ou la pièce d’origine pour savoir si cela est nécessaire. NL Sommige voertuigmodellen hebben mogelijk een afdichting nodig voor de installatie van de spoel (afzonderlijk meegeleverd in de Nissens-productdoos). Controleer de documentatie of het originele onderdeel om te zien of dit nodig is. IT Alcuni modelli di veicoli potrebbero richiedere una guarnizione per l’installazione della bobina (inclusa separatamente nella confezione del prodotto Nissens). Controllare la documentazione * o il componente originale per verificare se è necessario. PL Niektóre modele pojazdów mog. wymaga. uszczelki do monta.u cewki (dostarczona oddzielnie w pude.ku produktu Nissens). Sprawd. dokumentacj. pojazdu lub porównaj oryginaln. cz..., aby upewni. si., czy zastosowanie uszczelki jest konieczne. CZ N.které modely vozidel mohou vy.adovat t.sn.ní pro instalaci zapalovací cívky (je sou.ástí balení produktu Nissens). Zkontrolujte dokumentaci k vozidlu nebo originální díl, zda je t.sn.ní pot.eba. HU Egyes járm.modellekhez szükség lehet tömítésre a gyújtótekercs beszereléséhez (külön mellékelve a Nissens termék dobozában). Ellen.rizze a járm. dokumentációját vagy az eredeti alkatrészt, hogy meggy.z.dhessen róla szükséges-e a títés. UA ... ............ ....... ........... . ...... ....... .........., .... ........... .........., .... ............. ...... . ....... . .......... Nissens. ......... ............ .......... ... ........... ......, ... ........., .. .......... . ........... * 966773TBQR v1_10.2025 ©Nissens Automotive * Nissens_966773TBQR.indd 2 08-10-2025 12:38:41 --- ## NISSENS’ TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] * THEME: CONDENSER --- ## No/poor flushing – A thorough system flush must always be performed prior to a new component installation - especially after a compressor seizure. When a compressor has seized, metal chips can break off and cause clogging in the system. Furthermore, carbonized oil particles, developed due to compressor overheating, can cause clogging in the system and must be flushed. [Język: EN] --- ## Wrong use of additives – Incorrect additives, or improper application of additives, can cause system contamination. This is often caused by crystalized leak-stop agents and/or Teflon that has peeled off inner parts of the compressor. Teflon peeling off can be caused by aggressive, and not properly removed, cleaning agents. [Język: EN] --- ## 19-06-2019 12:15:03 [Język: EN] * Nissens_TechnicalBulletin_AC - Condenser Inner Clog.indd 1 --- ## NISSENS TECHNISCH BULLETIN / BELANGRIJKE ONDERDELEN [Język: EN] --- ## VREEMDE VOORWERPEN KOMEN DE TURBO BINNEN DOOR DE COMPRESSOR, TURBINE OF OLIE-INLAAT! [Język: EN] --- ## De turbocompressor is een uiterst verfijnd en gevoelig onderdeel. Dit onderdeel met turbine-aandrijving dat extra lucht in de verbrandingskamer van de motor stuwt waardoor het motorrendement en -vermogen toeneemt. [Język: EN] * De turbocompressor functioneert in buitengewoon veeleisende en moeilijke omstandigheden: toerentallen tot 250.000 TPM en hete uitlaatgassen met een temperatuur tot 1100° C. Bij deze hoge prestatieniveaus kunnen ongeschikte werkomstandigheden als ook vuil en vreemde voorwerpen in het systeem de turbo gemakkelijk beschadigen. --- ## COMPRESSORWIEL [Język: EN] * • * Slechte, versleten of slecht onderhouden luchtinlaatfilters die vervuiling doorlaten --- ## • [Język: EN] * Vreemde voorwerpen zoals schroeven, moeren en bouten die in de nieuwe compressor terecht komen door onachtzaamheid --- ## • [Język: EN] * Overspeed van de turbo waardoor het compressorwiel kapot gaat --- ## De aanwezigheid van vreemde voorwerpen in het binnenwerk van de turbocompressor kan onmiddellijke, totale uitval van de turbo veroorzaken. Gewoonlijk wordt schade door vreemde voorwerpen veroorzaakt door externe materialen die de turbine, compressor of lagerbehuizing binnenkomen, waar ze in contact komen met de draaiende wielen en as. Beschadigingen leiden tot rendementsverlies en meer lawaai van de turbo. In het slechtste geval: een volledig vernielde turbo. [Język: EN] * In ernstige gevallen van schade door vreemde voorwerpen gebeurt het vaak dat de fragmentatie van interne componenten op zeer hoge snelheid resulteert in onmiddellijke, onherstelbare schade aan de motor, het uitlaatsysteem of de intercooler. Dit kan leiden tot volledige uitval van de motor en een niet meer te repareren voertuig. --- ## Compressorwiel met een ontbrekend blad of delen ervan wegens overspeed. Bij over.speed komen er voorwerpen vrij – de afge.broken delen van het wiel – die de turbo con.tinu zullen vernielen. [Język: EN] --- ## Schade aan het compressorwiel veroorzaakt door vreemde voorwerpen. De bladen zijn her.haaldelijk geraakt, en de inducer van de com.pressorbehuizing vertoont eveneens tekenen van schade door de vreemde voorwerpen. [Język: EN] --- ## • [Język: EN] * Afschilfering van compressor- of turbinebladen --- ## • [Język: EN] * Putjes/beschadiging rondom de compressorinlaat --- ## • [Język: EN] * Putjes/beschadiging op de compressorbladen --- ## PRESTAZIONI INADEGUATE DELL’IMPIANTO AC > DANNI DI ALTRI COMPONENTI DELL’IMPIANTO (COMPRESSORE AC) [Język: EN] * La valvola di espansione è un dispositivo avanzato e delicato. Poiché funziona ad alte pressioni ed è sensibile alla temperatura, condizioni di lavoro improprie e impurità all’interno del circuito possono causarne la perdita di regolazione e il malfunzionamento. * Se la valvola di espansione è attaccata aperta o ostruita, l’impianto AC non raffredda correttamente. Una valvola ostruita porterà a una quantità insufficiente di refrigerante, aumentando la pressione nell’impianto e causando il surriscaldamento del compressore AC. Se la valvola è rimasta attaccata aperta, troppo refrigerante può passare attraverso l’impianto ed entrare nel compressore. * Se la valvola di espansione si guasta, può causare problemi di funzionalità e di prestazioni dell’impianto AC- e se ignorati, nel peggiore dei casi si verifica il danneggiamento costoso e irreversibile di altri componenti dell’impianto come il compressore AC. * Il funzionamento dell’impianto AC del veicolo si basa su 2 fattori: il flusso di refrigerante attraverso il circuito AC e il cambiamento di stato del refrigerante. Uno dei componenti principali per il corretto funzionamento dell’impianto AC è il dispositivo di controllo dell’espansione. device. Uno dei tipi comunemente utilizzati nel settore automotive è una valvola di espansione termica (TXV), che di solito viene installata all’ingresso dell’evaporatore. La sua funzione principale è quella di convertire il refrigerante liquido in gas freddo a bassa pressione e di regolare il flusso di refrigerante attraverso l’impianto AC del veicolo. * La TXV misura il flusso del refrigerante in funzione della temperatura dell’evaporatore e del carico e della richiesta di raffreddamento dell’impianto AC. All’interno della valvola, uno stelo mobile permette alla valvola di aprire e chiudere un passaggio, permettendo al refrigerante di muoversi all’interno della valvola. Misura con precisione l’esatta quantità di refrigerante necessario in base alla temperatura esterna e alla necessità di condizionamento dell’aria. * Quando si sospetta un malfunzionamento della valvola di espansione, si raccomanda di eseguire una completa diagnostica dell’impianto. La ricerca guasti sulle pressioni d’esercizio dell’impianto tramite manometri può rivelare i problemi più comuni con la valvola di espansione. * Si consiglia di seguire un’istruzione separata per eseguire tale diagnostica. Si prega di consultare il poster Pressioni d’esercizio dell’impianto Nissens (R134A). * Se si rileva con certezza un guasto alla valvola, è necessario sostituirla. * Sintomi di una valvola di espansione guasta - continua alla pagina successiva >> --- ## RADIATORS, INTERECOOLERS, CONDENSERS - LARGER SIZE HEAT EXCHANGERS [Język: EN] * WITH MOUNTING BRACKETS APPLYING SHOCK-ABSORBING BUSHING. --- ## PREMATURE RADIATOR/HEAT EXCHANGER FAILURE [Język: EN] --- ## EXCESSIVE VIBRATION > LEADS TO RADIATOR COMPONENTS BURSTING THUS CAUSES LEAKS [Język: EN] --- ## Truck and commercial applications as well as some of the passenger cars apply large size radiators for engine cooling. These heat exchangers are of heavy weight and often embraced by a fitting frame for a secure positioning in the engine compartment. Massive vibration caused by the engine operation as well as the heavy vehicle’s move may be destructive for large and heavy but still pretty fragile radiators / other heat exchangers (intercooler / condenser). That is why shock- absorbing bushing are applied on the exchanger bracket’s fitting points. [Język: EN] * They secure the component to the vehicle and eliminate excessive | vibration. * Being often lost/disregarded during radiator servicing / replacement cause the vibration transfer to the part’s fragile areas such us header plates, tanks or long tubes causing their premature failures, mainly cracks, bursting or deformation. * Whenever installing a larger size heat exchanger (radiator / intercooler / condenser) * in a truck or a commercial vehicle, make sure, the fitting requires shock-absorbing bushings. * Do not reuse old busing by the part replacement as the rubber may be worn thus its shock absorbing ability is lowered significantly. * Fitment bushings are typically inexpensive and a simple rubber/metal-rubber design components. There are easy to install and ensure the heat exchanger secure, vibration-free fitment thus a long, trouble-free operation * CAUTION! Consult the vehicle OE documentation to figure out the proper OE replacement for the radiator/heat exchanger bushings if not delivered with the replacement radiator/heat exchanger. --- ## Busing placement on the radiator frame’s bracket in a truck application [Język: EN] --- ## The outermost radiator tubes are often the first elements that burst due to excessive vibrations caused by missing or broken fitting bushings. [Język: EN] --- ## INSTALLATION ADVICE APPLICABLE FOR [Język: EN] --- ## CONSEJOS DE INSTALACIÓN APLICABLES A / CONSEILS D’INSTALLATION APPLICABLES POUR / INSTALLATIONSHINWEISE GELTEN FÜR / INSTALLATIONSRÅDGIVNING GÆLDER FOR /INSTAL.LATIE ADVIES TOEPASBAAR VOOR / TELEPÍTÉSI TANÁCSADÁS A / WSKAZÓWKA INSTALACYJNA DLA / ............ .. ........., .......... ... / ....... [Język: EN] --- ## Massima Qualità dei Materiali e Tecnologie più Moderne [Język: EN] * Costruzione della massa robusta, durevole e altamente performante grazie all’avanzata tecnologia di brasatura in alluminio – brasatura ad atmosfera controllata (CAB). * Materiali Top quality. L’alluminio dei radiatori autocarro proviene solo da fornitori Europei. --- ## Migliorata Resistenza agli [Język: EN] * Stress della Pressione * Speciale progettazione del profilo metallico installato fra il telaio di montaggio e la massa del radiatore per assicurare una migliorata durabilità nella costruzione del radiatore. --- ## Resistenza all’espansione Termica [Język: EN] * Speciale progettazione dei pannelli laterali con tagli per diminuire l’influenza dell’espansione termica nella costruzione della massa. * Miglior progettazione dei bulloni del telaio. I bulloni Nissens assicurano una maggior flessibilità nelle costruzione del radiatore quando esposto a effetti dell’espansione termica. I bulloni Nissens sono anche forniti per alcuni modelli di radiatore senza telaio. --- ## L’ESPERIENZA S.L. NELLA TRUCK RACE [Język: EN] * Nissens è partner tecnico e fornitore di componenti Termici per il FIA Truck Race Rookie dell’anno Sascha Lenz. * “Abbiamo testato il Sistema Nissens durante la nostra gara all’Hungaroring. Con 38°C di temperatura dell’aria, il radiatore Nissens mantiene la temperatura a 90°C mentre quello OE raggiunge 113°C. La performance dei componenti Nissens ci dà un vantaggio competitivo” - Sascha Lenz, FIA Truck Race Rookie dell’anno. --- ## CAN BE LEFT EMPTY IN VEHICLES WITHOUT [Język: EN] * WATER COOLING SYSTEM FOR THE TURBO --- ## Coolant connection flange. [Język: EN] * Can be left empty (as not connected) * by applications without water cooling * for the turbo. --- ## Depending on application, various turbocharger models are designed with a coolant circuit enclosing the bearing housing. If the vehicle, however, is not equipped with a dedicated water cooling circuit for the turbo, i.e. without dedicated ducts system from the engine cooling system to the turbo, the turbo does not require the connection. One Nissens turbo model applies for both vehicles with and without water cooling of the turbo and covers two various OE items. [Język: EN] * If the vehicle where Nissens part no. #93422 is to be fitted does not apply a dedicated water cooling for the turbo, you can install it leaving the coolant connection flange empty. * Always consult Nissens’ catalogue to make sure that the turbo model fits the given vehicle/engine version. NB! Installing the new turbo from Nissens, always conform with the installation instruction included in the product box. --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com/turbo [Język: EN] --- ## When impurities develop in the system, the thin channels of the condenser will quickly clog. This can restrict the refrigerant flow, eventually reducing the unit’s ability to exchange heat. In most cases, this will eventually cause overpressure in the system, which is extremely harmful for the compressor. Especially condensers with micro tube technology are in great risk. While micro tube technology offers an outstanding cooling performance, the thin fins are more exposed to stoppages. As the flow is compressed to a more confined area, fewer impurities are needed for clogging to occur. [Język: EN] --- ## To keep the condenser in good condition, the receiver dryer must always be replaced during a compressor replacement, if the circuit has been exposed to ambient air, or the system has run empty, due to leakages. If none of these events occur, it is recommended to replace the receiver dryer every second year. [Język: EN] * Furthermore, it is always required to perform a system flush after a compressor breakdown. Make sure that no flushing agent residues remain in the system after flushing. * Always use the recommended oil and additives. Replace the condenser in cases of doubt. --- ## Oil drained from a seized compressor. The visible contaminations are spread in the entire system, including the condenser. [Język: EN] --- ## ONDERWERP: TURBO EN TURBOCOMPRESSORSYSTEEM [Język: EN] --- ## • [Język: EN] * Ernstige mechanische defecten in de turbo, voornamelijk vanwege overspeed (vernield compressorwiel, kapotte as, enz.) --- ## De turbo is een uiterst verfijnd en geavanceerd onderdeel. Dit onderdeel met turbine-aandrijving dat extra lucht in de verbrandingskamer van de motor stuwt waardoor het motorrendement en -vermogen toeneemt. De turbo werkt in veeleisende en moeilijke omstandigheden met perslucht, een hoog toerental en hoge uitlaattemperaturen, en is voor de werking afhankelijk van diverse systemen in het voertuig. [Język: EN] * Regelmatig onderhoud van het voertuig en een goede conditie van bijvoorbeeld het motorsmeersysteem en de luchtinlaat-, luchtdruk- en uitlaatsystemen zijn van cruciaal belang voor de levensduur van de turbo en de werking van het compressorsysteem. --- ## • [Język: EN] * Defecten in de turbocompressor (defecte waste-gateklep of defecte schoepen) --- ## • [Język: EN] * Defecten in de regelapparatuur van de turbocompressor - actuatoren, laaddrukregelaars --- ## Een verminderde dichtheid van de luchtkanalen in het turbocircuit is een van de belangrijkste problemen die de functionaliteit van een turbocompressorsysteem aantasten. [Język: EN] * Luchtlekken kunnen zowel optreden aan de vacuümzijde, d.w.z. van de luchtinlaat tot de turbo-inlaat, of aan de drukzijde van het systeem, d.w.z. van de turbo-uitlaat tot het inlaatspruitstuk van de motor. In ieder geval leiden lekken tot luchttekorten in het compressorsysteem, wat resulteert in uiteenlopende problemen. Het belangrijkste probleem is een underboostconditie waarin het systeem niet in staat is de vereiste laaddruk te leveren. Dit leidt tot een aanzienlijke daling van de motorprestaties. * Verder kan de werking van de motor uit balans raken omdat een gebrekkige luchttoevoer de lucht-brandstofverhouding verstoort, met onjuiste verbranding of een slechter brandstofverbruik als gevolg. Bovendien meten verschillende sensoren, zoals de MAF/MAP/tegendruksensor onjuiste waarden, wat leidt tot registratie van verdere fouten door de ECU en soms overgang van de motor naar de noodloop. * Poreusheid van verouderde rubberslangen, scheurtjes in de slangen, mechanische schade waaronder impact van wrijvingen en hitte, als ook losse klemmen en ondichte verbindingen zijn de meest voorkomende onderliggende oorzaken van lekken in het compressorsysteem. * Let op! Luchtlekken in het systeem veroorzaken een hogere belasting op de turbo, waardoor overspeed en voortijdige, catastrofale uitval kunnen optreden. --- ## NISSENS’ TECHNICAL BULLETIN / AC SYSTEM COMPONENTS [Język: EN] --- ## The vehicle’s AC system operation relies on 2 factors: flow of refrigerant throughout the AC loop and the refrigerant’s change of state. One of the key components allowing the AC system to work properly is the expansion control device. One of the commonly used designs in the automotive is an expansion valve, which is usually installed at the evaporator inlet. Its main function is to convert liquid refrigerant into cold low-pressure gas and to regulate the flow of refrigerant through the vehicle’s AC system. [Język: EN] * The expansion valve meters refrigerant flow according to evaporator temperature and the load and cooling demand of the AC system. Inside the valve, a moveable rod enables the valve to open and close a passage, allowing refrigerant to move inside the valve. It accurately meters the precise amount of refrigerant needed according to outside temperature and need for air conditioning. --- ## The expansion valve is an advanced and fragile device. As it operates under high pressures and is temperature sensitive, improper working conditions as well as impurities inside the loop can cause its deregulation and malfunction. [Język: EN] * If the expansion valve is stuck open or clogged, the AC system will not cool properly. A clogged valve will lead to too little refrigerant, increasing the pressure in the system and causing the AC compressor to overheat. If the valve is stuck open, too much refrigerant is allowed to pass through the system and into the compressor. * If the expansion valve fails, it can cause problems with the functionality and performance of the AC system - and if ignored, worst case scenario is expensive and irreversible damages of other system components such as the AC compressor. --- ## Niniejszy artyku. oraz jego zawarto.. nie s. obj.te .adn. gwarancj. a publikuj.c go zrzekamy si. wszelkiej odpowiedzialno.ci. Zawsze post.puj zgodnie z instrukcjami producenta pojazdu, aby zachowa. zgodno.. z odpowiednimi procedurami obs.ugi i konserwacji. Firma Nissens Automotive A/S nie ponosi odpowiedzialno.ci za jakiekolwiek szkody maj.tkowe lub obra.enia cia.a, bezpo.rednie lub po.rednie szkody spowodowane awari. lub przestojem w eksploatacji pojazdu, spowodowane nieprawid.owym zastosowaniem, instalacj. i / lub niew.a.ciwym u.ytkowaniem naszych produktów. [Język: PL] * ©Nissens Automotive A/S, Ormhgårdvej 9, 8700 Horsens, Dania. * Wi.cej informacji technicznych oraz danych kontaktowych mo.na znale.. na naszej stronie www.nissens.com. --- ## podstawow. i niezb.dn. cz... procesu obs.ugi uk.adu, od wykonania której zale.y niezawodno.. jego dzia.ania. [Język: PL] * Uk.ad nale.y przep.uka. po stwierdzeniu, .e jest on zablokowany, przesta. dzia.a. lub je.li awarii uleg. osuszacz. Cho. mo.e to by. niedopatrzenie poprzedniego serwisu, po ka.dorazowym stwierdzeniu nieprawid.owo.ci w u.yciu dodatków do uk.adu, takich jak barwnik UV czy .rodki zatrzymuj.ce wycieki, uk.ad nale.y przep.uka.. Proces diagnostyczny z pewno.ci. u.atwi kontrola wzrokowa za pomoc. wziernika. Obwód nale.y obowi.zkowo przep.uka. przed zamontowaniem nowej spr..arki. Cz.steczki zw.glonego oleju, opi.ki oraz inne zanieczyszczenia, które spowodowa.y awari. poprzedniej spr..arki, mog. szybko zniszczy. now. spr..ark., je.eli przed jego wymian. uk.ad nie zostanie prawid.owo przep.ukany. * Warto podkre.li. tak.e inne znaczenie, jakie proces p.ukania ma dla „serca” uk.adu w ramach procesu wymiany spr..arki. Oprócz usuni.cia zanieczyszcze. jest to jedyny sposób na pozbycie si. zalegaj.cego starego oleju w uk.adzie klimatyzacji. --- ## Je.li chodzi o metody p.ukania, kilka z nich warto rozwa.y. i s. one stosunkowo .atwe. Wszystko zale.y od wyposa.enia serwisu i ewentualnego dost.pu do dodatkowych narz.dzi. Ogólnie rzecz bior.c, p.ukanie musi by. skuteczne i nie powinno szkodzi. uk.adowi - co mo.e si. sta. w przypadku wybrania niew.a.ciwych metod. [Język: PL] * Pami.taj! W przypadku w ka.dej z metod pozosta.o.ci .rodka czyszcz.cego nale.y dok.adnie usun.. po p.ukaniu, a uk.ad klimatyzacji musi zawsze zosta. dok.adnie osuszony, najlepiej przy u.yciu azotu i d.ugotrwa.ego dzia.ania pró.ni. Po prawid.owym przep.ukaniu uk.adu klimatyzacji i wymianie wszystkich niezb.dnych komponentów mo.na przyst.pi. do nape.nienia uk.adu zgodnie z zalecanym rodzajem i ilo.ci. czynnika ch.odniczego oraz oleju. Nale.y pami.ta., .e p.ukanie to nie jest niepotrzebny wydatek, mo.e ono bowiem uchroni. przed powtórn. awari. uk.adu po zainstalowaniu nowej spr..arki. --- ## TEKNISK ARTIKEL INSTALLATION AF TURBO [Język: DK] --- ## FORKERT MONTERING AF PAKNINGEN [Język: DK] --- ## Pakningen til tætning af forbindelsen mellem turboen og udstødningsrøret kan monteres i to forskellige retninger. Hver vil passe til strækboltene; kun én er dog korrekt. [Język: EN] * Hvis pakningen monteres i den forkerte retning, vil det forhindre udstødningsstrømmen og straks påvirke den korrekte funktion af turbo/motoren (øget returtryk, turbinehjulet kan ikke køre ordentligt) samt ikke tætne forbindelsen ordentligt. * Almindelige tegn på forkert installation af pakning: * En pibelyd fra forbindelsen mellem turboen og udstødningen, ingen reel kraftforøgelse genereret af turboen og dermed mangel på motorkraft. * Pakningen skal monteres i den rigtige retning. * Midterhullet i pakningen skal være ud for hullet til turboudløb/udstødningsrør. --- ## BEMÆRK! Når du installerer den nye turbo fra Nissens, skal du altid overholde de installationsvejledninger, der er inkluderet i produktpakken. Manglende overholdelse af nogen af de ovennævnte vejledninger kan føre til alvorlige, uoprettelige fejl i den nyinstallerede turbo og/eller motoren. [Język: EN] --- ## Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Danmark. Find flere tekniske informationer og kontaktoplysninger på www.nissens.com/turbo [Język: DK] --- ## • [Język: EN] * Malfunzionamento del compressore – sterzo – valvole/frizione, motorizzazione di alimentazione o funzionamento in genere --- ## Per eseguire un’efficace diagnosi della pressione è necessario rispettare varie condizioni. In primo luogo, l’utilizzo dei giusti strumenti: si consiglia un collettore separato di manometri oppure manometri integrati a una stazione di riempimento. Manometri a Bassa Pressione e ad Alta Pressione devono essere collegati correttamente all’impianto del veicolo, rispettivamente alle porte di servizio lati bassa e alta pressione. [Język: EN] * Prima del test, accertarsi che l’impianto sia in condizioni di funzionamento. Ciò richiede un corretto livello di carica del refrigerante, con almeno 1,5/25 PSI di pressione statica per avviare il compressore. Per determinare questo, occorre leggere le pressioni statiche dell’impianto prima di avviare il motore. | * Le indicazioni dei manometri a bassa e ad alta pressione devono essere molto vicine, quasi uguali, su entrambi i lati. Una pressione statica troppo bassa indica una carica di impianto bassa, e una probabile perdita che deve essere trovata e riparata. * Dopo che si è superato il test della pressione statica, è possibile misurare le pressioni di funzionamento. | Per avere dei risultati affidabili, il veicolo deve essere regolato sui parametri di funzionamento. | Il motore deve essere avviato, impostato al minimo e alla massima produzione di aria fredda, occorre anche impostare un’alimentazione della ventola per l’impianto di condizionamento al 70% circa. | Il motore deve raggiungere la temperatura di funzionamento appropriata di 80- 90°C/180-200°F. * Occorre adesso considerare le letture del manometro a bassa e ad alta pressione. | Per determinare le avarie, occorre riferire le indicazioni del manometro a una tabella con valori di pressioni di funzionamento R134a per Alta Pressione e Bassa Pressione. | Si prega di notare che i valori varieranno secondo le condizioni quali la temperatura ambiente e il tipo di compressore (spostamento fisso/variabile). --- ## • [Język: EN] * Als First-fit Line enthalten die Produkte alle f die Installation notwendigen Teile wie O-Ringe --- ## This series of technical articles have been written based on the technical insights from the AC system professionals [Język: EN] * with many years in the system service field, Nissens’ quality engineers, and Nissens’ technical trainers involved * in the best AC service practice sharing. --- ## HIGH-VOLTAGE, ELECTRICAL COMPRESSOR [Język: EN] * Design and Diagnostics Review * Electrical compressors have already been on the market for a while and they currently power most HVAC systems in hybrid and electric vehicles . There are several advantages to the application of electrical compressors, and there are a couple of special features * that differentiate them from a traditional belt-driven AC compressor. * This review will help you understand HV AC compressors better in terms of the design fundamentals and how you can troubleshoot them in modern hybrid and electric cars with heat pump systems. * 4 pages article 9 min reading time --- ## HV AC compressors differ from traditional units. However, they’re still compact in the [Język: EN] * design components. These powerful electric * devices circulate refrigerant efficiently in the * AC or heat pump loop. Each is powered by an electrical motor and are capable of high * torque operation. --- ## The automotive applications employ scroll- [Język: EN] * based technology where the refrigerant is compressed by rotation of a set of spirals. * Compared to traditional belt-driven units, the * design has fewer parts. There are no pistons, no wobble plate mechanism, or steering valves that traditional compressors have. The only valve in the scroll system is a relatively simple metal valve to steer the refrigerant gas inlet and outlet within the compressor. --- ## 03 -Integrated power inverter module, [Język: EN] * or PIM: to drive and control the operation of * the electric compressor motor. It converts the * direct current from the vehicle’s high-voltage * battery pack to alternating current to run the electric motor. --- ## The PIM module also consists of hardware [Język: EN] * and software electronics designed to control * the speed of the motor and the output torque * of the AC compressor. --- ## Many compressor models have two [Język: EN] * connectors located on the assembly. * The larger socket is for the high-voltage connection to the vehicle’s battery. For safety * reasons, both the socket and the wiring to the battery are bright orange, which indicates high voltage. The second, smaller socket is for the compressor communication with the HVAC * system’s control unit. --- ## The control unit sends input signals to the [Język: EN] * PIM module, which translates them and * directly runs the compressor via voltage signals that control the commanded level of electrical current sent to the electrical motor. The level of the electrical current steers the * compressor’s output torque. The frequency * of the signal controls the speed of the motor. * NEW ENERGY VEHICLES * CLIMATE COMFORT SYSTEM --- ## Electrical compressors are designed with a focus on independence, [Język: EN] * reliability and energy efficiency. * There are several reasons why many new energy vehicles use them. * Among them are: * > STABLE COMPRESSION, high * speed and torque capabilities * > INCREASED EFFICIENCY --- ## excellent performance with less energy needed to run the compressor. Fine-tuned output control reduces energy consumption and extends the vehicle’s battery life. Operation and speed control of the high-voltage compressor occurs through control of the current, which is governed by the PIM. [Język: EN] * > NO STEERING VALVES OR SPEED SENSING IS NEEDED --- ## > RELIABLE OPERATION INDEPENDENT FROM THE VEHICLE DRIVE the compressor [Język: EN] * can run even when the vehicle’s electric engine is turned off and * the car is not moving. Besides the outstanding capabilities for * air-conditioning, the design also --- ## enables the use of the compressor for heat pump and heat generation. [Język: EN] * > QUIETER AND ALLOW FOR HIGHER SPEEDS thanks to fewer elements overall, the scroll mechanical mechanisms are simpler * > SMALL AND COMPACT SIZE * -no need for a power drive make it easy to locate it in the vehicle’s * layout. --- ## As with any other compressor, [Język: EN] * the electric motor-driven AC compressors can equally suffer from malfunctions when * exposed to system failures. --- ## Before blaming the compressor as the root cause of the problem, a trained technician should always thoroughly inspect [Język: EN] * the system. Most compressor * breakdowns occur due to other root causes. --- ## ELECTRICITY [Język: EN] * Irregular compressor operation may link to --- ## PHYSICAL DAMAGE [Język: EN] * The high voltage AC compressor may also * easily suffer from physical damage, which --- ## can cause other severe system failures. For example, excessive friction in the inner parts and noise generation may indicate impaired [Język: EN] * compressor lubrication. Overheating, --- ## moisture in the system or improper lubricant [Język: EN] * insulation are also common causes. Severe defects of the compressor’s inner parts * like a breakdown of the scroll mechanism or of the entire compressor are common --- ## A lack of or degradation of the lubricant, a [Język: EN] * liquid refrigerant state or excessive thermal * stress can cause some of these defects. Be advised that impurities in the system, overdosing or using unauthorized substances * like UV dye or leak-stopping agents can * destroy the compressor. --- ## Similar to traditional compressors, lubricant is [Język: EN] * also critical for electric compressors. Besides lubricating the mechanical parts and cooling them down, the lubricant also insulates * the electrical components. Low-pressure refrigerant cools the high-voltage motor --- ## windings as it mixes with the oil. Therefore, the electrical insulation between the [Język: EN] * compressor’s motor windings and the vehicle * chassis ground is crucial. The oil must have --- ## NEW ENERGY VEHICLES [Język: EN] * CLIMATE COMFORT SYSTEM * an appropriate insulation resistance. Only use specific oil types with high resistance capacity * and prescribed by the car manufacturer. * WARNING! Some types of lubricant must * never be used e.g. due to their moisture absorbing characteristics. Incorrect oil * application/mixing of oil will reduce electrical insulation, causing the fault of the high-voltage * system. This may cause a dead short or may * provoke system errors, which will then shut off * the compressor or the vehicle itself. * REPLACEMENT --- ## Keep in mind, before blaming the compressor for a system failure, you need to diagnose it thoroughly. [Język: EN] * When you decide to replace, make sure * no other part is causing the failure so * you’ll prevent the new compressor from * failing again. --- ## You should also make sure you’ve flushed the system completely prior to [Język: EN] * installing the new compressor. * Remember, only professional, and * qualified staff should replace an HV --- ## HOW TO DIAGNOSE [Język: EN] * THE HV AC * COMPRESSOR * The compressor diagnostics process should start with a basic inspection of the system * to reveal if it’s in operative * condition. --- ## > An overall system performance check [Język: EN] * — cold or warm air delivery in the cabin and * output in various heating/cooling modes --- ## > The system working pressures check [Język: EN] * thus the compressor pumping capacity and * possible flow restrictions * > Internal system cleanness inspection --- ## The condenser surface — see if it is not dirty, [Język: EN] * free from airflow restrictions, and has no deteriorated fins or tubes. * Any failures must be inspected and repaired as they may cause the AC compressor to fail. * Also inspect the AC compressor. Make sure * the housing has no signs of overheating, such as discolored surfaces or burned labels. Check if the electrical connection with sticks and insulation is intact. --- ## Once you access the AC compressor, listen to how it sounds. When operating, check to [Język: EN] * see if the unit makes any suspicious noises. Unusual grinding, or growling noises may link to improper inspections or damage to the inner elements such as valves of the scroll mechanism. * OBD --- ## The on-board diagnostics can pinpoint [Język: EN] * possible compressor issues registered by the HVAC system control unit. The registered failures may relate to the AC compressor * and one of the system’s elements generating * control signals, such as, sensors or power electronics. --- ## OSCILLOSCOPE AND THE 3-PHASE CURRENT SIGNALS [Język: EN] * Electrical diagnosis of the high voltage compressor by means of the oscilloscope and a current clamp is one easy method to diagnose the electrical condition of most * compressors with an integrated PIM module. * There is no need to open the module since it is sealed and should never be disassembled. The operator only needs access to the high voltage * DC wires from the vehicle’s battery pack and a * suitable oscilloscope with a current clamp. --- ## A suitable oscilloscope is needed to test the [Język: EN] * compressor’s state of electrical health. --- ## The diagnostics bases on acquiring the current [Język: EN] * waveforms from one of the DC wires. The * inspection can determine the compressor’s * operational health and its drive system. --- ## Before the compressor engages, the current usually is zero amps, so no ripple is generated. [Język: EN] * NEW ENERGY VEHICLES * CLIMATE COMFORT SYSTEM * A peak wave can be seen by the compressor’s * initial start, which indicates a much higher than the average current applied as an inrush mode * of the compressor. Shortly after, the current is significantly lower and depends on the output * commanded to the AC compressor by the AC controls. Here, the stabilized wave picture * of the 3-phase current helps determine the compressor’s electrical shape state. * When the wave’s height and frequency are * consistent and close to identical throughout * the capture, the compressor’s electric motor * and controls are in good condition. * Any significant increase or decrease in the wave’s amplitude can signify a severe * problem with the power inverter module or the compressor drive. Along with the current irregularity seen on the oscilloscope, a faulty operating compressor would also exhibit some unusual noises caused by the electrical phase * imbalance. Since the AC electric compressor has an integrated PIM, this would mean the AC * compressor should be replaced as a unit. --- ## Sign of a healthy compressor -consistent and [Język: EN] * identical shape of the current waves. * LEARN MORE * To learn more about new energy vehicle thermal systems, visit our expert knowledge --- ## Wear – Filtering and desiccant layers are normally worn out after a period [Język: EN] * of time. This will cause the receiver dryer to lose its ability to properly filter * the refrigerant and absorb moisture. * System opening – If the system is opened during service procedures or * the system is leaking, the extremely hygroscopic desiccant will extract * moisture from the air, thus loss ability to remove any humidity from the * system. Running the system empty due to leakages will also negatively * impact the receiver dryer. * Excessive system pollution – Particles produced by chemical reactions * caused by wrong use of additives (flushing, leak-stop agents), wrong * oil mixtures, particles from compressor seizure, inner corrosion and/or * carbonized oil caused by overheating, can quickly soil and clog the receiver * dryer. * Too much oil in the system – If the recommended lubricant volume is * exceeded, it reduces the dryer ability to filter the system properly as the * desiccant and filter layers will overflow. Too much UV agent or flushing * agent residues in the system will have the same effect on the receiver * dryer. --- ## The receiver dryer is crucial for optimal system [Język: EN] * operation and especially for the compressor vitality. * Absorbing moisture in the AC system prevents inner * corrosion and ensures a proper system/compressor * lubrication. In addition, particles, debris, metal * chips, and other materials flowing in the loop, * gets filtered and kept away from the system * components, preventing them from clogging * (condenser, expansion valve, evaporator) or seizure * (compressor). * If the receiver dryer is worn out, spoiled or not * operating, it will eventually lead to circuit clogs, * system abnormal pressures and lack of performance. * This will seriously affect other system components, * where especially the compressor is at risk. * Under normal running conditions, on a hand touch, * both inlet and outlet lines of the dryer should feel * warm and be more or less of the same temperature. * Cold outlet line of the receiver dryer or any frost * spots on it indicates the filer failure. --- ## The receiver dryer must be regularly replaced. It [Język: EN] * is recommended replace the receiver dryer every * second year or whenever the circuit has been * opened. * Always install new receiver dryer any time the * compressor is replaced and always when a serious * leakage has been noticed and repaired. During service * procedures, such as flushing the system, the part * must be bypassed and replaced after the procedure * is completed. Follow user manuals and manufactures * guidelines whenever applying additives such as * UV dye agent, leak-stops, and/or flushing agents. * Excessive volume or improper use of additives and/or * oil will spoil the receiver dryer. * Avoid exposing new dryer to the ambient air by, for * example, removing sealing caps or leaving the circuit * open without seals. --- ## SYSTEEM [Język: EN] * Om het aircosysteem goed te laten werken moet de binnenkant klinisch schoon zijn. * Koudemiddel, smeermiddel en nauwkeurige * mechanismen binnen het circuit moeten schoon * zijn om optimaal te werken en de juiste druk. * en temperatuurparameters in het systeem te handhaven. * Het moderne ontwerp van aircosystemen bestaat uit tal van onderdelen met zeer nauwe doorgangen. Het merendeel van de huidige auto’s maakt gebruik van condensors met microleidingen met kanalen met een zeer kleine diameter. * Nog een voorbeeld zijn de extern bestuurde compressors met een nauwkeurige ECV-klep die * de pompcapaciteit aanstuurt en zeer gevoelig is * voor verontreiniging. Met name het expansieventiel * van het systeem is een circuitonderdeel dat snel * te lijden heeft van onzuiverheden die de juiste * werking kunnen beperken. Al deze onderdelen * kunnen verstopt raken door deeltjes, splinters of zelfs door een smeermiddel met een * onjuiste viscositeit dat niet overeenstemt met de * specificatie van de auto. * Elke beperking van de stroming of verstopping van het systeem kan catastrofale gevolgen hebben. De * beperkte stroom koudemiddel leidt tot mindere * prestaties van het systeem, kan onmiddellijke drukstijgingen veroorzaken, tast de algehele * smering van het systeem aan en creëert daarmee een abnormale temperatuurbelasting die zeer gevaarlijk is voor de compressor. --- ## Verder is het ook belangrijk om te noemen dat de [Język: EN] * mogelijke systeemverontreinigingen en vocht een negatieve invloed hebben op het smeermiddel en de eigenschappen ervan aantasten. Dit kan onmiddellijk de mechanische onderdelen van * de compressor aantasten, waardoor deze kan * vastlopen. Ook kan een smeermiddel worden aangetast als deze wordt verdund met te veel * additief (bijvoorbeeld een te grote dosis UV.kleurmiddel) wat tot onomkeerbare defecten in de * compressor kan leiden. --- ## Spoel het systeem altijd wanneer u verstoppingen, onderbrekingen of defecten in de filter/droger heeft vastgesteld. Ook al is het een nalatigheid [Język: EN] * van de vorige garage: u moet het systeem * ook spoelen als u constateert dat er te veel of onjuiste additieven zijn gebruikt, bijvoorbeeld UV.kleurmiddel of lekdichtmiddelen. Visuele inspectie * via een instrument met kijkglas vergemakkelijkt de diagnose. Het circuit moet verplicht worden gespoeld voordat een nieuwe compressor * wordt geïnstalleerd. Verkoolde oliedeeltjes, metaaldeeltjes, splinters en andere onzuiverheden waardoor de vorige compressor defect is geraakt * kunnen de nieuwe compressor snel om zeep helpen als het systeem niet correct wordt gespoeld voor de vervanging. * Wij wijzen u op nog een ander belang dat het * spoelen heeft voor het hart van het systeem bij het vervangingsproces van de compressor. Naast * het verwijderen van onzuiverheden is het de enige manier om het totale smeermiddelniveau in het circuit te bepalen. --- ## ABC VAN HET SPOELEN [Język: EN] * Er zijn verschillende basisregels waaraan u zich moet houden om goed te spoelen. De * compressor moet worden losgekoppeld. U zult de compressor daarna waarschijnlijk vervangen, maar als dat niet zo is, moet de compressor worden gescheiden of gebypasst bij het spoelen. Het expansieventiel moet worden losgekoppeld of gebypasst. De filter/droger of het droogmiddel * moet worden verwijderd en na het spoelen * worden teruggeplaatst. Parallel flow-condensors, * condensors met dunne en microleidingen * en verdampers kunnen niet effectief worden gespoeld en moeten daarom worden vervangen of * doorgespoeld wanneer het systeem is aangetast * door ernstige verontreiniging of door het vastlopen * van de vorige compressor. --- ## Geleiachtige of gekristalliseerde kleverige stof op [Język: EN] * de aanzuigzijde van de compressor. Deze ernstige vervuiling is veroorzaakt door ongecontroleerde chemische reactie van vocht en additieven als lekdichtmiddelen. Alleen door te spoelen kan deze verontreiniging volledig uit het circuit worden verwijderd. * Er zijn meerdere spoelmethoden die in aanmerking * komen en die relatief gemakkelijk te realiseren zijn. Dit hangt af van de beschikbare apparatuur * in de garage en de mogelijkheid van toegang tot * extra instrumenten. Over het algemeen moet de spoeling effectief, en niet schadelijk zijn voor het systeem , wat het geval kan zijn bij toepassing van * onjuiste methodes. * Onthoud het volgende! Bij elk van deze methoden moet het reinigingsmiddel na het spoelen grondig worden verwijderd en moet het * aircocircuit altijd goed moet worden gedroogd, bij voorkeur met behulp van stikstof en langdurig vacuüm. Nadat het aircosysteem goed is gespoeld en alle nodige componenten zijn vervangen, kunt * u verdergaan met het vullen van het systeem met het voorgeschreven type en hoeveelheid koudemiddel en smeermiddel. Bedenk dat * spoelen geen extraatje is; u kunt hiermee een * herhaalreparatie besparen na het plaatsen van een nieuwe compressor. --- ## 3. [Język: EN] * Video - HVAC-systeem met warmtepomp - Vervanging van de compressor & spoelen --- ## PAGINA 2 / 4 [Język: EN] * DA SAPERE SUL SISTEMA POMPA DI CALORE * A differenza dell’aria condizionata di un veicolo convenzionale, il sistema a pompa di calore è in grado di riscaldare e raffreddare. Gestisce anche la temperatura del motore elettrico del veicolo, della batteria e dell’elettronica di potenza. Il sistema funziona come il sistema di gestione termica del veicolo e aiuta l’auto a preservare la durata della batteria e ad estenderne l’autonomia totale. * La pompa di calore è una soluzione termica molto efficiente dal punto di vista energetico. Garantisce prestazioni di riscaldamento e raffreddamento ottimali e non è così intenso per la batteria del veicolo poiché sono necessari meno riscaldatori PTC per raggiungere lo stesso livello di comfort. * La pompa di calore nei veicoli elettrici differisce da un circuito A/C convenzionale. Molte delle parti che sarebbero meccaniche nei motori convenzionali sono completamente elettriche nei Veicoli Elettrici. Ad esempio, viene applicato un compressore dell’aria condizionata completamente elettrico ad alta tensione per mantenere il sistema completamente funzionante, anche quando il veicolo non è in funzione. Inoltre, diverse valvole elettroniche regolano i flussi all’interno del circuito in varie direzioni. Altre parti includono più scambiatori di calore come il condensatore di calore della cabina * o il cosiddetto refrigeratore, uno scambiatore di calore del refrigeratore d’acqua. Questi componenti aggiuntivi aggiungono un livello di complessità alla manutenzione del sistema. --- ## PROBLEMI COMUNI [Język: EN] * Proprio come si possono verificare guasti nei sistemi di comfort climatico convenzionali, possono verificarsi guasti anche nelle pompe di calore dei Veicoli elettrici. I guasti più comuni che potresti incontrare includono perdite, lubrificazione impropria del compressore, contaminazione del circuito interno ed esaurimento del compressore. Prestazioni carenti del sistema o un errore totale del sistema sono le conseguenze della mancata risoluzione rapida di questi problemi. * Esistono modelli di veicoli ibridi in cui il sistema di raffreddamento del motore funziona insieme al circuito A/C. I potenziali guasti di entrambi i sistemi possono influire sulle prestazioni complessive di riscaldamento o raffreddamento e, quindi, sulle prestazioni della batteria. Una buona manutenzione di questi sistemi è essenziale per la longevità dell’auto. * La temperatura confortevole dell’abitacolo è un altro aspetto. Una climatizzazione inefficiente è spesso il primo sintomo di un problema con il sistema. --- ## B PROCEDURE SPECIALI [Język: EN] * Ricorda, la sicurezza è la chiave quando si lavora con sistemi ad alta tensione. Tuttavia, dovresti spegnere il sistema solo se stai per aprire il sistema HV sostituendo, ad esempio, il compressore dell’aria condizionata. Non è necessario spegnerlo per un test diagnostico della temperatura o pressione. * Segui le procedure dedicate, utilizzando dispositivi e strumenti di protezione. Solo tecnici certificati possono svolgere lavori di assistenza, prima di iniziare dovresti familiarizzare con i protocolli di sicurezza. Prenditi del tempo per imparare la disposizione del circuito dell’impianto elettrico nell’auto che farai manutenzione. --- ## connettore, i tubi flessibili e i manometri devono essere dedicati all’R744 (CO2). La loro funzione è la stessa dell’R1234yf, ma la maggiore pressione di lavoro dell’R744 (CO2) potrebbe essere fino a dieci volte maggiore; quindi, gli strumenti devono essere in grado di resistere ad alta pressione. Inoltre, il lubrificante del sistema deve essere specifico per R744 (CO2) e potrebbe essere POE [Język: EN] * o PAG. Guarda le specifiche del compressore per ricontrollare che stai lavorando con l’olio corretto. --- ## MAI SMETTERE DI IMPARARE [Język: EN] * I veicoli ibridi ed elettrici arriveranno presto per le riparazioni dell’aria condizionata e la manutenzione ordinaria. La tua capacità di risolvere e riparare i loro sistemi di climatizzazione sarà vitale per il tuo continuo successo nel settore automobilistico/AC. * Pubblichiamo molto materiale didattico sui sistemi di climatizzazione dei Veicoli elettrici e relativi alle modalità di lavaggio dei circuiti della pompa di calore o sostituire il compressore AC ad alta tensione. Continueremo con altre storie relative a Veicoli elettrici e potrai accedervi tutte, oltre a molto altro materiale tecnologico sul nostro portale di conoscenza degli esperti all’indirizzo www.nissens.com/experts --- ## COMPONENTI SPECIFICI DA CONTROLLARE [Język: EN] * Nissens raccomanda che tutte le ispezioni riguardino questi componenti specifici: * IHX * Questo dispositivo aumenta la temperatura dell’ingresso del compressore. È possibile utilizzare un termometro per controllare la differenza di temperatura tra l’ingresso e l’uscita per controllare le condizioni dell’unità. Quindi sai che aumenta la temperatura utilizzando il refrigerante gassoso proveniente dal lato alto dell’impianto A/C. --- ## condensatore, il refrigerante non si trasformerà in un liquido e quindi non si verificherà alcun raffreddamento o riscaldamento. Oltre ai codici di errore registrati dall’unità di controllo del sistema, i parametri di funzionamento non corretti causati dal funzionamento del condensatore alterato possono causare gravi danni al compressore AC. [Język: EN] --- ## COMPRESSORE ELETTRICO AC [Język: EN] * Nei sistemi a pompa di calore di un’auto a batteria * o ibrida, è un compressore elettrico ad alta tensione. Come in qualsiasi altro sistema AC, è il cuore del sistema e la sua durata è cruciale per l’intero funzionamento del sistema. È essenziale * VEICOLI DI NUOVA ENERGIA * SISTEMA DI COMFORT CLIMATICO --- ## menzionare che questi compressori sono unità a motore elettrico altamente robuste basate sulla tecnologia scroll. La maggior parte ha requisiti specifici di lubrificante, che non possono essere conduttivi. [Język: EN] * Come per qualsiasi altro dispositivo elettrico, la funzionalità del compressore dipende dal segnale di corrente, che il tecnico dovrà anche diagnosticare. Potrebbe essere consigliata una risoluzione avanzata dei problemi utilizzando un --- ## oscilloscopio, insieme all’ispezione OBD e dei segnali di ingresso. Anche la purezza interna del circuito è di importanza cruciale per la vitalità del compressore scroll. [Język: EN] --- ## Niniejszy materia. i jego zawarto.. s. dostarczane bez gwarancji tre.ci i nie s. one podstaw. dochodzenia roszcze., a publikuj.c je, zrzekamy si. wszelkiej odpowiedzialno.ci. Zawsze post.puj zgodnie z instrukcjami producenta pojazdu, aby przestrzega. w.a.ciwych procedur serwisowych i konserwacyjnych. Firma Nissens Automotive A/S nie ponosi odpowiedzialno.ci za ewentualne szkody maj.tkowe lub osobowe, szkody bezpo.rednie lub po.rednie - spowodowane awari. lub przestojem w eksploatacji pojazdu spowodowanym nieprawid.owym zastosowaniem, instalacj. i/lub niew.a.ciwym u.ytkowaniem naszych produktów. [Język: PL] * ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. Wi.cej informacji technicznych i kontaktowych mo.na znale.. na stronie www.nissens.com/turbo --- ## In ogni Sistema di climatizzazione, [Język: EN] * la valvola di espansione termica * è impostata dalla fabbrica, per mantenere la giusta condizione di surriscaldamento dell’evaporatore, * mantenendo il funzionamento ottimale del sistema. Oltre alla funzione primaria di misurazione * del refrigerante e alla funzione di regolazione del flusso all’interno * del ciclo di aria condizionata, il * TXV è importante per la durata dei * compressori. Ritardi nella reazione * della valvola o nel dosaggio errato, * con il blocco della valvola in posizione * aperta o chiusa, appartengono ai * picomuni malfunzionamenti della valvola di espansione. * MISURAZIONE ERRATA DEL FLUSSO REFRIGERANTE * Il guasto del dosaggio sbagliato spesso si verifica in valvole di bassa qualità e in veicoli ad alto chilometraggio, per usura o a causa di perdite * all’interno della rilevazione della potenza di * riempimento della valvola ed errato utilizzo della valvola di surriscaldamento. * Si verifica quando l’elemento di controllo primario della valvola (potenza) non è nelle impostazioni di rilevamento e di reazione corrette. Il guasto può portare ad un flusso refrigerante insufficiente o eccessivo all’evaporatore e nessuno di questi scenari è corretto per il sistema. Quando viene rilasciata una quantità insufficiente di refrigerante, l’efficienza di scambio termico dell’evaporatore si riduce molto poiché viene utilizzata solo una piccola parte del suo nucleo. Questo causerà prestazioni insufficienti del sistema ed esporrà il compressore ad un carico * elevato e facilmente ad un surriscaldamento ed * usura rapida (meno refrigerante significa meno olio trasportato per lubrificare tutte le parti interne). D’altra parte, troppo liquido refrigerante può * portare a prestazione del sistema incontrollate. * Esiste un alto rischio che il liquido refrigerante fuoriesca dall’evaporatore (nessuna condizione di surriscaldamento), con conseguenti gravi guasti al * compressore a causa dei cosiddetti colpi. --- ## VALVOLA BLOCCATA [Język: EN] * Comunemente, il problema ha una causa principale nelle impurità e nei detriti all’interno del Sistema di aria condizionata legati all’uso inappropriato di additivi per il sistema di condizionamento, usurato ricevitore.essicatore, formazione di particelle dopo il grippaggio del compressore o procedura di lavaggio impropria/ mancanza. * A seconda della posizione in cui la valvola è * bloccata, sono possibili diversi scenari. Una valvola * completamente chiusa o ostruita porterà ad un flusso limitato del refrigerante. Oltre all’efficienza ridotta, alla mancanza di lubrificazione, al raffreddamento leggero/assente, ciò aumenterà anche drasticamente la pressione del sistema causerà il surriscaldamento del compressore. Alcuni * veicoli moderni applicano sensori di pressione * subito dopo il compressore, lo proteggeranno dal grippaggio, spegnendolo nel momento giusto. Nei sistemi di progettazione più semplici o in quelli con compressori a cilindrata fissa, la valvola può causare gravi guasti al compressore quando è bloccata e chiusa. Un altro caso è quando la valvola è bloccata completamente/parzialmente aperta. Ciò significa che non ci sarà una sufficiente pressione all’interno del TXV; quindi, la porta di servizio sul lato inferiore mostrerà una pressione troppo alta. Questo tipo di guasto molto probabilmente non provocherà alcun cambiamento di stato di del refrigerante, perdendo così l’efficienza termica * (olio diluito), linea di aspirazione potenzialmente * ghiacciata. In questo caso, le scarse prestazioni * del sistema saranno notate come il primo sintomo, * ma alla fine, il compressore probabilmente si sta * bloccando a causa di colpi o surriscaldamento * poiché il refrigerante non fornisce alcun fattore di raffreddamento. --- ## Impurità e concentrazione di detriti all’interno del TXV. Contaminazione del sistema, additivi, ricevitore-essicatore usurato, [Język: EN] * formazione di particelle dopo il grippaggio del compressore di aria condizionata, lavaggio non corretto – tutto ciò può portare a blocchi * interni della valvola. --- ## PAGINA 3 / 3 [Język: EN] * Puoi evitare molti guasti del compressore considerando il TXV durante il sistema di risoluzione problemi. Presta maggior attenzione alla valvola quando il compressore originale è grippato e la sostituzione è necessaria. * Cosa raccomandano gli specialisti dell’aria * condizionata: * • Imparare la progettazione del Sistema prima di * risolverlo per individuare i potenziali problemi * TXV. Esistono molti progetti di sistema ed i * sintomi possono variare a seconda del tipo di compressore, del numero, del tipo di sensori di pressione e del tipo di controllo del sistema. * • Eseguire una diagnosi completa del Sistema * di Aria condizionata. La risoluzione dei problemi delle pressioni di esercizio del * sistema, utilizzando il manometro, può * rivelare i problemi picomuni con la valvola * di espansione. Fare riferimento all’assisenza * Nissens per lo scenario delle pressioni di esercizio. * • Il surriscaldamento misurato all’uscita dell’evaporatore più aiutare a concludere se il TXV, ovvero il sistema, funziona in modo ottimale. Misurare la temperatura di uscita dell’evaporatore e a pressione effettiva sul lato LP. Collegare la pressione LP alla temperatura di saturazione del refrigerante utilizzando la tabella P-T per il tipo di refrigerante specificato. Sottraendo le due temperature si leggerà il valore di surriscaldamento effettivo. * • Con alter parti, sostituire sempre la valvola TXV con la sostituzione del compressore dell’aria condizionata. TXV è un componente aggiuntivo dal costo relativamente contenuto, ma può salvarti da gravi guasti. Sostituire sempre la valvola se nel sistema viene diagnosticata una contaminazione grave e dopo il guasto del compressore causato da un grippaggio/ * surriscaldamento. * • Ricordarsi di lavare il Sistema di aria condizionata prima di montare il nuovo compressore e anche il TXV sostitutivo. Assicurarsi che nel sistema non siano rimasti dei detriti, umidità o residui del prodotto del lavaggio. Sostituire il condensatore con un micro tubo poiché non è possibile eseguire il lavaggio. * • Un test di pressione a base di azoto ed un * vuoto a lungo termine sono obbligatori prima * di ricaricare il Sistema, in quanto aiutano ad * eliminare l’umidità. --- ## 2. [Język: EN] * Arogmento di studio – motivo per cui vale la pena sostituire il TXV con la sostituizone del compressore --- ## PULIZIA – LA CHIAVE PER LAVITALITÀ DEL SISTEMA [Język: EN] * Il Sistema di aria condizionata per funzionare deve essere clinicamente pulito all’esterno. Refrigerante, * lubrificante e meccanismi precisi all’interno del * circuito devono essere puliti per funzionare in modo ottimale e il sistema mantiene parametri di pressione e temperatura appropriati. * Il design moderno del Sistema di aria condizionata utilizza molti componenti con passaggi molto stretti. La maggior parte delle auto odierne applica condensatori a micro tubi con canali di piccolo diametro. Un altro esempio sono i compressori dell’aria condizionata controllati esternamente con valvola ECV precisa e molto sensibile alle impurità, che regola la capacità di pompaggio. Il dispositivo di espansione del sistema e del TXV, in particolare, sono altri tipi di componenti a ciclo continuo che * possono rapidamente soffrire le impurità limitando * il corretto funzionamento. Tutti questi possono essere ostruiti da particelle, schegge o persino da * un lubrificante troppo viscoso che non corrisponde alle specifiche dell’auto. Qualsiasi restrizione * o arresto del flusso può avere conseguenze catastrofiche. Il flusso refrigerante limitato porterà * ad una diminuzione delle prestazioni del sistema, causerà aumenti istantanei della pressione, * comprometterà la lubrificazione complessiva del * sistema e di conseguenza creerà un carico di temperatura anormale che è molto pericoloso per il compressore dell’aria condizionata. * Inoltre, è anche fondamentale menzionare che i potenziali contaminanti del sistema e l’umidità * influenzano il lubrificante, alternandone le --- ## Il nuovo design del condensatore applica passaggi estremamente stretti all’interno dei micro tubi [Język: EN] * di spessore inferiore a 1 mm. Il design offre uno * scambio termico superiore ma è anche molto sensibile alle impurità. * caratteristiche. Questi possono influenzare * istantaneamente le parti meccaniche del compressore, esponendolo a grippaggi. Allo stesso * modo, se il lubrificante viene diluito da un uso * eccessivo di additivi (come il sovradosaggio con colorante UV), la condizione impropria porterà a guasti irreversibili del compressore. --- ## gli agenti di perdita. L’ispezione visiva mediante uno strumento a vetro faciliterà il processo di diagnosi. Il circuito deve essere obbligatoriamente lavato prima di installare un nuovo compressore. Particelle di olio carbonizzato, trucioli di metallo, schegge e altre impurità che hanno causato il guasto del compressore precedente, possono uccidere rapidamente la nuova unità se il sistema non viene lavato correttamente prima della sostituzione. [Język: EN] * Segnaliamo un’altra importanza del lavaggio per il sistema del processo di sostituzione del compressore. Oltre a pulire le impurità, è l’unico modo per determinare il livello totale del * lubrificante all’interno del ciruito. --- ## RISCIACQUO ABC [Język: EN] * Ci sono diverse regola di base che vanno * osservate per effettuare il risciacquo corretto. Il * compressore dell’aria condizionata deve essere staccato. Probabilmente il compressore verrà sostituito successivamente, ma in caso contrario, il compressore deve essere separato o passato al lavaggio. I dispositivi di espansione del sistema, * come il tubo dell’orifizio o la valvola di espansione, * SISTEMA DI COMFORT CLIMATICO * devono essere staccati o passati. L’essicatore deve essere rimosso e sostituito dopo il lavaggio. * Condensatori ed evaporatori a flusso parallelo, * a tubi sottili e microtubi, non possono essere * lavati in modo efficace e devono essere sostituiti * o risciacquati ogni volta che contaminanti gravi hanno danneggiato il sistema o dal precedente grippaggio del compressore. * Quando si tratta dei metodi di lavaggio, molti meritano di essere presi in considerazione e sono relativamente accessibili. Tutto dipende dall’attrezzatura del garage e dal possibile accesso a strumenti extra. In generale, il risciacquo deve * essere efficace e non deve danneggiare il sistema, * come potrebbe essere dovuto all’uso di metodi impropri. * Tieni a mente! Per qualsiasi metodo, i residui di detergente devono essere completamente rimossi --- ## dopo il lavaggio ed il circuito di aria condizionata deve essere sempre completamente asciutto, preferibilmente mediante azoto ed un processo a vuoto. Una volta che il sistema di aria condizionata è stato lavato correttamente e tutti i componenti necessari sono stati sostituiti, è possibile procedere con il caricamento del sistema in base al tipo ed al volume prescritti di refrigerante e [Język: EN] * lubrificante. Ricorda, il lavaggio è raccomandato e può salvarti da una riparazione ripetuta dopo * l’installazione di un nuovo compressore. --- ## AFHJÆLPNING: [Język: DK] * Disse fejl relaterer typisk til en defekt turbo. * Ved kontrol af turbo viser det sig ofte at denne er slidt, nærmest ”Sandblæst”. Dette skyldes at små fragmenter løsner sig i udstødningsmanifolden og ryger med ud i turboen. * Vi har erfaret at de fleste Mercedes værksteder anbefaler at udskifte udstødningsmanifold * samtidig med turbo. Dette anbefaler vi også, men vælger man ikke og gøre dette er det yderst * vigtigt at man får kontrolleret udstødningsmanifolden med endoskop, for at sikre sig der ikke er * noget der kan gøre skade på den nye turbo. * Vær også opmærksom på at de spjæld der sidder i indsugningsmanifolden på disse motortyper, * slides hurtigt, og også kan resultere i nogle af disse fejlkoder. Dette er set på biler der har kørt * mindre end 100.000 km. Hvis slidtagen på disse spjæld er stort, kan man komme ud for at * fejlkode P1955 er lagret i EOBD. Hvis dette er tilfældet vil motoren ikke køre med normal ydelse * før den nulstilling omtalt i bulletin 3015 er gennemført og fejlkoder slettet. Se evt. også bulletin * 2374. * Vær ligeledes opmærksom på oliespild under indsugningsmanifold på denne motortype. Der ses * ofte at pakninger til oliekøler er utætte. Se bulletin 3401 vedr. dette problem. --- ## Bardzo wa.ne jest przestrzeganie instrukcji monta.u producenta spr..arki, aby zapewni. jej w.a.ciwe smarowanie. Zawsze stosuj typ, lepko.. i ilo.. oleju wymagane przez producenta spr..arki. Stosuj.c kontrast UV lub p.yn do p.ukania uk.adu zawsze post.puj .ci.le wed.ug instrukcji. Procedury serwisowania uk.adu klimatyzacji takie jak p.ukanie, osuszanie azotem czy wykonywanie pró.ni wykonuj dbaj.c o szczegó.y we w.a.ciwej kolejno.ci. [Język: PL] --- ## IMPROPER INSTALLATION OF THE GASKET [Język: EN] --- ## The gasket to seal the connection between turbo and exhaust pipe can be fitted in two different orientations. Each will fit with the stretching bolts; only one, however, is correct. [Język: EN] * Mounting the gasket in the improper orientation will impair the exhaust flow, instantly affecting proper turbocharger/engine operation (increased back-pressure, turbine wheel cannot operate properly) as well as not sealing the connection properly. * Common signs of improper gasket installation: * A whistling noise from the turbo-exhaust connection, no proper boost generated by turbo, thus lack of engine power * The gasket must be installed in the correct orientation. * The center hole in the gasket must line up with the turbo outlet/exhaust pipe hole. --- ## NB! When installing the new turbo from Nissens, always comply with the installation instruction included in the product box. Disregarding any of the above instructions may lead to serious, irreversible failures of the newly installed turbocharger and/or of the engine. [Język: EN] --- ## IMPROPER PERFORMANCE OF THE AC SYSTEM > DAMAGES OF [Język: EN] * OTHER SYSTEM COMPONENTS (AC COMPRESSOR) --- ## The TXV is an advanced and fragile device. As it operates under high pressures and is temperature sensitive, improper working conditions as well as impurities inside the loop can cause its deregulation and malfunction. [Język: EN] * If the expansion valve is stuck open or clogged, the AC system will not cool properly. A clogged valve will lead to too little refrigerant, increasing the pressure in the system and causing the AC compressor to overheat. If the valve is stuck open, too much refrigerant is allowed to pass through the system and into the compressor. * If the expansion valve fails, it can cause problems with the functionality and performance of the AC system - and if ignored, worst case scenario is expensive and irreversible damages of other system components such as the AC compressor. * The vehicle’s AC system operation relies on 2 factors: flow of refrigerant throughout the AC loop and the refrigerant’s change of state. One of the key components allowing the AC system to work properly is the expansion control device. One of the commonly used designs in the automotive is a thermal expansion valve (TXV), which is usually installed at the evaporator inlet. Its main function is to convert liquid refrigerant into cold low-pressure gas and to regulate the flow of refrigerant through the vehicle’s AC system. * The TXV meters refrigerant flow according to evaporator temperature and the load and cooling demand of the AC system. Inside the valve, a moveable rod enables the valve to open and close a passage, allowing refrigerant to move inside the valve. It accurately meters the precise amount of refrigerant needed according to outside temperature and need for air conditioning. * When suspecting malfunction of the expansion valve operation, it is recommended to perform an extended system diagnostics. Troubleshooting the system operating pressures by means of pressure gauges may reveal the most common issues with the expansion valve. * We recommend to follow a separate instruction to perform such diagnostics. Please consult Nissens’ System Operating Pressures (R134A) poster. * If a failure on the valve is concluded, the part should be replaced. * Symptoms of a failing expansion valve - continues on the next page >> * SYMPTOMS OF A FAILING EXPANSION VALVE * Poor AC System Performance or Warm Air * AC system underperformance may be a sign of a problem with the AC expansion valve. If the component fails or has an issue, it can disturb the performance of the AC system, causing it to underperform. The AC system may begin to blow noticeably less cold than before and may even begin to blow warm air depending on the severity of the problem. * Frost on AC Evaporator or Vents * Another symptom of a potential problem with the vehicle’s expansion valve is frost coming from the vehicle’s vents. AC evaporator malfunction can cause refrigerant to flow unmetered through the vehicle’s AC system, causing the evaporator to freeze over or frost to come from the vehicle’s AC vents. Either symptom is a sign that the system is getting too much refrigerant, ultimately lowering its efficiency and performance. * Inconsistent Air Flow * Sometimes a bad expansion valve will provide an inconsistent performance in its ability to regulate the flow of refrigerant throughout the system. If this occurs, the air coming out of the vent may be too cold or too warm. The air will likely alternate back and forth between different temperatures at various times. If the air varies between cold and warm, the expansion valve should be inspected at once. * Excessive Temperatures Generated at some of the Loop Components * A faulty or blocked expansion device will cause the system to operate under improper pressures, thus generate excessive temperatures. To diagnose possible failure, inspect the high-pressure side from the condenser outlet and to the expansion valve. Temperatures above 50°C within this sector warn about potential blockages/malfunctions of the expansion valve. --- ## Impurities and debris concentration inside the TXV. System contamination, additives, worn receiver-dryer, particle formation after AC compressor seizure, improper flushing - all these may lead to inner blockages of the valve. [Język: EN] --- ## Severe AC compressor failure > seizure. [Język: EN] * Impaired lubrication caused by overheating, * lubricant dilution or excessive impurities formation. All can be linked with a faulty TXV. --- ## Turboens olietilførselslinje i denne bestemte motormodel er placeret meget tæt på motorens udstødningsmanifold. [Język: EN] * De høje temperaturer, der genereres af de udstødningsgasser, der løber gennem manifolden, udsætter oliestrømmen i tilførselslinjen for høj termisk belastning. Det fører til dannelse af faste partikler inden i røret på grund af olietilsodning og -forkulling. * Derfor bliver olietilførselsstrømmen begrænset. For stor dannelse af partikler vil kontaminere smøremidlet. Når partikler løsnes (f.eks. ved bevægelse af røret), kan de derefter nå til turbolejet/-akslen. Alle disse forekomster er meget skadelige for akselfunktionen. Akslen bliver undersmurt og vil sætte sig fast. Sammenbrænding kan blokere akslen helt og få kompressormøtrikken til at skrue sig løs, hvilket fører til yderligere mekanisk beskadigelse. * For at undgå kritiske fejl i den nye turbo, anbefaler vi, at du udfører følgende handlinger: * • Installér en ny olietilførselslinje (effektiv rengøring umuligt på grund af design) * Når turboen er installeret, skal du huske at kontrollere olietrykket i olietilførselslinjen * eller kontrollere oliestrømmen, når olietilførselslinjen kobles fra den installerede turbo. * BEMÆRK! Når du installerer den nye turbo fra Nissens, skal du altid overholde de installationsvejledninger, der er inkluderet i produktpakken. Manglende overholdelse af de ovennævnte vejledninger kan føre til alvorlige, uoprettlige fejl i den nyinstallerede turbo og/eller motoren. --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Danmark. Find yderligere teknisk information og kontaktoplysninger på www.nissens.com/turbo [Język: DK] --- ## SPRING 2024 [Język: EN] * TECHNICAL SUPPORT ASSETS CLIMATE INSTALLATION, TROUBLESHOOTING, BEST SERVICE PRACTICE COMFORT * SYSTEM Tech support articles, stories, and tips are available at Nissens’ Experts portal - your tech support library online. For other language versions, browse the library at www.nissens.com/support --- ## TEKNISK ARTIKEL TURBOINSTALLATION [Język: DK] --- ## Flange til montering af kølevand. [Język: DK] * Kan efterlades tom (ikke forbundet) * på modeller uden vandkøling til turboen. --- ## Afhængig af model er nogle turboer designet med et vandkølesystem, der omslutter lejehuset på turboen. Hvis køretøjet ikke er udstyret med et dedikeret vandkølesystem til turboen, kræver turboen ikke denne tilslutning. Én Nissens turbo passer til både køretøjer med og uden vandkøling af turboen og dækker over 2 forskellige OE-turboer. [Język: EN] * Hvis køretøjet, hvor Nissens varenummer #93422 skal installeres, ikke anvender vandkøling af turboen, kan du installere den og efterlade flangen til kølevandet tom. * Konsultér altid Nissens’ katalog for at sikre dig, at turbomodellen passer til det givne køretøj og motorversion. NB! Ved installation af den nye turbo fra Nissens bør du altid følge installationsinstruktionen inkluderet i produktemballagen. --- ## Materialet og dets indhold er udgivet uden garanti, og ved udgivelsen fraskriver vi ethvert ansvar. Følg altid instruktionerne fra den givne køretøjsproducent for at efterkomme de rigtige service- og vedligeholdelsesproducerer. Nissens Automotive A/S holdes ikke ansvarlig for ejendoms- eller personskade, direkte eller indirekte, som resultat af fejl eller driftsstop forårsaget af ukorrekt applikation, installation og/eller misbrug af vores produkter. [Język: EN] --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. For yderligere teknisk- og kontaktoplysninger, besøg www.nissens.com/turbo [Język: DK] --- ## La documentation et son contenu sont fournis sans garantie d'aucune sorte, et en les publiant, nous déclinons toute responsabilité. Suivez toujours les instructions du constructeur du véhicule pour respecter les procédures d'entretien et de maintenance appropriées. Nissens Automotive A/S ne peut être tenue responsable de tout dommage matériel ou corporel, direct ou indirect, dû à une panne ou à une interruption de l’opération du véhicule causée par une mauvaise application, un montage incorrect et/ou une utilisation abusive de nos produits. [Język: EN] --- ## DÉFAILLANCES DE L’INTERCOOLER LIÉES AU TURBOCOMPRESSEUR [Język: EN] * La défaillance de l'intercooler est souvent liée à un dommage du turbocompresseur. Le remplacement du turbocompresseur présente plusieurs risques s'il n'est pas effectué conformément aux guides d'installation. Les résidus du turbocompresseur peuvent facilement obstruer l'intercooler, en particulier l'huile, mais aussi d'autres particules et des pièces cassées du turbocompresseur. * Un intercooler qui fuit est souvent dû à une pression élevée dans le système, qui peut éventuellement provoquer une déformation du réservoir en plastique, ce qui entraîne une fuite de l'intercooler. * Si des résidus sont laissés dans le système après un montage, il y a un risque de blocage, ce qui entraînera une augmentation de la pression dans le système. Ainsi, l’intercooler devra résister à une pression beaucoup plus élevée que ce pour quoi il a été construit, provoquant éventuellement la défaillance de l’intercooler. Le même problème peut survenir lorsque la puissance d’un turbo est augmentée manuellement. L’augmentation de la pression entraîne une sollicitation supplémentaire sur l’intercooler, ce qui augmente le risque d'éclatement du réservoir. * Si l'on installe un nouveau turbocompresseur sans examiner d'abord l'intercooler, le système exécutera une séquence à haute pression, au cours de laquelle l'huile et les particules accumulées dans l'intercooler risquent d'être projetées dans la chambre de combustion. Si ces débris pénètrent dans la chambre de combustion, ils risquent fort d'endommager le moteur. --- ## SOLUTION RECOMMANDÉE [Język: EN] * > Traiter les premiers symptômes de dysfonctionnement dans le système turbocompressé, qui entraînent un mauvais fonctionnement du moteur. * > Prêter une attention particulière aux systèmes et composants périphériques associés : lubrification moteur, ventilation du carter, air d’admission, système d’air de suralimentation et ses dispositifs de détection (MAF/MAP, contrôle turbocompresseur/suralimentation (BOV), conduits du système et système EGR. * > Il faut toujours remplacer l'intercooler en même temps que le nouveau turbocompresseur. C'est obligatoire, surtout lorsque le turbo précédent est tombé en panne à cause d'un grippage ou d'un éclatement des roues du compresseur/de turbine. * > Avant d'installer un nouvel intercooler, identifier la cause de la défaillance. Éliminer la cause profonde du dysfonctionnement afin d'éviter d'autres pannes après le montage. * > Lors de l’installation/remplacement du turbo et/ou de l’intercooler, respecter attentivement les instructions de montage recommandées par le fabricant de la pièce ou du véhicule. --- ## BULLETIN TECHNIQUE INSTALLATION TURBO [Język: EN] --- ## Selon l’application, divers modèles de turbocompresseurs sont conçus avec un circuit de liquide de refroidissement renfermant le boîtier de roulement. Cependant, si le véhicule n’est pas équipé d’un circuit de refroidissement liquide dédié au turbo, c’est-à-dire sans système de conduites dédiées entre le système de refroidissement moteur et le turbo, le turbo ne requiert pas de connexion. Un seul modèle de Turbo Nissens s’applique alors pour les 2 types de véhicules avec ou sans système de refroidissement liquide du Turbo et couvre ainsi deux modèles origine différents. [Język: EN] * Si le véhicule sur lequel la référence Nissens 93233 doit être installée n’est pas équipé d’un système de refroidissement liquide du Turbo, vous pouvez l’installer en laissant libres les brides de connexion au circuit de liquide de refroidissement. * Consultez toujours le catalogue Nissens pour vous assurer que le modèle de turbo correspond bien au modèle donné de véhicule et à la motorisation. NB! Lors de l’installation du nouveau turbo Nissens, toujours se conformer aux instructions de montage incluses dans la boîte du produit. --- ## Le matériel et son contenu sont fournis sans garantie d’aucune sorte et en le publiant, nous déclinons toute responsabilité. Suivez toujours les instructions données par le constructeur du véhicule pour vous conformer aux bonnes procédures d’entretien et de maintenance. Nissens Automotive A/S ne pourra pas être tenu pour responsable des dommages matériels ou des blessures corporelles, des dommages directs ou indirects, dus à une panne ou une immobilisation du véhicule causée par une application incorrecte, une mauvaise installation et/ou un usage abusif de nos produits. [Język: EN] --- ## NISSENS’ TECHNICAL BULLETIN AC SYSTEM / AC COMPRESSOR [Język: EN] * THEME LUBRICATION --- ## BACKGROUND [Język: EN] * The correct lubrication is vital for the compressor. As all moving parts are fitted with millimeter precision, every aspect of the setup is expected to perform within the boundaries of an exceptionally narrow margin. Part of this setup is the lubrication, which is essential for all moving components. Especially a thin oil film between pistons and cylinders ensures their smooth operation and proper refrigerant sealing. Furthermore, the lubricant works as a cooling agent, extracting heat from the compressor and preventing overheating. Additionally, the lubricant helps to maintain the proper condition of seals of joints and hoses. * The compressor manufacturers carefully select the most appropriate lubrication type, in order to ensure maximum vitality and performance for the compressor and for the entire AC system. --- ## Too much UV agent - Using an excessive amount of detergent-based UV agent will dilute the oil. This will result in an improper viscosity and density of the oil, resulting in poor lubrication thus resulting in compressor failure. Adding too much lubricant-based UV agent will increase the pressure in the system, exposing the compressor to a higher load. The amount of UV dye used should never exceed 5% of the total volume of the oil. [Język: EN] --- ## Flushing agent residues in the system – Flushing agent residues in the circuit will significantly impair the oil lubricative abilities. Furthermore, it can deteriorate the Teflon coating in the compressor, causing particles to peel off thus clog the system. After flushing, nitrogen must always be used to remove the flushing agent remains and to effectively dry the circuit. [Język: EN] --- ## Leak-stop contaminated - Improper evacuation of vacuum will leave moisture in the compressor system. As some leak-stop agents work by crystalizing moisture in leakage areas, a poorly vacuumed system will experience extensive crystallization. This will cause contamination inside the circuit, reduce lubrication abilities of the oil, and eventually cause the compressor to seize. [Język: EN] --- ## 19-06-2019 12:16:37 [Język: EN] * Nissens_TechnicalBulletin_AC_Compressor_Lubrication - Additives.indd 1 --- ## NISSENS TEKNISKA BULLETIN TURBOINSTALLATION [Język: DK] --- ## Beroende på utförande, är olika turboaggregat designade med en kylvätskekrets som omsluter lagerhuset. Om fordonet inte är utrustat med en särskild kylvätskekrets för turbon, som inte är sammankopplat med bilens vanliga mototkylning så kan anslutningen lämnas öppen. Nissens turbomodell gäller för både med och utan vattenkylning för turbon och täcker två olika oe-referenser. [Język: EN] * Om fordonet där nissens artikel #93233 ska monteras och inte har vattenkylning för turbo kan den monteras och flänsen för kylmedel kan lämnas öppen. * Kontrollera alltid Nissens katalogen för att säkerställa att turboaggregatet passar på det angivna fordonet. Obs! När du installerar en ny turbo från Nissens, följ alltid den bifogade installationsmanualen. --- ## Detta material och dess innehåll tillhandahålls utan garanti av något slag, och genom publicering av det frånskriver vi oss allt ansvar. Följ alltid den fordonstillverkarens instruktioner för att följa rätt service och underhållsrekomendationer. Nissens Automotive A/S ska inte hållas ansvariga för egendomsskada eller personskada, direkt eller indirekt skada samt stillaståndersättning, på grund av fel orsakade av felaktig tillämpning, installation och/eller missbruk av våra produkter. [Język: EN] --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Danmark. För mer teknisk support och kontaktinformation, besök www.nissens.com/turbo [Język: DK] --- ## Di norma, per funzionare correttamente il sistema AC deve disporre di un circuito perfettamente pulito. I refrigeranti e i lubrificanti che operano ad alte temperature e pressioni, nonché i componenti con meccanismi di precisione (compressore, dispositivi di espansione) richiedono la massima pulizia per garantire un funzionamento ottimale. Il lavaggio è considerato una delle procedure di manutenzione basilari e più importanti, altamente raccomandata dagli esperti di condizionamento, così come dai principali produttori di compressori. Inoltre, il lavaggio è l’unico modo per determinare il livello corretto di lubrificante consigliato per lo specifico modello di veicolo/compressore. [Język: EN] --- ## Impurità, contaminanti nel refrigerante e nell’olio o l’uso non corretto di additivi possono causare rapidamente intasamenti dei sottili canali del sistema, ad esempio nel filtro essiccatore, nei tubi del condensatore, nei dispositivi di espansione e nelle valvole ECV/MCV dei compressori. Arresti del sistema comportano un calo delle prestazioni e causano pericolosi aumenti di pressione e di conseguenza un carico termico anomalo sul compressore. [Język: EN] * Inoltre, i contaminanti e l’umidità influiscono sulle caratteristiche lubrificanti dell’olio. Una lubrificazione inadeguata ha un effetto negativo immediato sulle parti meccaniche del compressore che rischiano il grippaggio. | Allo stesso modo, se l’olio è insufficiente, diluito o non corretto, possono verificarsi guasti irreversibili al compressore. --- ## Per evitare problemi nelle prestazioni del sistema e costose e ripetute riparazioni, lavare il sistema ogniqualvolta siano diagnosticati intasamenti, ostruzioni, guasti al filtro essiccatore o l’uso eccessivo o non corretto di additivi quali traccianti UV o agenti turafalle. [Język: EN] * Lavare poi sempre il sistema prima di installare un nuovo compressore. Particelle carbonizzate di olio, trucioli metallici e altre impurità che hanno causato il guasto del compressore possono rapidamente guastare la nuova unità qualora il sistema non sia stato lavato. * Inoltre, l’unico modo affidabile per determinare il volume corretto di lubrificante nel sistema durante un intervento di manutenzione è lavare e riempire il sistema vuoto con la giusta quantità di olio adeguato. Una lubrificazione corretta consente prestazioni ottimali e una lunga durata del compressore, garantendo di conseguenza il corretto funzionamento del sistema. * Ricordarsi di non lavare mai i seguenti componenti: compressore (sostituire/bypassare), dispositivi di espansione (bypassare), filtro essiccatore (sostituire). N.B.: se si sospetta la persistenza di contaminazioni all’interno del condensatore/evaporatore dopo il lavaggio, è necessario sostituire i componenti. --- ## NISSENS’ TECHNICAL BULLETIN AC SYSTEM [Język: EN] * THEME: AC SYSTEM MAINTENANCE --- ## BACKGROUND In general, to perform properly the AC system must be clinically clean inside the loop. Refrigerant and lubricant working in high temperatures and pressures, as well as components with precise mechanisms (compressor, expansion devices), require cleanliness for optimal operation. Flushing is considered one of the most basic and important service procedures, and is highly recommended by AC experts, as well as the major manufacturers of compressors. Furthermore, flushing is the only way to determine the proper level of lubricant recommended for the given compressor/vehicle model. [Język: EN] --- ## Nissens_TechnicalBulletin_AC_System_Maintenance - Flushing.indd 1 19-06-2019 12:12:03 [Język: EN] * Refrigerant directly from bottle * System is flushed by means of the R134a/R1234yf refrigerant circulated in the loop by heating up the bottle. An additional bottle for contaminated gas is needed, as well as an adapter and hose set ensuring proper system connection. * This flushing method offers excellent cleaning properties. Dissolves all sorts of particles, sludge, stubborn soil and residues. * Caution! The cleaning agent residues must be thoroughly removed after flushing. Circuit must be dried by vacuum. * This flushing method effectively cleans loose particles, however could work ineffectively for rinsing of serious sludge and soils. * Caution! A vacuum must be pulled to dry the system after flushing. --- ## BIULETYN TECHNICZNY TURBOSPR..ARKI I SYSTEMY DO.ADOWANE [Język: PL] --- ## • [Język: PL] * Je.li w uk.adzie wyst.puje nadmierna degradacja oleju / szlam, przeprowad. p.ukanie silnika (dotyczy okre.lonych modeli silników, patrz Biuletyn Nissens Turbo dla silników PSA). --- ## The automotive water pump ensures that coolant is pushed through the engine cooling system from the radiator. Without a proper working water pump, the coolant would linger in the system and no cooling effect would take place. If the water pump fails, it could lead to serious damages to the engine as a result of over heating. [Język: EN] * A water pump issue, which could result in water pump failure, has been identified on cars develop by the VW Group between 2012 and 2017 using the 2.0 TSFI engine. These water pumps has been developed with a platic weld to attach the pump cover to the motor housing. This plastic weld is not effecient in preventing moisture from collecting inside the motor enclosure, as the plastic weld method can have porosity. This could potentially cause an electrical short in the auxiliary water pump and cause it to malfunction. * To ensure that no moisture reaches the motor unit, it is reccomended that all OE water pumps for these vehcicles are replaced with a high quality aftermarket part. These parts must be covered with a rubber seal around the weld and clamped with stainless stell screw. This is a design that is commonly found on all other OE auxiliary pumps. * This design ensures that no moisture can enter the the inside of the motor enclosure, thereby protecting the auxiliary water pump from electrical shorts due to moisture. --- ## NISSENS TEKNISKA BULLETIN AC/EC-SYSTEM [Język: DK] --- ## Fläkten kan fungera felaktigt på grund av många olika orsaker. Problemet kan inträffa precis efter installationen eller vid ett senare tillfälle. Utöver detta kan problem orsakas av att kupéns filter inte bytts regelbundet. [Język: DK] * Andra delar på bilens elkrets kan även orsaka problem på fläkten. En generator som fungerar dåligt kan överbelasta elsystemet vilket leder till ett funktionsfel på fläkten. * Samma effekt kan inträffa när en bil startas med startkablar. En start med startkablar kan under en kort period lägga till 24 volt till systemet som eventuellt kan överbelasta fläkten. I vissa fall kan en vanlig start av bilen leda till funktionsfel på fläkten eftersom en för hög spänning från systemet kan leda till en plötslig spänningsökning. --- ## Tre faktorer är avgörande vid hantering av fläkten, nämligen fordonets elsystem, komponentens kvalitet och korrekt hantering av produkten. [Język: DK] * Det rekommenderas att byta fläkten minst en gång vart åttonde år. Vid högre intervall ökar risken för funktionsfel på fläkten. Under fläktens livslängd är det viktigt att utföra regelbunden service. Hytter med plastinredningar kan öka fukten och kondensationen, vilket i värsta fall kan leda till korrosion runt kolborstarna. * Vid installering av fläkten är det viktigt att hjulet skyddas, både under transport och montering. Även mindre störning på hjulet kan leda till att fläkten kommer ur balans. En fläkt ur balans skapar buller. Det är även viktigt att skruvarna inte dras åt för mycket under monteringen. Det leder till att plastkonsoler går sönder vilket gör att fläkten vibrerar och skapar buller i kupén. * Det är även viktigt att alltid se till att säkringen byts mot en med rätt strömstyrka. Om strömstyrkan är för liten kommer säkringen att gå och om den är för hög kan systemet överbelastas och leda till funktionsfel på fläkten. --- ## ©Nissens A/S, Ormhøjgårdvej 9, 8700 Horsens, Danmark [Język: DK] * För ytterligare teknisk information och kontaktuppgifter, besök vår webbplats: www.nissens.com. --- ## Materialet och dess innehåll tillhandahålls utan någon som helst garanti och vi frånsäger oss allt ansvar genom dess publicering. Följ alltid instruktionerna som ges av fordonstillverkaren för att garantera att rätt service och underhållsarbeten utförs. Nissens A/S kommer inte att ansvara för någon egendomsskada eller personskada, direkt eller indirekt skada vid fel eller fordonets stillastående som orsakats av felaktig användning, installation, missbruk och/eller missbruk av våra produkter. [Język: EN] --- ## BULLETIN TECHNIQUE NISSENS / COMPOSANTS CLÉS D’EFFICACITÉ [Język: EN] --- ## Der Ausfall des Ladeluftkühlers ist oft mit einem Turboladerschaden verbunden. Der Austausch des Turboladers birgt mehrere Risiken, wenn er nicht gemäß den Installationsanweisungen durchgeführt wird. Turborückstände können den Ladeluftkühler leicht verstopfen, insbesondere Öl, aber auch andere Partikel und abgebrochene Turboteile. [Język: EN] * Ein undichter Ladeluftkühler ist oft auf einen hohen Systemdruck zurückzuführen, der schließlich zu einer Verformung des Kunststofftanks führen kann, so dass der Ladeluftkühler undicht wird. Wenn nach einer Installation Rückstände im System zurückbleiben, besteht die Gefahr einer Verstopfung, die zu einem Anstieg des Drucks im System führt. Daher muss der Ladeluftkühler einem viel höheren Druck standhalten als dem, wofür er gebaut wurde, was schließlich zum Ausfall des Ladeluftkühlers führen kann. * Das gleiche Problem kann auftreten, wenn die Leistung eines Turboladers manuell erhöht wird. Durch den hohen Druck wird der Ladeluftkühler zusätzlich belastet und die Gefahr einer Tankexplosion erzeugt. * Wenn ein Mechaniker einen neuen Turbolader installiert, ohne zuerst den Ladeluftkühler zu untersuchen, läuft das System in einer Hochdrucksequenz, bei der Öl und Partikel, die sich im Ladeluftkühler angesammelt haben, in den Brennraum eingeblasen werden können. Wenn diese Ablagerungen in den Brennraum gelangen, besteht ein hohes Risiko eines Motorschadens. --- ## Um einen Motorschaden zu vermeiden, sollte nach dem Ausfall eines Turboladers immer der Ladeluftkühler ausgetauscht werden, um sicherzustellen, dass er frei von Rückständen - wie Öl, Metall oder anderen Partikeln - ist. Nach der Installation eines neuen Turboladers müssen alle Systemkomponenten gründlich untersucht werden, um sicherzustellen, dass sie nicht durch Öl oder Metallrückstände blockiert werden. [Język: EN] * Unabhängig der Ursache für den Ausfall oder den Austausch des Ladeluftkühlers sollte die Ursache für den Schaden immer gründlich untersucht werden, bevor ein neues Gerät installiert wird. Die Peripherieteile (Turbolader, Kurbelgehäuseentlüftung, Abgasrückführung, Lufteintritt in den Turbolader, Abgassystem usw.) müssen in den Fehlersuchprozess integriert werden - sonst könnte der Fehler erneut auftreten. --- ## ADDITIONAL CONNECTION ON MAN RADIATORS [Język: EN] --- ## This radiator for certain Euro 6 heavy-duty vehicles is equipped with an additional connection on the expansion tank. This extra connection is not needed for Euro 4 and 5 applications. [Język: EN] --- ## The extra connection on the expansion tank is needed for Euro 6 vehicles, because they have a second cooling hose. The connection is closed with a pre-mounted plug, which is removable in case you are installing the radiator in a Euro 6 vehicle. [Język: EN] * Vehicles built according to Euro 4 and Euro 5 standards do not have this extra connection, leaving the connection is unused. When this is the case, the connection must be fitted with a dummy plug to avoid leakage of coolant. --- ## PAGE 2 / 3 [Język: EN] * In each AC system, the thermal expansion valve is factory preset to maintain the right superheat condition at the evaporator outlet * and, by this, to ensure the system’s * most optimal operation. Besides the * primary function of the refrigerant’s metering and flow regulating * function within the AC cycle, the TXV also has importance for the * AC compressor’s lifespan. Delay * in the valve reaction or improper, unbalanced metering, along with the valve being stuck in an open or closed position, belong to the most common TXV malfunctions. * IMPROPER METERING OF THE REFRIGERANT FLOW * The impaired metering failure often occurs in low-quality valves, high-mileage vehicles by wear or by leaks within the power-sensing * element fill of the valve, and improper setting of * the valve’s superheat. * It occurs when the valve’s primary control * (power) element is out of the proper sensing and reaction settings. The fault may lead to * insufficient or excessive refrigerant flow to * the evaporator, and none of these scenarios * are good for the system. When too little refrigerant is released, the evaporator’s heat exchange efficiency reduces significantly * as only a small part of its core is utilized. It will cause the system to underperform and expose the compressor to an extensive load and possibly overheating and faster wear (less refrigerant also means less oil carried around to lubricate the inner parts). On the * other side, too much refrigerant flow may * lead to uncontrolled system performance. There is a high risk of liquid refrigerant exiting * the evaporator (No superheat condition), * leading to severe compressor failures by so-called slugging. * STUCK VALVE * Most commonly, the problem has a root cause in impurities and debris inside the AC loop linked to the inappropriate use of additives for the AC system, worn receiver-dryer, particle formation after compressor seizure, or improper/lack of * flushing procedure. * Depending on the position where the valve * is stuck, several outcome scenarios are possible. A fully closed or clogged valve * will lead to a limited flow of the refrigerant. Besides reduced efficiency, lack of lubrication, * slight/no cooling produced, this will also * drastically increase the system’s high- * pressure side pressure and cause the AC compressor to overheat/seize. Some modern vehicles applying pressure sensors right after the compressor will protect it from seizure, shutting it at the right time. In simpler design * systems or those with fixed displacement or * scroll-type compressors, the valve can lead to severe compressor failures when stuck closed. Another case is when the valve is stuck fully/partially opened. That means there will * be no/insufficient pressure drop occurring * within the TXV; thus, the low side service port will show too high pressure. This type of failure will most probably provoke no refrigerant * state change, thus losing thermal efficiency * (Oil dilutes), potentially frosted suction line. In this case, poor system performance will * be noticed as the first symptom, but in the * end, the compressor is probably seizing due to slugging or overheating as the refrigerant provides no cooling factor. * *ICE FORMING ON THE EVAPORATOR * Before you rush to blame the TXV for the ice formed on the evaporator core, make * sure you have checked that the cabin air filter is not dirty/clogged and that the * system is not low on refrigerant or leaking, or there is no moisture in the system. --- ## PAGE 3 / 3 [Język: EN] * You can avoid many severe compressor failures by considering the TXV during system troubleshooting. Pay extra attention to the valve when the original compressor is seized and replacement is needed. * See what’s recommended by AC specialists: * • Learn the system design before troubleshooting the system to find the * potential TXV problems. There are many system designs, and symptoms may * differ depending on the compressor * type, number, and type of pressure sensors and the system control type. * • Perform an extended AC system diagnostics. Troubleshooting the system operating pressures using pressure gauges may reveal the most common * TXV Hybrid & Electrical Vehicles * issues with the expansion valve. Refer * to Nissens’ service poster with the * operating pressures scenario. * • Superheat measured at the evaporator’s outlet can help you conclude whether the TXV, thus the system, operates optimally. Measure the evaporator’s outlet temperature and the actual LP side pressure. Link the LP pressure to the refrigerant saturation temperature using the P-T table for the given refrigerant type. Subtracting the two temperatures will read the actual superheat value. * • Along with other parts, always replace the TXV valve with the AC compressor replacement. TXV is a relatively small cost add-on but can save * Many new energy vehicles apply advanced HVAC systems based on heat pump solutions with several electrically driven valves managing the system’s operation in various modes. To obtain the most fine-tuned system efficiency, the TXV is electric signal-driven and designed with a special v-shaped cut gate that enables a step-less flow control * from 0 to 100%. * Learn more about the TXV and AC system troubleshooting in the related * materials from Nissens * 1. * Technical Bulletin – TXV malfunction --- ## 2. [Język: EN] * Case Study – why it is worth replacing TXV by the compressor replacement --- ## you from severe failures. Always replace the valve if the system is diagnosed with severe contamination and after the compressor breakdown caused by seizure/overheating. [Język: EN] * • Remember to flush the AC system before fitting the new AC compressor and by the TXV replacement. Make sure no debris, no moisture, or flushing agent residues are left in the system. Replace the condenser with a micro-tube design as it is impossible to flush. * • A nitrogen-based pressure test and a long-term vacuum are obligatory before recharging the system as they help eliminate moisture remaining in the loop. --- ## NISSENS TECHNICAL BULLETIN TURBOCHARGERS [Język: EN] --- ## ©Nissens A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information visit our website www.nissens.com. --- ## A turbocharger is part of several complex systems in a vehicle, namely the exhaust system, air intake system, cooling system, engine lubrication system and engine management & electrical systems. [Język: EN] * This means that a turbo can malfunction due to a variety of reasons and from the influence of other faulty components across the systems, such as defective oil feed components, EGR valve, intercooler etc. * Due to above facts, the general return rate for turbos (wholesale distributor level) in the European markets is at a level of +6% (depending on market). Out of these returns, more than 90% is due to insufficient workmanship at the point of installation. --- ## To increase the level of repair of the garages in the IAM and prevent improper installation, Nissens has prepared following courses and materials to support both the wholesalers and garages: [Język: EN] --- ## Installation Guides [Język: EN] * Paper, PDF + Video * Comprehensive fitting instruction for specialists and mechanics --- ## Technical Bulletins [Język: EN] * Paper, PDF + Video * Model specific installation instructions for demanding vehicle types, HDI engines included --- ## Technical Posters [Język: EN] * Paper, PDF * System diagnostics and component installation --- ## JESIE.-ZIMA 2022 [Język: PL] * Niniejszy materia. nale.y do serii artyku.ów technicznych napisanych na podstawie spostrze.e. mechaników posiadaj.cych wieloletnie do.wiadczenie w serwisowaniu i naprawie uk.adów klimatyzacji, in.ynierów jako.ci Nissens oraz trenerów technicznych Nissens, zaanga.owanych w dzielenie si. najlepszymi praktykami zwi.zanymi z napraw. klimatyzacji samochodowej. --- ## USUWANIE WYCIEKÓW [Język: PL] * Wycieki czynnika ch.odniczego s. g.ówn. przyczyn. awarii uk.adu. Jednak drobne straty czynnika s. trudne do zauwa.enia, szczególnie w ch.odniejszych porach roku, kiedy nie potrzebujemy efektywnego sch.adzania kabiny. Ale jak wspomniano wcze.niej, znacz.ce niedobory czynnika ch.odniczego doprowadzaj. do powa.nych awarii zwi.zanych z brakiem odpowiedniego smarowania i ch.odzenia spr..arki. Poza tym niski poziom czynnika ch.odniczego wp.ywa na wydajno.. uk.adu, szczególnie w przypadku uk.adów zaprojektowanych ze spr..arkami * o sta.ej pojemno.ci skokowej. Pogorszone parametry wewn.trz uk.adu oraz niska temperatura otoczenia mog. doprowadzi. do sytuacji gdy czynnik ch.odniczy w stanie ciek.ym dostanie si. do spr..arki, co spowoduje jej uszkodzenie. W ka.dym uk.adzie d.ugo nienaprawiane nieszczelno.ci mog. prowadzi. do nieodwracalnych awarii z powodu wnikania wilgoci i powa.nej degradacji wn.trza uk.adu — od uszczelnie., poprzez powierzchnie wewn.trzne, a. po ca.kowity brak smarowania. * Zaleca si. regularne sprawdzanie szczelno.ci uk.adu. T.uste plamy na powierzchni elementów uk.adu klimatyzacji mog. wskaza. nieszczelno.ci, dlatego zawsze, gdy pojazd jest w warsztacie w celu przeprowadzenia ogólnego serwisu lub naprawy, warto sprawdza. wizualnie uk.ad, a w szczególno.ci: sprz.g.o, obudow. spr..arki, przewody nara.one na otarcia i wysokie temperatury (w szczególno.ci po stronie wysokiego ci.nienia) oraz stan i powierzchni skraplacza. * UK.AD KLIMATYZACJI SAMOCHODOWEJ * Pozosta.o.ci oleju przyci.gaj. kurz, co u.atwia wykrycie nieszczelno.ci. * Ubytki czynnika ch.odniczego mog. równie. pochodzi. z nieszczelnych z..czy serwisowych. Gumowe uszczelnienie zaworków Schradera jest cz.sto podatne na awarie z powodu niew.a.ciwego sprz.tu serwisowego, z.ej jako.ci z..czy lub z powodu d.u.szego braku u.ytkowania klimatyzacji. Koszt wymiany zaworków jest niewielki, a mo.e uchroni. uk.ad przed powa.niejszymi awariami. * Podejrzenie jakiejkolwiek nieszczelno.ci uk.adu b.dzie wymaga.o natychmiastowej naprawy i przeprowadzenia ca.ej procedury serwisowej uk.adu klimatyzacji, niezale.nie od pory roku. Oprócz usuni.cia a nast.pnie uzupe.nienia czynnika ch.odniczego, serwis zawsze powinien obejmowa. dok.adny test szczelno.ci na bazie azotu oraz pró.ni. (dostosowan. w skrócie do obj.to.ci uk.adu i temperatury otoczenia). --- ## Aby pozna. wi.cej informacji dotycz.cych serwisowania samochodowych uk.adów termicznych, odwied. nasz portal ekspertów pod adresem: www.nissens.com/experts [Język: PL] --- ## • [Język: EN] * Premature, severe turbocharger failures: excessive shaft play, shaft seal leaks, mechanical damages of the turbine/compressor wheels, completely broken shaft --- ## When operating, the turbo compressor and turbine wheels are exposed to pressure impact from either the compressed air or the exhaust gases. On one side, pressure comes from the compressed air leaving the compressor outlet. On the other side, pressure comes from the exhaust system – the so-called backpressure – where the utilized exhaust flow is directed. The thrust bearing on the shaft is designed to level the impact of the side pressures during normal operation conditions. Together with the journal bearing, it ensures the shaft’s proper balance and friction-free rotation. [Język: EN] * Any inaccuracies causing the side pressures to raise abnormally will cause boost malfunction and can lead to severe failures of the turbo. --- ## By excessive side pressures, the turbo thrust bearing is exposed to heavy loads that cannot be handled and cause the bearing damages. Consequently, the shaft will be set out of free rotation, resulting in the turbine/compressor wheels touching the housings, tearing and ultimately damaging the turbo totally. [Język: EN] * The excessive thrust pressures may have several sources in the vehicle. On the compressed air side, it is typically too high boost level generated or limited air flow by inner clogs. | On the exhaust flow side, an excessive backpressure after the turbo is the main reason for the failure. Sludge, soot and carbon built up on the exhaust line and the exhaust treating devices are the main culprits here. Depending on the engine type, a jammed DPF filter or catalytic converter will increase the backpressure significantly. --- ## Torn out compressor/turbine wheel blades – outcome of and excessive shaft play / broken thrust bearing. [Język: EN] --- ## NISSENS’ TECHNICAL ARTICLES [Język: EN] * PAGE 2 / 4 * LEARN THE HEAT PUMP SYSTEM * Unlike a conventional vehicle’s A/C, the heat pump-based system is capable of both heating and cooling. It also manages the temperature of the vehicle’s electric motor, battery pack, and power electronics. The system functions as the vehicle’s thermal management system and helps the car conserve battery life and extend its total range. * The heat pump is a very energy-efficient thermal solution. It ensures optimal heating and cooling performance and is not as intensive on the vehicle’s battery since fewer PTC heaters are needed to reach the same comfort level. * The heat pump in NEVs differs from a conventional A/C loop and has more and different parts. Many of the parts that would be mechanical in conventional engines are fully electric in NEVs. For example, a high-voltage, fully electric A/C compressor is applied to keep the system fully functional, even when the vehicle is not running. Furthermore, several electronic valves govern flows inside the loop in various directions. Other parts include more heat exchangers such as the cabin heat condenser or the so-called chiller, a water-cooler heat exchanger. These additional components add a level of complexity to the system maintenance. --- ## SERVICING NEV’S HEAT PUMP [Język: EN] * Several service procedures for NEVs are similar to conventional vehicles but remember that hybrid and electric A/C systems operate as thermal management systems. It means it has to be fully functional in all seasons, not only for comfort but also for the proper function of other systems. Many new energy vehicles will not start if the A/C system is malfunctioning because of the risk of damage to the battery and the electric drive components. So, regular system maintenance becomes even more crucial than before. * Furthermore, it’s important to remember that many parts in the NEV A/C system are high-voltage and require special safety procedures. Consult the manufacturer’s safety guidelines and learn more about safe handling via dedicated instructions. --- ## COMMON PROBLEMS [Język: EN] * Just as you can have failures in conventional climate comfort systems, failures can also occur in NEVs’ heat pumps. The most common failures you’re likely to encounter include leakages, improper compressor lubrication, inner loop contamination, and compressor burnout. Lower system performance or a total system failure are consequences of not fixing these problems quickly. * There are hybrid vehicle models where the engine cooling system works along with the A/C loop. Both systems’ potential failures may impact the overall heating or cooling performance and, thus, battery performance. Good maintenance of these systems is now essential to the car’s longevity. * Comfortable cabin temperature is another aspect. Poor climate control is often the first symptom of a problem with the system. --- ## INITIAL INSPECTION [Język: EN] * Start any NEV’s heat pump system inspection like any other conventional A/C system. First, check to ensure the system is working according to set parameters. You should look at the manufacturer’s guide on the number of heating/cooling functions and engage and test them one by one. Keep in mind outside temperature can affect how the refrigerant flows through the system. As a result, the valves that steer flows in the loop will open or close relative to ambient temperature if the system is functioning correctly. If it isn’t, there’s a risk that components could break down. * In the initial inspection, include the service steps you know as standard for the conventional A/C system. Besides the system performance check, these include: * 01 | LOOP VISUAL CONTROL * 02 | CONTROL OF THE LOOP COMPONENTS’ TEMPERATURE * 03 | SYSTEM STATIC AND WORKING PRESSURES CHECK * 04 | LOOP TIGHTNESS CONTROL * 05 | OBD AND ELECTRICAL SYSTEM TEST --- ## NISSENS’ TECHNICAL ARTICLES [Język: EN] * PAGE 3 / 4 --- ## Often, there are no specific procedures to follow from the manufacturer related to the heat pump system maintenance or service. We’ve put together some general best practices to get you started. [Język: EN] * There are several things that Nissens found crucial to investigate, namely because of the complexity of the system’s design. These may apply universally to NEV vehicles and heat pump systems. * BE PREPARED * A --- ## The vehicle’s OE documentation is the key for a regular workshop in the aftermarket to service these cars. We recommend learning the specific system, you’re working on and obtaining as much information before you begin your work. [Język: EN] * System layout info, technical notes, bulletins, and service procedure information will ease the process and enable you to perform any diagnostic work correctly. --- ## Remember, safety is the key when working with high-voltage systems. However, you should only power the system down if you’re about to open the HV system by replacing the A/C compressor, for example. You don’t need to power down for a diagnostics test for temperature or pressure. [Język: EN] * Follow dedicated procedures and use protective equipment and tools. Only certified technicians can carry out service work, and you should familiarize yourself with the safety protocols before you begin. Take the time to learn the layout of the electrical system circuit in the car you will be servicing. --- ## Depending on the heat pump system, you can use various new tools. To determine this, take a closer look at the refrigerant. You won’t need new tools if the heat pump uses R1234yf. If you’re already a certified technician, you have the tools in your workshop to replace or service the components. [Język: EN] * Digital thermometer, wireless clamps, or gauges: Since you’ll have to determine a lot of exact parameters, we recommend you get an exact thermometer or gauges, and having them wireless will ease the process * High voltage tools and protective gear: use only approved equipment and insulated tools certified for 1000 volts. Keep in mind you need to be trained and authorized to work on HV installations. Never work alone on high voltage systems. * If the system is charged with R744 (CO2), invest in approved tools for use with the refrigerant. The recovery and filling station, * NEW ENERGY VEHICLES * CLIMATE COMFORT SYSTEM --- ## High-pressure R744/CO2-driven heat pumps will be seen more and more in battery-driven vehicles. Servicing these systems requires, among others, a dedicated service station and tools of much more robust design. [Język: EN] * R744 (CO2), and it could be POE or PAG. Look at the specifications on the compressor to double-check that you’re working with the correct oil. * NEVER STOP LEARNING * The hybrid and electric vehicles will soon come in for A/C repairs and routine maintenance. Your ability to troubleshoot and fix their climate control systems will be vital for your continued success in the automotive/ AC business. * We publish a great deal of learning material regarding the NEV climate systems and, among others, on how to flush the heat pump loops or replace the high-voltage AC compressor. We will continue with more NEV-related stories, and you can access them all, plus much more tech materials on our expert knowledge portal at * www.nissens.com/experts --- ## NISSENS’ TECHNICAL ARTICLES [Język: EN] * PAGE 4 / 4 --- ## SPECIFIC COMPONENTS [Język: EN] * TO CHECK * Nissens recommends all inspections cover these specific components: * IHX * This device raises the temperature of the inlet of the compressor. You can use a thermometer to check the temperature difference between the inlet and the outlet to control the unit condition. Then you know it raises the temperature using the refrigerant coming from the high side of the A/C system. --- ## CONDENSER [Język: EN] * You must check this part regularly for dirt, deterioration, and any damage to the heat exchanging surface. Remember, if there is no heat transfer through the condenser, the refrigerant will not turn into a liquid, and therefore no cooling or heating will occur. --- ## Besides error codes registered by the system control unit, the improper working parameters caused by the impaired condenser function can lead to severe damage to the AC compressor. [Język: EN] --- ## HIGH VOLTAGE ELECTRIC AC COMPRESSOR [Język: EN] * In the heat pump systems of a battery-driven or hybrid car, it is a high voltage electrical compressor. As in any other AC system, it is the heart of the system, and its lifespan is crucial for the entire system operation. It is essential to mention these compressors are highly robust electrical motor-driven units based on scroll technology. The majority have specific lubricant requirements, which cannot be conductive. --- ## As for any other electrical device, the compressor’s functionality depends on the current signal, which the technician should also diagnose. Advanced troubleshooting utilizing an oscilloscope may be recommended, along with OBD and input signals inspection. The inner purity of the loop is also of crucial importance for the scroll-design compressor’s vitality. [Język: EN] --- ## NISSENS’ TEKNISKE ARTIKEL TURBO [Język: DK] --- ## Nogle specifikke turbomodeller til 1.6 dieselmotorer monteret på Citroën-, Peugeot-, Ford-, Mazda-, Mini-, Toyota- og Volvo-køretøjer har en betydelig større returneringsfrekvens end markedsgennemsnittet. Hovedparten af disse returneringer skyldes forkert udskiftning af turboen. [Język: EN] * NISSENS’ UNDERSTØTTENDE ROLLE I: PROBLEMATISKE MODELLER OG RETURNERINGSFREKVENSER PÅ FORSKELLIGE MARKEDER * Det er Nissens’ mål at sikre, at værkstederne på eftermarkedet (IAM) udfører deres reparationsarbejde på mindst det samme niveau som autoriserede værksteder. Samtidig vil vi i hele værdikæden skabe en fælles forståelse for, at turboer er særligt følsomme produkter at installere og i endnu højere grad, at retningslinjerne for installation overholdes. --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Danmark. [Język: DK] * Find yderligere teknisk information og kontaktoplysninger på www.nissens.com. --- ## En turbo er del af flere komplekse systemer i et køretøj, navnlig udstødningssystemet, luftindsugningssystemet, kølesystemet, motorsmøringssystemet samt motorstyring og elektriske systemer. [Język: DK] * Det betyder, at der kan opstå fejl i en turbo på grund af en række årsager og via påvirkningen fra andre defekte komponenter på tværs af systemerne, f.eks. defekte olietilførselskomponenter, EGR-ventil, ladeluftkøler osv. * På grund af ovenstående er den generelle returneringsfrekvens for turboer (grossistniveau) på de europæiske markeder på +6 % (afhængigt af markedet). Ud af disse returneringer skyldes mere end 90 % utilstrækkelig faglighed på installationstidspunktet. --- ## Med henblik på at forbedre reparationsniveauet hos værksteder på eftermarkedet og forhindre forkert installation har Nissens forberedt følgende kurser og materialer for at støtte både grossister og værksteder: [Język: EN] --- ## Installationsvejledninger [Język: DK] * Papir, PDF + Video * Omfattende monteringsinstruktioner for specialister og mekanikere --- ## Tekniske opslag [Język: DK] * Papir, PDF + Video * Modelspecifikke installationsvejledninger til krævende køretøjstyper, HDI-motorer inkluderet --- ## Tekniske plakater [Język: DK] * Papir, PDF * Systemdiagnose og komponentinstallation --- ## Compressor suction line [Język: EN] * Evaporator to compressor line * 5-15 °C / 41-59 °F --- ## Compressor [Język: EN] * Directly on the unit * 60-90 °C / 140-194 °F --- ## Condenser inlet [Język: EN] * ...from compressor * 60-90 °C / 140-194 °F --- ## • [Język: EN] * Malfunction of compressor – steering – clutch/valves or operation in general --- ## For more precise problem explanations related to each of the key loop components, please consult Nissens’ Technical Poster, AC System Diagnostics - Loop Components Temperature. [Język: EN] --- ## For a reliable and effective temperatures diagnostic, Nissens recommends that several conditions are fulfilled prior to performing the temperature check. First, the diagnosing operator should study the given vehicle’s AC system layout to determine location of the AC loop components, and ensure that there is free access to them for the temperature-measuring device. Second, the engine must be started, set to idle and a maximum cold air production and blow must be set for the AC system. The engine should achieve its proper operational temperature, which typically ranges between 80- 90°C/180-200°F. Professional, digital thermometer devices are recommended for exact measurement – both as equipped with a sensing probe or infrared-based. [Język: EN] * There are several places where temperatures should be measured: on specific components’ surfaces, component lines, or in- and outlets. * For more precise instructions and components’ proper operational temperatures, consult Nissens’ Technical Poster, AC System Diagnostics - Loop Components Temperature, that can be obtained from distributors worldwide or at www.nissens.com/climate --- ## TECHNICAL BULLETIN TECH-01-2020 REV.A [Język: EN] --- ## Best Regards, [Język: EN] * Arno.t Pátík * IAM Senior Technical support Specialist * Garrett – Advancing Motion --- ## TUTTI I MODELLI DI AUTO/MOTORE CHE APPLICANO SCAMBIATORI DI CALORE DELL’OLIO PER RADIATORE OLIO MOTORE E CAMBIO [Język: EN] --- ## GUASTO PREMATURO DEL RADIATORE DELL’OLIO, SCOPPIO INTERNO > PERDITE [Język: EN] * IL GUASTO DELLA VALVOLA LIMITATRICE DELLA PRESSIONE DELL’OLIO > CAUSA UNA PRESSIONE DEL LUBRIFICANTE ECCESSIVA E DANNI AL RADIATORE DELL’OLIO * La pompa dell’olio per autoveicoli è comunemente azionata dal motore, pressurizza e fa circolare il lubrificante nel sistema. Man mano che la velocità della pompa aumenta insieme ai giri del motore, si verifica tipicamente un eccesso di flusso di lubrificante e pressione prodotta. Per controllarli e livellarli, le pompe sono dotate di una valvola di sfiato posta in uscita. La valvola limitatrice della pressione dell’olio assicura che la pressione del lubrificante erogata sia costante indipendentemente dalla velocità del motore. Si apre al raggiungimento di una certa pressione dell’olio e, in questo modo, fa ritornare parte del flusso al motore, proteggendo così l’impianto dalle sovrapressioni. * I malfunzionamenti della valvola sono uno dei motivi principali dei problemi di pressione dell’olio all’interno del sistema. I suoi elementi necessitano di un gioco molto preciso o possono rimanere bloccati, causando così un guasto nel controllo del flusso. * Mancanza di adeguata pressione - porta a una pericolosa mancanza di olio e possibili grippaggi all’interno delle parti interne o delle attrezzature del motore. Eccessiva pressione del lubrificante - è molto dannosa, in quanto espone i canali, le guarnizioni e i componenti del sistema di lubrificazione a condizioni di lavoro anomale, portando così a guasti prematuri e gravi. In particolare, il gruppo radiatore olio/filtro installato vicino all’uscita della pompa può subire danni provocati dalla sovrapressione. In definitiva, l’eccessiva pressione del lubrificante porterà a gravi perdite del sistema. Se uno scoppio interno del radiatore dell’olio porta il lubrificante a penetrare nel circuito del refrigerante o gravi perdite di olio dalle guarnizioni del sistema bruciate, tutto ciò si tradurrà in una perdita di lubrificante e in un guasto catastrofico del motore e delle sue apparecchiature. * La valvola limitatrice di pressione può usurarsi nel tempo, ma in genere il suo guasto è prematuro e consequenziale ad altri problemi. Per evitare che la valvola si incastri, portando così al guasto critico del sistema di lubrificazione, si raccomandano alcune misure preventive e regolari: * • * Sostituire l’olio e il filtro dell’olio regolarmente e secondo il programma di manutenzione del veicolo. --- ## • [Język: EN] * In caso di guasto o/e sostituzione del radiatore dell’olio, accertarsi di misurare la pressione del lubrificante nel sistema. Confrontare le letture con la documentazione del veicolo per verificare se entro le tolleranze. Controllare le condizioni della valvola limitatrice di pressione, pulirla e sostituirla ogni volta che si sospetta un guasto. Il precedente danno al radiatore dell’olio potrebbe avere la sua causa principale nel guasto della valvola. --- ## Lubrificante miscelato con refrigerante, visibile sulle uscite del radiatore dell’olio. [Język: EN] * Uno degli esiti più comuni della sovrapressione del lubrificante e dello scoppio interno del radiatore dell’olio. * PROBLEMI * INFORMAZIONI --- ## NISSENS’ TECHNICAL BULLETIN TRUCKS [Język: EN] * THEME: EURO 6 NORMS --- ## Perfect Fitting [Język: EN] * Perfect finish in every detail such as water tanks, connections, threads, bolts, gaskets, mounting brackets, etc. This enables a quick and trouble-free installation. --- ## Highest Quality Raw Materials and Modern Technologies [Język: EN] * Sturdy, durable and highly performing core construction produced with advanced aluminium brazing technology – controlled atmosphere brazing (CAB). * Top quality raw materials. Truck radiators aluminum sourced solely from European suppliers. --- ## Enhanced Pressure Impulse Stress Resistance [Język: EN] * Specially designed metal profile installed between mounting frame and the radiator core to ensure enhanced durability of the radiator construction. --- ## Thermal Expansion Resistance [Język: EN] * Specially designed side panels with cuts to lower the influence of thermal expansion on the core construction. * Improved design of frame bolts. Nissens’ pin-bolts ensure much higher flexibility to the radiator construction when exposed to thermal expansion effects. Nissens’ pin-bolts are also delivered with no-frame radiators for selected models. --- ## Nissens is technical partner, and supplier of engine cooling components, to FIA Truck Racing Rookie of the Year, Sascha Lenz. [Język: EN] * “We tested the Nissens system during our race at Hungaroring. With a 38C° air temperature, the Nissens cooler kept the temperature at 90C° while the OE cooler reached 113C°. The performance of Nissens components gives us an competitive advantage” - Sascha Lenz, FIA Truck Racing Rookie of the Year. --- ## Background [Język: EN] * To secure the product’s best performance and extended durability, Nissens’ heat exchangers are designed with several performance and durability features. One of them is side panel cuts, which may be seen on various models of Nissens’ radiators and intercoolers on the core’s side panel surface. --- ## The most common type of the side panel cut on Nissens’ radiator core. [Język: EN] --- ## NISSENS’ RADIATOR SIDE PANEL WITH CNC-MADE CUTS AND SPECIALLY FORMED PROFILES. [Język: EN] --- ## THE MOST COMMON TYPE OF A SIDE PANEL CUT [Język: EN] * ON NISSENS’ RADIATOR CORE – MADE BY SAWING. --- ## BILMÆRKE / MODEL: ÅRGANG: MOTORKODE: [Język: DK] * Suzuki Grand Vitara 2005-1.9 DDIS * EMNE / SYMPTOM / FEJLKODE: * Turbo brænder af igen og igen * AFHJÆLPNING: * På denne model ser vi af og til at turbo brænder af igen og igen. * Turbo på billede herunder har kun kørt 8.000 km. * Ved turbo havari er det en god ide at sikre sig om partikelfilteret fungere som det skal, inden der monteres en ny turbo. Hvis partikelfilter systemet regenererer for ofte, kan dette medføre at turboen brænder af pga. for stor temperatur belastning. Husk at et forkert kørsels mønster kan være medvirkende til at partikelfilteret soder til, hvilket vil medføre oftere regenerering. --- ## NISSENS A/S [Język: EN] * TECHNICAL BULLETIN TURBOCHARGER INSTALLATION ADVICES --- ## Battery & Fuel Cell   > [Język: EN] * Mar 15, 2022 - 12:50 pmElectric car battery in winter: Heating, please! * BATTERIESHEATINGP3P3 AUTOMOTIVERESEARCHTHERMAL MANAGEMENT * +PREMIUMMost electric car drivers notice it every winter: Performance at the fast-charging stations drops with thetemperatures. Christoph M. Schwarzer and analysts from P3 Automotive have compiled a detailed reportto see how cold affects battery cells and what this sensitivity means. * * * * * The automotive industry has made a promise: Battery electric cars, abbreviated BEV for Battery ElectricVehicle, should be able to charge faster and faster. The better that works, the less critical the actual rangewill be. That’s how the Hyundai Ioniq 5 had us euphoric when it came out. Based on the 800-Volt E-GMPplatform, Hyundai claimed it would take no more than 18 minutes to fill the battery from 10 to 80 per cent SOC. At peak, over 200 kilowatts of chargingpower were promised. However, during the real-life test in late October, only a quarter of the ideal charging curve could be called up at times. Diagnosis:too cold. And the Hyundai is by no means alone with this symptom. In fact, this behaviour can be observed in varying degrees in almost all BEVs. * We set out searching for facts and found the battery experts at P3 Automotive. * In particular, P3 looked at behaviour and performance data of battery cells to investigate how these were affected by cold weather. Hardly anyone knowschemistry that well. We wanted to clarify what actually happens to battery cells at low temperatures? What effects does charging have? And whatconclusions follow from this – what needs to be corrected and compensated for by the components mentioned above if the cells show poor performancedata in cold weather conditions? * Preheating to 20-30 degrees is “essential”. * The bottom line: according to P3’s paper, it is “essential” that battery systems be automatically preheated at cold temperatures before fast-charging.The optimal starting temperature is between 20 and 30 degrees Celsius, said P3. As soon as a charging process starts, a battery cell heats up. If it is icy,for example, at zero degrees Celsius, it has a very high internal resistance, and much of the charging power escapes as heat, required to bring the cell tocharging temperature. * In electric vehicles, the maximum charging power depends on the perfect interaction of all the battery system’s components: The battery cells and theirchemical composition, the temperature control system for cooling and heating the battery cells, the battery housing for insulation against heat and cold,the battery management system as the central control unit for performance control during charging and discharging, and the vehicle interface foroptimizing the operating strategy for recuperation, preconditioning and other functions. * If it is too cold, it inhibits the initial charging performance – a shortfall that cannot be made up for in the course. Conversely, the battery heats up whenit absorbs electrical energy, so the temperature control system in the vehicle must actively cool the batteries even on hot days because batteries agefaster at over 45 degrees Celsius. * In both cases, outside the ideal temperature window (20-30 degrees), the charging power is reduced to protect the battery system from ageing andwear, referred to in technical jargon as derating. * Effective thermal management and preconditioning of the battery system at low temperatures is a prerequisite for ideal performance at the fast-charging station and, subsequently, the well-being of users. * Preconditioning is crucial for durability. * At least as important, and this is the second elementary result of P3’s research, is preheating for the cyclic endurance of the battery: a non-temperedcell ages four times (!) as fast during the charge and discharge cycles at below five degrees Celsius as one that is charged and discharged at high heat.This is the result of so-called lithium plating, i.e. the deposition of metallic lithium on the negative electrode. As a result of plating, the lithium ions areno longer available for charge and discharge transport, which, P3 says, can lead to a “reduction in the capacity of 50 per cent or higher and anexponential reduction in life.” In addition, as lithium plating increases, so-called dendrites can form, increasing the risk of short-circuiting and firehazards. * The excellent battery takes care of itself. This insight is not new. However, it is becoming ever clearer how important it is, at extreme temperatures, tocombine perfect route planning with automatic preconditioning and gentle battery management on the one hand – i.e. the software – and the necessaryhardware on the other. * Here are several concrete examples: The original role model for the route planner with preconditioning was Tesla. In the meantime, manufacturers suchas BMW, Mercedes and Porsche have followed suit, and Hyundai has also announced a revision of the Ioniq 5. Toyota, on the other hand, reports that theSUV bZ4X (pronounced “bee zee four cross”) will have a heat pump as standard to “bring the high-voltage battery up to temperature” – and notprimarily to reduce power consumption when heating the interior. From their experience with hybrid cars, Japan probably knows better than they wouldlike to admit to the outside world how to control battery systems reliably. * Unfortunately, it’s evident that elaborate software and hardware cost money, resulting in shorter supply in the lower-priced vehicle segments. In otherwords, exactly where the battery cost hurts most anyway, and where it is not possible to build a generous gross buffer on top of the net capacity forprecisely these cost reasons. There are grounds for concern that practicality and durability will suffer in these segments. * Back to the P3 paper and the primary scientific finding: * The cells’ internal resistance increases in cold conditions. The mobility of the lithium ions decreases, and the power delivered drops. The increasingviscosity of the electrolyte in the cold intensifies this effect. * In cold conditions, the energy storage capacity decreases by 30 per cent or more. Charge transport is reduced at low temperatures, also due to theelectrolyte’s properties. LFP cells are particularly affected by extreme cold. * Lithium plating, see above, is disastrous for the cells’ cyclic durability. (Fast) charging in cold conditions should be avoided. Electric cars that areconstantly moving like cabs consequently have a higher life expectancy than those maltreated by misuse. It is up to the manufacturers to additionallylimit the charging power in cold conditions. * LFP cells charge slower than NCM or NCA cells. NCA cells could charge to 90 per cent 31 minutes faster than those with LFP on the positive electrodein a random test. The cause, however, is not the cathode material itself. P3 cites the one-dimensional rather than two-dimensional structure and thelayer thickness on the electrodes of the LFP cells as the reason. It states in principle that for all cell chemistries, the properties of the electrolyte, aswell as the negative electrode (anode), are the decisive factor for the behaviour in the cold and not the cathode material. --- ## Conclusion: To avoid putting off electric car drivers, the industry must install a route planner with automatic preconditioning of the battery system evenin the lowest-priced BEV. This is the only way to comfortably cover longer distances without damaging the battery in cold temperatures. This meansmore than just software because active heating and cooling are not yet a standard in many low-priced BEVs. This hardware is also the prerequisite forensuring the durability of the battery cells. If this all is not combined, e-mobility’s reputation itself will suffer. [Język: EN] * Reporting by Christoph M. Schwarzer, Germany. * p3-group.com (Paper) * Author: Nora Manthey * More premium content * Share article --- ## NISSENS TEKNISKE NYHEDSBLAD / NØGLEKOMPONENTER FOR EFFICIENCY & EMISSIONS [Język: DK] --- ## TYPISKE SYMPTOMER PÅ LUFTLÆKAGER I SYSTEMET [Język: DK] --- ## Turboen er en meget sofistikeret og avanceret komponent. Det er en turbinedrevet enhed, der presser ekstra luft ind i motorens forbrændingskammer, hvilket øger motorens effektivitet og trækkraft markant. Turboen arbejder under krævende forhold: komprimeret luft, høje omdrejningstal og udstødningstemperaturer. Hertil kommer, at turboens funktionalitet er afhængig af flere forskellige systemer i køretøjet. [Język: DK] * Regelmæssige serviceeftersyn og velfungerende motor og motorstyring er af afgørende vigtighed for turboens og tryksystemets funktionalitet. Det gælder for bl.a. motoroliesystem, luftindsugning, tryk og udstødningssystem. --- ## Tjek systemets ladetryksniveau - Mål det genererede ladetryk ved fuld motorbelastning. Sammenlign dataene med det foreskrevne, ønskede tryk i henhold til det, fabrikanten angiver. Manglende ladetryk kan være relateret til lækager. Ladetrykket kan måles ved hjælp af en trykmåler eller et on-board diagnosticeringsprogram (OBD) med realtidsdata. [Język: DK] --- ## Udfør en holistisk diagnostik af ladetryksystemet - Ladetryksystemet er afhængigt af flere forskellige komponenter for at kunne fungere korrekt. Et mindre ladetryk kan altså have andre årsager end lækager. Potentielle faktorer relateret til nedsat ladetryk: [Język: DK] * • * Indvendige blokeringer i luftsystemet --- ## Et af de helt klassiske problemer er utætte rør, slanger og samlinger i turbokredsløbet, hvilket påvirker funktionaliteten af det komplette turboladede system. [Język: DK] * Der kan både opstå vakuum-relaterede fejl mellem kompressorindgang på turbo og luftfilterkasse samt overtryksfejl mellem kompressorafgang og forbindelse til motorens indsugningsmanifold. Uanset hvor utætheden opstår, er resultatet en forkert mængde luft i ladetryksystemet, hvilket uvægerligt vil medføre en lang række problemer. Det største problem er det såkaldte underboost, hvor systemet ikke er i stand til at generere det nødvendige ladetryk, hvilket medfører en mærkbar forringet motoreffekt. * Herudover kan forbrændingen forringes, idet en utilstrækkelig lufttilførsel forstyrrer forholdet mellem luft og brændstof, hvilket medfører forringet brændstoføkonomi og -ydelse. I tillæg vil sensorer såsom MAF/MAP mv. vise forkerte værdier og resultere i registreringsfejl i ECU og i værste fald sætte motorstyringsprogrammet på nødprogram. * Typiske årsager til utætheder i ladetryksystemet er slidte og porøse gummislanger, revnede rør eller mekaniske skader inkl. friktions- og varmeskader. Hertil også dårlige spændebånd og uforseglede forbindelser samt utæt ladeluftkøler. * BEMÆRK! Luftlækager i systemet kan øge turbobelastningen med for høje hastigheder samt alvorlig motorfejl til følge. --- ## TEST AF LADETRYKSYSTEMETS TÆTHED [Język: DK] --- ## En tryktest af ladetryksystemet er en effektiv og billig måde at lokalisere lækager på. Lav dit eget test-kit eller køb et færdigt test-kit beregnet til formålet. [Język: DK] * Tryktesten fungerer ved at afblænde ladetryksystemet i hver side og fylde det med luft. Den ene side afblændes med en prop, og den anden side afblændes med en prop med indbygget ventil. Denne bruges til at sende luft ind i systemet. Ved 2 bars overtryk tjekkes på manometer, om det er stillestående. --- ## 1. [Język: DK] * Afhængigt af bilmodel og tryksystem kan du enten teste hele systemet med start ved luftfilterkasse til motorens indsugningsmanifold med turbo og ladeluftkøler imellem, eller du kan teste systemets luftindsugning og trykside separat. Husk at frakoble og/eller forsegle andre mulige åbninger, der kan være forbundet til ladetryksystemets luftindsugning/tryksider såsom krumtaphusets udluftning osv. --- ## 2. [Język: DK] * Under testen må tryksystemet ikke udsættes for større tryk end 2 bar/30 psi (hvilket vil sige størstedelen af ladetryksystemet). --- ## 7. [Język: DK] * Når testen er afsluttet, sænker du langsomt trykket for at tømme systemet. --- ## Tjek om systemet leverer korrekt ladetryk og om systemets manglende ladetryk skyldes lækage. [Język: DK] * Har du mistanke om lækage, skal du inspicere hele turbosystemets rør- og slangesystem. En af de mest effektive lækagetests udføres ved hjælp af trykværktøj med måler. Under testen kontrolleres hele luftsystemet fra luftfilterkasse til turboslanger, ladeluftkøler og motorens indsugningsmanifold. Tjek at alle rør og slanger er i god stand uden revner eller flænger, og at alle forbindelser er tætte, inklusive alle samlinger. Udskift/reparér beskadigede dele om nødvendigt. --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Danmark. [Język: DK] * Du kan finde mere teknisk information og kontaktoplysninger på vores hjemmeside: www.nissens.com. --- ## PAGE 2 / 3 [Język: EN] * Dans chaque système de * climatisation, le détendeur * thermique est préréglé en usine * pour maintenir la bonne condition * de surchauffe à la sortie de * l’évaporateur et, par conséquent, pour assurer le fonctionnement optimal du système. Outre sa fonction première de dosage et de régulation du débit de réfrigérant dans le cycle de climatisation, le détendeur joue également un re important au niveau de la durée de vie du compresseur de climatisation. Un retard dans la réaction du détendeur, un dosage incorrect et déséquilibré ou le blocage du détendeur en position ouverte ou fermée sont parmi les dysfonctionnements les plus courants du détendeur. * MAUVAIS DOSAGE DU DÉBIT DE RÉFRIGÉRANT * Un mauvais dosage se produit souvent avec des détendeurs de mauvaise qualité, une usure ou une fuite sur la capsule thermostatique de régulation du détendeur d’origine des véhicules à kilométrage très élevé, et un mauvais réglage * de la surchauffe du détendeur. * Cela se produit lorsque l’élément de commande primaire (puissance) du * détendeur se situe en dehors des paramètres * de détection et de réaction préconisés. Ce défaut peut entraîner un débit de réfrigérant * insuffisant ou excessif vers l’évaporateur et * aucun de ces scénarios n’est bon pour le système. Lorsque la quantité de réfrigérant * libérée est trop faible, l’efficacité de l’échange thermique de l’évaporateur diminue * considérablement, car seule une petite partie de son faisceau est utilisée. Le système ne sera pas assez performant et le compresseur * sera exposé à une charge importante, ce qui peut entraîner une surchauffe et une usure plus rapide (moins de réfrigérant signifie également moins d’huile pour lubrifier les * pièces internes). Par ailleurs, un débit de * réfrigérant trop important peut être à l’origine * de performances incontrées du système. Il y a un risque élevé de voir du réfrigérant liquide sortir de l’évaporateur (condition de * surchauffe nulle), ce qui entraîne de graves * défaillances du compresseur par inondation. * DÉTENDEUR BLOQUÉ * Le plus souvent, le problème a pour origine la présence d’impuretés et de débris à l’intérieur du circuit de climatisation liée à l’utilisation inappropriée d’additifs pour le système de * climatisation, à l’usure du filtre déshydrateur, * à la formation de particules après le grippage du compresseur ou à une procédure de rinçage * inadéquate ou insuffisante. * En fonction de l’endroit ole détenteur est bloqué, plusieurs scénarios sont possibles. Un détendeur complètement fermé ou obstrué entraînera un débit limité * du réfrigérant. En plus d’une efficacité réduite, d’une lubrification insuffisante, d’un refroidissement faible ou inexistant, * cela augmentera aussi considérablement * la pression du côté haute pression du système et provoquera une surchauffe ou un * grippage du compresseur de climatisation. * Sur certains véhicules modernes, l’installation * de capteurs de pression juste après le compresseur le protège du grippage, en l’arrêtant au bon moment. Dans les systèmes * de conception plus simple ou ceux équipés de compresseurs à cylindrée fixe ou de type * scroll, le détendeur peut entraîner de graves défaillances du compresseur lorsqu’il est bloqué en position fermée. Un autre cas est celui ole détendeur est bloqué en position totalement/partiellement ouverte. Cela * signifie qu’il n’y aura pas de chute de pression ou que la chute de pression sera insuffisante à l’intérieur du détendeur. Par conséquent, le port de charge basse pression indiquera * une pression trop élevée. Ce type de panne ne provoquera très probablement aucun * changement d’état du réfrigérant, d’où une perte d’efficacité thermique (l’huile se dilue) * et une conduite d’aspiration potentiellement givrée. Dans ce cas, le premier sympte est une mauvaise performance du système, * mais en fin de compte, le compresseur est * probablement en train de se gripper en * raison de coup de bélier ou d’une surchauffe, * car le réfrigérant ne fournit aucun facteur de refroidissement. --- ## 2. [Język: EN] * Bulletin technique - Dysfonctionnement du détendeur --- ## Osuszacz klimatyzacji musi by. regularnie wymieniany. Zaleca si. wymian. osuszacza co dwa lata lub po ka.dym rozszczelnieniu uk.adu. [Język: PL] * Osuszacz nale.y wymienia. przy ka.dej wymianie spr..arki oraz po ka.dej naprawie wycieku z uk.adu. Podczas procedur serwisowych, takich jak p.ukanie uk.adu klimatyzacji, osuszacz musi zosta. od..czony i wymieniony na nowy po zako.czeniu p.ukania. Post.puj zawsze zgodnie z instrukcjami obs.ugi i wytycznymi odno.nie stosowania kontrastu UV i .rodków do p.ukania. Ich nadmierna ilo.. lub niedostateczne usuni.cie z uk.adu mog. doprowadzi. do uszkodzenia osuszacza. * Nale.y unika. wystawiania osuszacza na dzia.anie powietrza atmosferycznego oraz usuwa. za.lepki z kró.ców bezpo.rednio przed monta.em. --- ## Nissens Technische artikelen April 2021 [Język: EN] * (table/bar/small text) Deze serie technische artikelen is geschreven op basis van technische inzichten van professionals op het gebied van aircosystemen met jarenlange ervaring in service op systemen, kwaliteitsingenieurs van Nissens, en technische trainers van Nissens die betrokken zijn bij het delen van de beste servicepraktijken op aircosystemen. * Spoelen van het aircosysteem * Compleet overzicht van de meest elementaire en de meest kritische serviceprocedure, aanbevolen door experts en door de belangrijkste compressorfabrikanten * Een van de grootste problemen die kunnen optreden in aircosystemen is de aanwezigheid van onzuiverheden in het circuit. Het koudemiddel en smeermiddel die nodig zijn voor de vitale werking van het systeem kan verontreinigd raken door verschillende stoffen. Vocht, deeltjesvorming als gevolg van ongecontroleerde chemische reacties, of onzorgvuldig gebruik van additieven zoals UV-kleurmiddel of lekdichtmiddelen zijn de meestvoorkomende bronnen van verontreiniging. Al deze problemen kunnen snel verstoppingen in de nauwe kanalen van het systeem veroorzaken, met ernstige storingen tot gevolg. * In dit artikel leert u waarom het van essentieel belang is om het aircosysteem schoon te houden, te spoelen met een van de drie aanbevolen spoelmethodes, en HVAC-systemen van hybride en elektrische voertuigen te spoelen. * XXX pagina's artikel Leestijd 7 min. * Het materiaal en de content ervan worden zonder enige garantie geboden, en wij aanvaarden geen enkele aansprakelijkheid door het te publiceren. Volg altijd de door de autofabrikant gegeven instructies op om de juiste service-en onderhoudsprocedures te garanderen. Nissens Automotive A/S is niet aansprakelijk voor schade aan eigendommen, persoonlijk letsel, directe of indirecte schade die te wijten zijn aan storingen of uitvaltijd van het voertuig veroorzaakt door verkeerde toepassing, installatie, misbruik en/of verkeerd gebruik van onze producten. * ©Nissens Automotive A/S, Ormhgårdvej 9, 8700 Horsens, Denemarken. Bezoek voor verdere technische informatie en contactgegevens onze website www.nissens.com. * Reinheid -de sleutel tot de vitaliteit van het systeem * Om het aircosysteem goed te laten werken moet de binnenkant klinisch schoon zijn. Koudemiddel, smeermiddel en nauwkeurige mechanismen binnen het circuit moeten schoon zijn om optimaal te werken en de juiste druk-en temperatuurparameters in het systeem te handhaven. Het moderne ontwerp van aircosystemen bestaat uit tal van onderdelen met zeer nauwe doorgangen. Het merendeel van de huidige auto's maakt gebruik van condensors met microleidingen met kanalen met een zeer kleine diameter. Nog een voorbeeld zijn de extern bestuurde aircocompressors met een nauwkeurige ECV-klep die de pompcapaciteit aanstuurt en zeer gevoelig is voor verontreiniging. Met name de expansieklep en de TXV van het systeem zijn andere typen circuitonderdelen die snel te lijden hebben van onzuiverheden die de juiste werking kunnen beperken. Al deze onderdelen kunnen verstopt raken door deeltjes, splinters of zelfs door een te viskeus smeermiddel dat niet overeenstemt met de specificatie van de auto. Elke beperking van de stroming of verstopping van het systeem kan catastrofale gevolgen hebben. De beperkte stroom koudemiddel leidt tot mindere prestaties van het systeem, kan onmiddellijke drukstijgingen veroorzaken, tast de algehele smering van het systeem aan en creëert daarmee een abnormale temperatuurbelasting die zeer gevaarlijk is voor de aircocompressor. Verder is het ook belangrijk om te noemen dat de mogelijke systeemverontreinigingen en vocht een negatieve invloed hebben op het smeermiddel en de eigenschappen ervan aantasten. Dit kan onmiddellijk de mechanische onderdelen van de compressor aantasten, waardoor deze kan vastlopen. Evenzo leidt de onjuiste conditie die ontstaat als het smeermiddel verdund wordt met te veel additief (bijvoorbeeld een te grote dosis UV-kleurmiddel) tot onomkeerbare defecten in de compressor. --- ## De plicht van de monteur of een extraatje? [Język: EN] * Uiteraard leiden de spoelprocedure en de extra tijd die u kwijt bent aan de service tot een hogere rekening voor de servicebeurt, die door iemand betaald moet worden. Dit is één reden waarom monteurs dit overslaan, vaak op verzoek van de klant die niet extra wil betalen. Dit moet echter van een compleet ander perspectief worden bekeken. Spoelen is geen optionele keus, maar de meest elementaire en noodzakelijke handeling, die vaak een voorwaarde is voor grote systeemreparaties. Spoel het systeem altijd uit wanneer u verstoppingen, onderbrekingen of defecten in de ontvanger/droger heeft vastgesteld. Ook al is het een nalatigheid van de vorige garage: u moet het systeem ook spoelen als u constateert dat er te veel of onjuiste additieven zijn gebruikt, bijvoorbeeld UV-kleurmiddel of lekdichtmiddelen. Visuele inspectie via een instrument met kijkglas vergemakkelijkt de diagnose. Het circuit moet verplicht worden gespoeld voordat een nieuwe compressor wordt geïnstalleerd. Verkoolde oliedeeltjes, metaaldeeltjes, splinters en andere onzuiverheden waardoor de vorige compressor defect is geraakt kunnen de nieuwe unit snel om zeep helpen als het systeem niet correct wordt gespoeld voor de vervanging. Wij wijzen u op nog een ander belang dat het spoelen heeft voor het hart van het systeem bij het vervangingsproces van de compressor. Naast het verwijderen van onzuiverheden is het de enige manier om het totale smeermiddelniveau in het circuit te bepalen. --- ## ABC van het spoelen [Język: EN] * Er zijn verschillende basisregels waaraan u zich moet houden om goed te spoelen. De aircocompressor moet worden losgekoppeld. U zult de compressor daarna waarschijnlijk vervangen, maar als dat niet zo is, moet de compressor worden gescheiden of gebypasst bij het spoelen. De expansie-inrichtingen van het systeem, zoals de uitstroomleiding of expansieklep, moeten worden losgekoppeld of gebypasst. De ontvanger/droger of het droogmiddel moet worden verwijderd en na het spoelen worden teruggeplaatst. Parallel flow-condensors, condensors met dunne en microleidingen en verdampers kunnen niet effectief worden gespoeld en moeten daarom worden vervangen of doorgespoeld wanneer het systeem is aangetast door ernstige verontreiniging of door het vastlopen van de vorige compressor. Er zijn meerdere spoelmethoden die in aanmerking komen en die relatief gemakkelijk te realiseren zijn. Dit hangt af van de beschikbare apparatuur in de garage en de mogelijkheid van toegang tot extra instrumenten. Over het algemeen moet de spoeling effectief alen niet schadelijk zijn voor het systeem , wat het geval kan zijn bij toepassing van onjuiste methodes. Onthoud het volgende! Bij elk van deze methoden moet het reinigingsmiddel na het spoelen grondig worden verwijderd en moet het aircocircuit altijd goed moet worden gedroogd, bij voorkeur met behulp van stikstof en langdurig vacum. Nadat het aircosysteem goed is gespoeld en alle nodige componenten zijn vervangen, kunt u verdergaan met het vullen van het systeem met het voorgeschreven type en volume koudemiddel en smeermiddel. Bedenk dat spoelen geen extraatje is; u kunt hiermee een herhaalreparatie besparen na het plaatsen van een nieuwe compressor. * (Pictures+descriptions) * Micro-tube * Het nieuwste condensorontwerp bevat uiterst nauwe doorgangen in de microleidingen met een dikte van minder dan 1 mm. Het ontwerp biedt een uitstekende warmtewisseling, maar is ook zeer gevoelig voor verontreiniging. * Receiver-dryer * Overmatige verontreiniging waargenomen op de koppelingen van de ontvanger/droger. Dit systeem is ernstig verontreinigd en moet grondig worden gespoeld. * Compressor Suction Port * Geleiachtige of gekristalliseerde kleverige stof op de aanzuigpoort van de compressor. Deze ernstige vervuiling is veroorzaakt door ongecontroleerde chemische reactie van vocht en additieven als lekdichtmiddelen. Alleen door te spoelen kan deze verontreiniging volledig uit het circuit worden verwijderd. * (Tip frame + Sight glass isolated) * Inspectie met een kijkglas – een instrument om mogelijke verontreiniging te ontdekken die in het circuit circuleert. Dit nuttige instrument is niet duur en wordt sterk aanbevolen om problemen door systeemverontreiniging effectief op te sporen, in diverse situaties: voor, tijdens en na het spoelen. * De top 3 van aanbevolen spoelmethoden (frame/separated section for the methods) * Methode 1: gebruik van een speciaal spoelmiddel. * Gebaseerd op de circulatie van reinigingsmiddel door het circuit en rechtstreekse injectie hiervan uit een drukvat, of distributie via een speciale spoelmachine. Deze spoelmethode lost alle soorten deeltjes, slib, hardnekkige olie en residuen op. * TIP Deze methode kan eenvoudig gecombineerd worden met stikstof onder hoge druk om het spoelmiddel door de kanalen te stuwen. In het ideale geval worden de circuitsegmenten apart gespoeld. Deze methode * is effectief gebleken tegen hardnekkig vuil en de stikstof is zeer effectief bij het verwijderen van vocht, terwijl het daarnaast de effectiviteit van het spoelmiddel bevordert. * Methode 2: koudemiddel en vulstation. * Gebaseerd op het laten circuleren van koudemiddel R134A/R1234yf door het circuit met het vulstation. Het station moet uitgerust zijn met een spoelfunctie, speciaal ontworpen filters en een houder om verontreinigingen op te vangen. Deze spoelmethode verwijdert losse deeltjes effectief, maar is niet erg doelmatig bij het uitspoelen van ernstiger slib en vuil. * Methode 3: koudemiddel rechtstreeks uit de fles. * Past het koudemiddel R134A/R1234yf toe als het reinigingsmiddel. Het koudemiddel circuleert door het circuit door de fles te verwarmen. Er moet een extra fles voor verontreinigd gas worden geprepareerd, en een set adapters en slangen om een goede, dichte systeemaansluiting te garanderen tijdens de procedure. Voor deze spoelmethode zijn geen aanvullende middelen of machines nodig; losse deeltjes worden effectief verwijderd, maar de methode is niet erg doelmatig bij het uitspoelen van ernstiger slib en vuil. * (end of methods frame) --- ## NISSENS TEKNISKE NYHEDSBLAD / NØGLEKOMPONENTER TIL EFFICIENCY AND EMISSIONS [Język: DK] * EMNE: TURBO --- ## BAGGRUND [Język: DK] * Turboen er en meget avanceret og sensitiv komponent. Det er en turbinedrevet enhed, der presser ekstra luft ind i motorens forbrændingskammer, hvilket øger motorens effektivitet og trækkraft markant. * Turboen arbejder under ekstreme forhold: op til * 250.000 o/min. og 1100 °C varm udstødningsgas. Disse høje ydelsesniveauer kræver optimale driftsbetingelser for fuld og sikker funktionalitet. Snavs og fremmedlegemer i systemet kan meget let beskadige turboen. --- ## HYPPIGE ÅRSAGER TIL FREMMEDLEGEMER I SYSTEMET [Język: DK] --- ## • [Język: DK] * Dele og fragmenter fra tidligere turbo-havari, som ikke er fjernet fuldstændigt fra systemet --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Danmark. Du kan finde mere teknisk information og kontaktoplysninger på www.nissens.com. [Język: DK] * Materialet og dets indhold stilles til rådighed uden nogen form for garanti, og vi fralægger os ethvert ansvar ved dets udgivelse. Følg altid anvisningerne fra den givne køretøjsproducent for at sikre de korrekte service- og vedligeholdelsesprocedurer. Nissens Automotive er ikke ansvarlig for nogen skader på ejendom eller personskader, direkte eller indirekte skader som følge af fejl eller driftsstop for køretøjet forårsaget af forkert anvendelse, montering og/eller misbrug af vores produkter. --- ## 05-08-2019 08:59:37 [Język: EN] * Nissens_TechnicalBulletin_Turbo_Foreign Object Damage.indd 1 --- ## FOREIGN OBJECTS ENTER THE TURBOCHARGER EITHER THROUGH THE COMPRESSOR, TURBINE OR OIL INLET! [Język: EN] --- ## COMPRESSOR WHEEL [Język: EN] * • * Poor, worn or badly maintained air intake filters allowing particles through --- ## • [Język: EN] * Foreign objects such as screws, nuts and bolts entering the new compressor as a result of negligence --- ## • [Język: EN] * Turbo overspeeding, causing the compressor wheel to break down --- ## The presence of any foreign objects inside the internal operation of the turbocharger can cause immediate and total failure of the turbo. Commonly, foreign object damage is caused by foreign materials entering the turbine, compressor or bearing housing, thus impacting the rotating wheels and shaft. Damages lead to a loss of efficiency and extra noise from the turbo. In worst case scenario: a totally destroyed turbo. [Język: EN] * In severe cases of foreign object damage, it is common for the resulting fragmentation of internal components at very high speed to cause instantaneous and irreversible damage to the engine, exhaust system or intercooler. This can cause total engine failure and render a vehicle unfeasible for repair. --- ## Compressor wheel with a missing blade or parts of it due to overspeeding. The over.speeding failure generates objects – the bro.ken parts of the wheel – that will continuous.ly destroy the turbo. [Język: EN] --- ## Compressor wheel damage caused by foreign objects. The blades have been hit repeatedly, and the compressor housing inducer will also bear signs of hits by the foreign objects. [Język: EN] --- ## • [Język: EN] * Chipping of compressor or turbine blades --- ## • [Język: EN] * Pitting around the compressor inlet --- ## • [Język: EN] * Pitting on the compressor blades --- ## TECHNISCHE BEKANNTMACHUNG TURBOLADER INSTALLATION [Język: EN] --- ## Je nach Anwendung sind verschiedene Turbolader Modelle mit einem, das Lagergehäuse umschließenden Kühlmittelkreislauf, ausgeführt. Wenn das Fahrzeug jedoch nicht mit einem eigenen Wasserkühlkreislauf für den Turbolader ausgestattet ist, d. H. ohne ein eigenes Leitungssystem vom Motorkühlsystem zum Turbolader, benötigt der Turbolader keine Verbindung. Der Nissens Turbolader 93233 gilt für mehrere Fahrzeugtypen mit und ohne Wasserkühlung des Turboladers und deckt zwei verschiedene Erstausrüstungsmodelle ab. [Język: EN] * Wenn das Fahrzeug nicht über einen Wassergekühlten Turbolader verfügt, können Sie beim Einbau des Nissens Turboladers #93233 den Kühlmittelanschlussflansch freilassen. * Prüfen Sie immer den Katalog von Nissens, um sicherzustellen, dass das Turbomodell für die angegebene Fahrzeug- / Motorversion geeignet ist. Befolgen Sie beim Einbau des neuen Turbos von Nissens stets die in der Produktverpackung enthaltenen Installationsanweisungen. --- ## Die Sache und sein Inhalt werden ohne jegliche Gewährleistung zur Verfügung gestellt, und durch Veröffentlichung wird jegliche Haftung ausgeschlossen. Befolgen Sie immer die Anweisungen des Fahrzeugherstellers, um die richtigen Wartungs- und Instandhaltungsverfahren einzuhalten. Nissens Automotive A / S haftet nicht für Sach- oder Personenschäden, direkte oder indirekte Schäden, die auf einen Ausfall oder eine Ausfallzeit im Fahrzeugbetrieb zurückzuführen sind, die durch unsachgemäße Anwendung, Installation und / oder Missbrauch unserer Produkte verursacht wurden. [Język: EN] --- ## Pour un fonctionnement optimal de la climatisation, l’intérieur du circuit doit être d’une propreté clinique. Le réfrigérant et le lubrifiant fonctionnant à des températures et des pressions très élevées, ce niveau de propreté est impératif pour obtenir un fonctionnement optimal. Le rinçage du circuit est l’une des procédures de maintenance les plus élémentaires et les plus importantes. Il est fortement recommandé par les experts en climatisation, ainsi que par les principaux fabricants de compresseurs. Rincer le circuit est l’unique moyen de déterminer le niveau approprié de lubrifiant recommandé pour le modèle de compresseur / véhicule donné. [Język: EN] --- ## Ce document et son contenu sont fournis sans garantie d’aucune sorte, et en le publiant, nous déclinons toute responsabilité. Suivez toujours les instructions du constructeur du véhicule afin de garantir les procédures d’entretien et de maintenance appropriées. Nissens A/S décline toute responsabilité en cas de dommages matériels ou corporels, de dommages directs ou indirects résultant d’une défaillance ou d’un arrêt du fonctionnement du véhicule causé par une mauvaise manipulation, installation, mauvaise utilisation et / ou abus de nos produits. [Język: EN] --- ## NISSENS’ TECHNICAL BULLETIN AC SYSTEM [Język: EN] * THEME: AC SYSTEM DIAGNOSTICS --- ## • [Język: EN] * Malfunction of compressor – steering – clutch/valves, power drive or operation in general --- ## For more precise troubleshooting related to the system operational LP/HP pressures, as well as for listing of the proper operational pressures, please consult Nissens’ AC System Operating Pressures (R134A) poster. [Język: EN] * For more info visit www.nissens.com/climate * ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit our website www.nissens.com. * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer’s instructions to follow the right service and maintenance procedures. Nissens Automotive A/S shall not be responsible for any property damage or personal injury, direct or indirect damage from failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. --- ## 19-06-2019 12:12:35Nissens_TechnicalBulletin_AC_System_Diagnostics - Operating Pressures R134A.indd 1 [Język: EN] --- ## NISSENS TEKNISK ARTIKEL AC OG EC-SYSTEM [Język: DK] --- ## Der kan være mange grunde til, at blæsere ikke fungerer korrekt. Problemet kan opstå umiddelbart efter installationen eller blive tydeligt på et senere tidspunkt. Problemer kan desuden skyldes, at kabinens luftfiltre ikke udskiftes regelmæssigt. [Język: DK] * Andre dele af bilens elektriske kredsløb kan også forårsage problemer for blæseren. En defekt generator kan overbelaste det elektriske system, hvilket vil resultere i, at blæseren ikke fungerer korrekt. * Den samme virkning kan ses, når en bil startes med startkabler. En start med startkabler vil i en kort periode tilføre 24 volt til systemet, hvilket potentielt kan overbelaste blæseren. I nogle tilfælde kan det blot at starte bilen medføre fejlfunktion af blæseren, da for stor spænding fra systemet kan forårsage en spændingsspids. --- ## Tre faktorer er afgørende ved håndtering af blæseren. Faktorerne er: bilens elektriske system, komponentkvaliteten og korrekt produkthåndtering. [Język: DK] * Det anbefales som minimum at udskifte blæseren hvert 8. år. Efter dette tidsrum stiger risikoen for defekter på blæseren markant. Det er vigtigt at udføre regelmæssig vedligeholdelse på blæseren under hele dens levetid. Kabiner med plastinteriør kan øge fugtighed og kondens, hvilket i værste fald kan forårsage korrosion omkring kulbørsterne. * Når der monteres en blæser, er det derfor vigtigt, at hjulet er beskyttet - både under transport og montering. Selv en mindre påvirkning af hjulet kan medføre, at blæseren kommer ud af balance. En blæser som er ude af balance er en støjende blæser. Det er også vigtigt, at skruerne ikke strammes for hårdt under montering. Det kan ødelægge plastbeslagene og få blæseren til at vibrere og skabe støj i kabinen. * Det er også vigtigt at sikre, at den nye sikring har den korrekte ampereværdi. Hvis ampereværdien er for lille, vil sikringen springe, og hvis ampereværdien er for høj, vil systemet overoplade, hvilket forårsager fejlfunktion af blæseren. --- ## ©Nissens A/S, Ormhøjgårdvej 9, 8700 Horsens, Danmark. [Język: DK] * Besøg vores hjemmeside www.nissens.com for at få flere tekniske oplysninger og kontaktoplysninger. --- ## Materialet og dets indhold leveres uden nogen form for garanti, og vi fralægger os ethvert ansvar ved dets udgivelse. Følg altid anvisningerne fra den givne køretøjsproducent for at sikre de korrekte service- og vedligeholdelsesprocedurer. Nissens A/S er ikke ansvarlig for nogen skader på ejendom eller personskader, direkte eller indirekte skader som følge af fejl eller driftsstop for køretøjet forårsaget af forkert anvendelse, montering og/eller misbrug af vores produkter. [Język: DK] --- ## NISSENS TECHNICAL BULLETIN / KEY EFFICIENCY COMPONENTS [Język: EN] --- ## Commonly, there are two issues relating to the crankcase ventilation system: excessive pressure in the crankcase and improper oil separation. Both impact the lifespan of the turbo. [Język: EN] * The first problem is the excessive pressure that may occur in the crankcase. Besides being dangerous for the engine itself, it affects the oil returning from the turbo. As the oil flow leaving the turbo relies only on gravity to return to the oil sump, the excessive crankcase pressure will be a hindrance for this flow. This can lead to an excessive amount of oil accumulating inside the turbo, ultimately leading to turbo shaft leaks and oil penetrating the compressor and exhaust side. * The second issue is improper oil separation from the blow-by gasses that may occur if the clogged or malfunctioning crankcase ventilation assembly is unable to filter the oil from the breather air. This leads to oil getting to the engine intake, causing contaminating combustion. Turbos suffering from excessive soot built up on the turbine side are often the outcome of crankcase ventilation and oil separation failures. Sometimes, oil present in the compressor side or intercooler may relate to the failure, too. --- ## Various modern and high-output engines are equipped with an electric water pump for the engine cooling and cooling of its equipment e.g. turbocharger. The auxiliary water pump offers a precise regulation of the coolant flow thus considerably improves the system efficiency. It can also operate without necessity of running the engine and that is why ensures much higher thermal protection of the engine and water cooled parts. Due to electric motor, steering electronics, bearing system and plastic elements in some models the pumps are prone to overheating or coolant contamination. [Język: EN] --- ## *Please notice, the symptoms may not necessarily link to the auxiliary pump alone and may have root cause in other engine cooling system problem. [Język: EN] --- ## • [Język: EN] * Flush the EC system every three years (aluminum alloy engines) or by its major parts replacement, e.g. pump, radiator etc. --- ## TECHNICK. BULLETIN NISSENS NÁKLADNÍ VOZIDLA [Język: EN] * TÉMA: NORMA EURO 6 --- ## Én af de mest almindelige årsager til fejl i turboen er fremmedlegemer, der beskadiger kompressorhjulet. Legemerne trækkes typisk ind via lufttilførselssystemet. Når de rammer kompressorhjulet, mens det kører ved høje omdrejninger, kan det forårsage alvorlige beskadigelser af dets blade. Bladene brækkes af, og splinterne forårsager yderligere beskadigelse af hele hjulenheden. [Język: DK] * Hyppige kilder til fremmedlegemer: * • For stor slitage/tilstopning af luftfilteret * • For stor forurening – indtrængen af snavs/faste partikler via tilførselskanalerne * • Tilførselskanaler/-elementer bryder sammen – porøsitet, revnedannelse osv. * • Fejl i krumtaphusets ventilation * Ved installation af en ny turbo i denne køretøjstype skal du være specielt opmærksom på at sørge for følgende: * • Rengør/støvsug luftfilterboksen grundigt * • Installér nyt luftfilter * • Kontrollér tilstanden og udskift om nødvendigt alle slanger og rør mellem turboen og luftfilterboksen, herunder MAF-sensor * • Kontrollér om der er fremmedlegemer/-dele fra den beskadigede turbo i lufttilførselssystemet og fjern dem i så fald * • Kontrollér for at sikre, at krumtaphusets udluftningssystem fungerer korrekt og rengør eller udskift om nødvendigt * BEMÆRK! Når du installerer den nye turbo fra Nissens, skal du altid overholde de installationsvejledninger, der er inkluderet i produktpakken. Manglende overholdelse af nogen af de ovennævnte vejledninger kan føre til alvorlige, uafvendelige fejl i den nyinstallerede turbo eller/og motoren. --- ## ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Danmark. Find flere tekniske informationer og kontaktoplysninger på www.nissens.com/turbo [Język: DK] --- ## I CORPI ESTRANEI ENTRANO NEL TURBOCOMPRESSORE ATTRAVERSO IL COMPRESSORE, LA TURBINA O LA MANDATA DELL’OLIO! [Język: EN] --- ## Il turbocompressore è un componente altamente sofisticato e fragile. È un dispositivo azionato da una turbina che forza l’ingresso di aria supplementare nella camera di combustione del motore, aumentando così l’efficienza e la potenza di quest’ultimo. [Język: EN] * Il turbocompressore lavora in condizioni estremamente impegnative e difficili: fino a 250.000 giri/min e gas di scarico fino a 1.100°C. Questi alti livelli prestazionali, condizioni operative inadeguate così come sporcizia e corpi estranei all’interno del sistema possono facilmente danneggiare il turbocompressore. --- ## RUOTA DEL COMPRESSORE [Język: EN] * • * Filtri di aspirazione dell’aria scadenti, usurati o in cattivo stato di manutenzione, che consentono il passaggio delle particelle --- ## • [Język: EN] * Parti di un precedente turbocompressore danneggiato non completamente rimosse dal sistema --- ## • [Język: EN] * Oggetti estranei come viti, dadi e bulloni che entrano nel nuovo compressore per incuria --- ## • [Język: EN] * Eccessiva velocità del turbocompressore che causa la rottura della ruota --- ## La presenza di eventuali corpi estranei nel ciclo di funzionamento del turbocompressore può causare un guasto immediato e totale del turbocompressore. I danni sono solitamente causati da corpi estranei che entrano nella turbina, nel compressore o nell’alloggiamento del cuscinetto, con impatti sui rotismi e sull’albero. I danni portano a una perdita di efficienza e a una maggiore rumorosità del turbo. Nel peggiore dei casi: la totale distruzione del turbo. [Język: EN] * Nei casi gravi, la conseguente frammentazione dei componenti interni dovuta alla presenza di corpi estranei provoca solitamente, a velocità molto elevate, danni immediati e irreversibili al motore, all’impianto di scarico o all’intercooler. Ciò può causare un guasto totale del motore e rendere impossibile la riparazione del veicolo. --- ## Ruota del compressore con una pala mancan.te o parti di essa mancanti a causa di velocità eccessiva. Il guasto dovuto alla velocità ec.cessiva genera la presenza di oggetti (le parti rotte della ruota) che distruggono il turbo. [Język: EN] --- ## Danni alla ruota del compressore causati da corpi estranei. Le pale sono state colpite rip.etutamente e sono presenti segni di colpi da parte di corpi estranei anche sull’induttore dell’alloggiamento del compressore. [Język: EN] --- ## Assicurarsi sempre che l’intero impianto dell’aria sia totalmente pulito e privo di oggetti che potrebbero causare danni al turbo. Eventuali crepe o fessure nelle tubazioni possono far penetrare oggetti non filtrati che dalla scatola del filtro dell’aria possono raggiungere il turbocompressore, compresi EGR, collettore e sistema di sfiato del motore. Controllare anche che i tubi e i raccordi dell’aria siano integri e in buone condizioni di funzionamento. [Język: EN] * L’utilizzo di nuove guarnizioni aiuta a prevenire il rischio di rottura delle stesse e a garantirne la perfetta tenuta. * Inoltre, l’olio motore nonché i tubi di mandata e ritorno dell’olio, raccordi compresi, devono essere lavati, cambiati e ispezionati accuratamente per verificare la presenza di corpi estranei. * Assicurarsi di adottare sempre un approccio metodico per la rimozione e la pulizia di ogni componente dopo un guasto del turbocompressore causato da corpi estranei o la rottura totale. In caso di dubbio, controllare nuovamente il sistema. --- ## • [Język: EN] * Scheggiatura delle pale di compressore o turbina --- ## • [Język: EN] * Vaiolature intorno all’ingresso del compressore --- ## • [Język: EN] * Vaiolature sulle pale del compressore --- ## INFORMATION COMMERCIALE CONFIDENTIELLE [Język: EN] * REMPLACEMENT DU TURBO * EQUIPEMENT : Turbo * OBJET : Moteurs PSA 1.6 HDI DV6 110PS * On doit prendre des précautions particulières avant d'installer un turbo de remplacement sur l'un des moteurs PSA 1.6 HDI DV6. On doit strictement respecter les instructions et les campagnes du constructeur du véhicule, et si l'on n'exécute pas les modifications préconisées par le constructeur, il en résultera d'autres pannes du turbo qui ne seront pas couvertes par la garantie produit. * Un kit de pièces doit être utilisé avec les instructions de nettoyage du moteur recommandées pour s'assurer que le moteur est parfaitement entretenu avant d'installer un turbo de rechange. * Nota : L'installation des pièces ne garantit pas les performances optimales du turbo, car celles-ci dépendent aussi de l'état interne du moteur. * COMPOSANTS DU KIT: * 015708 | Joint (laiton) x 4 * 037655 | Raccord de turbo (court) x 1 * 037660 | Raccord de moteur (long) x 1 * 037968 | Tuyau d'entrée d'huile lubrifiante x 1 * 038126 | Raccord de retour x 1 * 038127 | Tuyau de retour du turbo x 1 * 101866 | Filtre de pompe à huile x 1 * 144081 | Joint torique x 1 --- ## ALL VEHICLE APPLICATIONS WITH TURBOCHARGED ENGINES AND COOLING OF THE CHARGED AIR. [Język: EN] --- ## Tech Bulletins/Special Offers [Język: EN] * PSA 1.6 Hdi Turbocharger Failure & Fitting Warning * ATTENTION: PLEASE READ THIS BEFORE FITTING THESE TURBOS TO YOUR CUSTOMERS VEHICLES --- ## HUSK ny turbo må først monteres, når det angives i nedenstående monteringsvejledning. [Język: DK] * Reklamationsret bortfalder hvis proceduren ikke er overholdt. * Inden udskiftning af turbo er det vigtigt at undersøge bilens servicebog. Er service efter * OE foreskrifter ikke overholdt, bør motoren erstattes af ombytningsmotor. (se webkataloget) --- ## 11: Monter ny turbo + tilbehørssæt, oliesi i nye banjobolte for trykrør fjernes før montering. [Język: DK] * Husk at fylde lidt olie på lejerne i turboen. --- ## INFORMATION COMMERCIALE CONFIDENTIELLE [Język: EN] * REMPLACEMENT DU TURBO * EQUIPEMENT : Turbo * OBJET : Moteurs PSA 1.6 HDI DV6 90PS * On doit prendre des précautions particulières avant d'installer un turbo de remplacement sur l'un des moteurs PSA 1.6 HDI DV6. On doit strictement respecter les instructions et les campagnes du constructeur du véhicule, et si l'on n'exécute pas les modifications préconisées par le constructeur, il en résultera d'autres pannes du turbo qui ne seront pas couvertes par la garantie produit. * Un kit de pièces doit être utilisé avec les instructions de nettoyage du moteur recommandées pour s'assurer que le moteur est parfaitement entretenu avant d'installer un turbo de rechange. * Nota : L'installation des pièces ne garantit pas les performances optimales du turbo, car celles-ci dépendent aussi de l'état interne du moteur. * COMPOSANTS DU KIT: * 015708 | Joint (laiton) x 4 * 037655 | Raccord de turbo (court) x 1 * 037660 | Raccord de moteur (long) x 1 * 037969 | Tuyau d'entrée d'huile lubrifiante x 1 * 038129 | Raccord de retour x 1 * 038128 | Tuyau de retour du turbo x 1 * 101866 | Filtre de pompe à huile x 1 * 144081 | Joint torique x 1 --- ## SOSTITUZIONE DELL’INTERCOOLER DOPO UN’ANOMALIA [Język: EN] * AL TURBOCOMPRESSORE --- ## Tutte le vetture diesel moderne sono dotate di intercooler. L’intercooler migliora in modo significativo il processo di combustione nei sistemi turbocompressi, aumentando così l’effetto potenza del motore. [Język: EN] * Il ruolo principale dell’intercooler è quello di ridurre la temperatura dell’aria dopo che è stata compressa dal turbocompressore e prima che raggiunga la camera di combustione del motore. Questo ha un impatto significativo sull’effetto di carica, in quanto l’aria raffreddata ha una densità molto più alta in termini di molecole d’aria per centimetro cubo. Aumenta pertanto la quantità dell’aria aspirata, con un conseguente miglioramento della potenza del motore. --- ## Controllare il percorso dell’aria tra il turbocompressore e l’intercooler per assicurarsi che non vi siano impurità/particelle/ostruzioni/riduzioni nelle sezioni trasversali [Język: EN] * Controllare il percorso dell’aria tra l’intercooler e il collettore di aspirazione per assicurarsi che non vi siano impurità/particelle/ostruzioni/riduzioni nelle sezioni trasversali * Pulire/sostituire le parti danneggiate, ostruite o sporche del percorso dell’aria e degli attacchi * Sostituire le guarnizioni del percorso dell’aria, i raccordi del refrigerante (nel caso di intercooler raffreddati ad acqua) a seconda delle necessità * Accertarsi che tutti gli elementi di raccordo siano a tenuta, che non vi siano perdite e che non venga aspirata “aria secondaria” * Utilizzare sempre un tester per le perdite tra il turbocompressore e l’aspirazione dopo il montaggio di un nuovo turbocompressore, intercooler, tubi rigidi e tubi flessibili * Controllare la pressione di carica con il manometro o il collegamento OBD --- ## Spesso un’anomalia dell’intercooler è collegata ad un danno del turbocompressore. La sostituzione del turbocompressore presenta vari rischi, se non viene eseguita in base alle istruzioni delle guide di installazione. I residui del turbocompressore possono intasare facilmente l’intercooler, in particolare l’olio, ma ciò può accadere anche con altre particelle e piccole parti rotte del turbocompressore. [Język: EN] * Spesso le perdite dell’intercooler sono dovute all’elevata pressione dell’impianto, che può provocare una deformazione del serbatoio in plastica causando perdite dell’intercooler. Se dopo l’installazione nell’impianto rimangono dei residui si presenta il rischio di ostruzione, che farà aumentare la pressione nell’impianto. L’intercooler sarà quindi soggetto ad una pressione molto superiore a quella per la quale è stato costruito, e questo potrebbe provocarne la rottura. * Lo stesso problema può verificarsi quando viene aumentata manualmente la potenza del turbocompressore. La maggiore pressione grava sull’intercooler, aumentando il rischio di scoppio del serbatoio. * Se un meccanico monta un nuovo turbocompressore senza verificare prima l’intercooler, l’impianto effettuerà una sequenza ad alta pressione, in cui l’olio e le particelle che si sono accumulate nell’intercooler rischiano di essere spinte nella camera di combustione. L’entrata di detriti nella camera di combustione rappresenta un grande rischio di danneggiamento del motore. --- ## Per evitare di danneggiare il motore, l’intercooler deve essere sempre sostituito dopo un’anomalia del turbocompressore per garantire che l’intercooler non presenti nessun detrito come olio, metallo o altre particelle. Quando viene montato un nuovo turbocompressore tutti i componenti dell’impianto devono essere esaminati attentamente per garantire che non siano ostruiti da olio o detriti metallici. [Język: EN] * Non importa per quale ragione l’intercooler si sia rotto o sia stato sostituito: prima di montare un nuovo gruppo è sempre necessario studiare a fondo la causa del danno. Le parti periferiche (turbocompressore, ventilazione del basamento, ricircolo dei gas di scarico, ingresso dell’aria nel turbocompressore, impianto di scarico, etc.) devono essere incluse nel processo di ricerca guasti, altrimenti si rischia la ripetizione dell’anomalia. --- ## NISSENS TECHNISCH BULLETIN / ONDERDELEN VAN AIRCONDITIONINGSYSTEMEN [Język: EN] --- ## Het expansieventiel is een geavanceerd en kwetsbaar onderdeel. Omdat hij onder hoge druk werkt en temperatuurgevoelig is, kunnen onjuiste werkomstandigheden en verontreinigingen in het circuit het ventiel ontregelen waardoor deze defect raakt. [Język: EN] * Als het expansieventiel open blijft staan of verstopt raakt, koelt het airconditioningsysteem niet correct. Een verstopt ventiel leidt tot te weinig koelmiddel waardoor de druk in het systeem toeneemt en de compressor oververhit raakt. Als het ventiel open blijft staan, loopt er te veel koelmiddel door het systeem de compressor in. * Als het expansieventiel defect raakt, kan dit tot problemen met het functioneren en de prestaties van het airconditioningsysteem leiden, en als hier niet op wordt gereageerd, kan in het slechtste geval dure en onomkeerbare schade aan andere onderdelen van het systeem, zoals de compressor, ontstaan. --- ## INSTALLATION ADVICE APPLICABLE FOR [Język: EN] * 890634 * CONSEJOS DE INSTALACIÓN APLICABLES A | / CONSEILS D’INSTALLATION APPLICABLES POUR * / INSTALLATIONSHINWEISE GELTEN FÜR / INSTALLATIONSRÅDGIVNING GÆLDER FOR /INSTAL.LATIE ADVIES TOEPASBAAR VOOR / TELEPÍTÉSI TANÁCSADÁS A / WSKAZÓWKA INSTALACYJNA DLA / ............ .. ........., .......... ... / ....... --- ## Nissens_Compressors - detailed installation guides - 890634.indd 1 10.09.2020 10:13:47 [Język: EN] --- ## delphiautoparts.com [Język: EN] * Air Conditioning | Braking | Diagnostics | | Diesel | Engine Management | Fuel | Ignition | Maintenance | Steering & Suspension --- ## CAUTION If the damage to the old turbo is not causing oil leakage into the turbo compressor or exhaust housings then the following procedures can be performed with the original turbo still fitted. However if the rate of oil leakage is high then remove the turbo oil supply pipe and blank off the oil feed hole in the block before proceeding. This procedure should also be performed with the air intake circuit disconnected. [Język: EN] --- ## CAUTION At least two flushing cycles should be performed as the initial cycle often only softens oil deposits which may later cause further restrictions in the lubrication system. The number of cycles should be determined by the state of the oil drained following each cycle and the oil pressure values measured at the filter inlet. [Język: EN] * Run the engine up to temperature, remove the sump pan plug and drain the oil (wait at least 10 minutes), remove and discard the oil filter. * Remove the valve cover (including the fume pressure regulator) and check it for oil deposits, clean it and the cylinder head area if necessary. Check that the pressure regulator membrane is functioning correctly (replace if necessary). * Remove the vacuum pump and clean out any deposits from the lubrication supply and return channels. * delphiautoparts.com * Air Conditioning | Braking | Diagnostics | | Diesel | Engine Management | Fuel | Ignition | Maintenance | Steering & Suspension --- ## Driften af AC-systemet afhænger af en tilstandsændring i kølemidlet, der sker i under tryk- og temperaturvariationer inde i kredsløbet og inden for hver AC-cyklus. Blandt de afgørende faktorer, der bestemmer processen, er temperaturen en af de vigtigste faktorer, og temperaturbaseret diagnostik af komponenter betragtes som en af de grundlæggende metoder til fejlfinding af systemet. Det er nemt, pålideligt og omkostningsbesparende. Temperaturintervaller for AC-kredsløbskomponenter kan fortælle en uddannet diagnostiker, hvor godt systemet kører, og hvor problemerne potentielt findes, samt hvad disse problemer muligvis består i. [Język: DK] --- ## Afhængigt af den trykside, hvor AC-kredsløbskomponenterne befinder sig, har hvert element et nominelt temperaturområde, inden for hvilket det opererer korrekt. Temperaturer ud over det nominelle interval - for høje eller for lave - kan indikere en række potentielle problemer i forbindelse med selve komponenten, andre komponenter i kredsløbet, andre komponenter i systemet eller anvendte forbrugsvarer. Det mest almindelige resultat af diverse funktionsfejl er som regel dårlig ydeevne på systemet, hvilket betyder, at der ikke leveres tilstrækkelig kold luft i bilens kabine. [Język: DK] --- ## • [Język: DK] * Systemet er forkert påfyldt | – for lille eller for stor mængde kølemiddel --- ## • [Język: DK] * Forkert brug af tilsætningsstoffer – hovedsageligt overdreven brug af UV-farvestof, hvilket giver overtryk i systemet --- ## • [Język: DK] * Indvendige blokeringer og begrænsninger i komponenter og systemer – forårsaget af urenheder, snavs, fugt eller korrosion i systemet, forkert anvendelse af tilsætningsstoffer (midler til lækagestop), konsekvens af overophedning og forkullede smøremiddelpartikler - ekspansionsventil, filter og kondensator (tynde mikrorør) er oftest udsat for tilstopning --- ## • [Język: DK] * Funktionssvigt på luftcirkulationssystemet – kabinefilter, indvendig blæser osv. --- ## For mere præcise problemforklaringer relateret til hver af de vigtigste kredsløbskomponenter bedes du konsultere Nissens’ tekniske plakat, Diagnostik af AC-systemer - Temperatur på kredsløbskomponenter. [Język: DK] --- ## For en pålidelig og effektiv temperaturdiagnostisk anbefaler Nissens, at en række betingelser er opfyldt, før du udfører temperaturkontrol. For det første bør den person, der udfører diagnostikken, undersøge det pågældende køretøjs AC-systemlayout for at bestemme placeringen af AC-kredsløbskomponenterne, og han skal sikre, at temperaturmåleenheden har fri adgang til dem. For det andet skal motoren startes, stilles i tomgang og på maksimal produktion af kold luft, og blæseren skal indstilles til AC-system. Motoren skal nå sin korrekte driftstemperatur, som typisk ligger i området mellem 80-90 °C/180-200 °F. Vi anbefaler professionelle, digitale termometerenheder for nøjagtig måling - enten med målepind eller med infrarød måling. [Język: DK] * Der er flere steder, hvor temperaturerne skal måles: på specifikke komponenters overflader, ved komponentlinjer eller ind- og udløb. * For mere præcise anvisninger og komponenternes korrekte driftstemperaturer bedes du konsultere Nissens’ tekniske plakat, Diagnostik af AC-systemer - Temperatur på kredsløbskomponenter, som kan fås fra distributører over hele verden eller på www.nissens.com/climate. --- ## ©Nissens A/S, Ormhøjgårdvej 9, 8700 Horsens, Danmark. [Język: DK] * Besøg vores hjemmeside for yderligere tekniske og kontaktoplysninger www.nissens.com. --- ## Metoden med diagnosticering af driftstryk er en nem og omkostningsbesparende måde til at fejlfinde større problemer i forbindelse med AC-systemets drift. Temperatur- og trykvariationer der finder sted inde i kredsløbet og i en AC-cyklus er afgørende for kølemidlets tilstandsændring, således at systemet kan fungere og producere kølig luft inde i kabinen. Hvad angår driftstryk er AC-kredsløbet delt op i to sektioner - højtrykssiden og lavtrykssiden. [Język: DK] * Læsning af forholdet mellem tryk er en pålidelig og nem måde til at fastslå de mest almindelige fejl i systemet eller komponenterne. --- ## Driftstrykket på høj- og lavtrykssiden skal forblive inden for et bestemt interval for at sikre optimal ydeevne på AC-systemet. Hvis enten høj- og lavtrykssiden ligger uden for deres foretrukne intervaller, kan det betyde en række problemer, der skal findes og afhjælpes. Typisk er det mest almindelige resultat af diverse funktionsfejl dårlig ydeevne på systemet, hvilket betyder, at der ikke leveres tilstrækkelig kold luft i bilens kabine. [Język: DK] --- ## • [Język: DK] * Funktionssvigt på luftcirkulationssystemet – kabinefilter, indvendig blæser, varmeapparat, termostatventil osv. --- ## For mere præcis fejlfinding relateret til systemets lave og høje driftstryk samt for en liste med korrekte driftstryk bedes du konsultere Nissens’ plakat med AC-systemers driftstryk (R134A). Besøg www.nissens.com/training for flere oplysninger [Język: DK] --- ## For at udføre en effektiv trykdiagnostik skal flere afgørende betingelser overholdes. Først og fremmest skal du bruge de rigtige værktøjer - en separat trykmålermanifold eller målere integreret med en påfyldningsstation anbefales. Lav- og højtryksmålere skal forbindes korrekt til bilens system, henholdsvis til lav- og højtrykssidens serviceporte. [Język: DK] * Før testen skal du sørge for, at systemet er i driftstilstand. Der kræves en korrekt kølemiddelmængde med et statisk tryk på mindst 1,5 bar/25 PSI for at køre kompressoren. For at bestemme dette, skal det statiske tryk aflæses i systemet, før motoren startes. * Angivelser fra lav- og højtryksmåler skal være næsten ens på begge sider. For lavt statisk tryk angiver en lav fyldning i systemet og sandsynlig lækage, der skal findes og udbedres. * Efter den testen af statisk tryk er bestået, kan driftstrykket måles. Køretøjet skal være kørt varmt for at opnå pålidelige resultater. Motoren skal startes, indstilles i tomgang og på maksimal produktion af kold luft, og blæseren skal indstilles til AC-system på ca. 70 % styrke. Motoren skal nå sin rette driftstemperatur på 80-90°C/180-200°F. * Nu skal aflæsningerne af lav- og højtryksmåleren tages i betragtning. For at bestemme fejl skal målerens angivelser kontrolleres ud fra en tabel med driftstrykværdier for R134a for højtryk og lavtryk. Bemærk, at værdierne varierer afhængigt af forhold såsom omgivelsestemperatur og kompressortype (fast/variabel forskydning). --- ## GUASTO PREMATURO DEL RADIATORE DELL’OLIO, SCOPPIO INTERNO > PERDITE [Język: EN] --- ## IL GUASTO DELLA VALVOLA LIMITATRICE DELLA PRESSIONE DELL’OLIO > CAUSA UNA PRESSIONE DEL LUBRIFICANTE ECCESSIVA E DANNI AL RADIATORE DELL’OLIO [Język: EN] * La pompa dell’olio per autoveicoli è comunemente azionata dal motore, pressurizza e fa circolare il lubrificante nel sistema. Man mano che la velocità della pompa aumenta insieme ai giri del motore, si verifica tipicamente un eccesso di flusso di lubrificante e pressione prodotta. Per controllarli e livellarli, le pompe sono dotate di una valvola di sfiato posta in uscita. La valvola limitatrice della pressione dell’olio assicura che la pressione del lubrificante erogata sia costante indipendentemente dalla velocità del motore. Si apre al raggiungimento di una certa pressione dell’olio e, in questo modo, fa ritornare parte del flusso al motore, proteggendo così l’impianto dalle sovrapressioni. * I malfunzionamenti della valvola sono uno dei motivi principali dei problemi di pressione dell’olio all’interno del sistema. I suoi elementi necessitano di un gioco molto preciso o possono rimanere bloccati, causando così un guasto nel controllo del flusso. * Mancanza di adeguata pressione - porta a una pericolosa mancanza di olio e possibili grippaggi all’interno delle parti interne o delle attrezzature del motore. Eccessiva pressione del lubrificante - è molto dannosa, in quanto espone i canali, le guarnizioni e i componenti del sistema di lubrificazione a condizioni di lavoro anomale, portando così a guasti prematuri e gravi. In particolare, il gruppo radiatore olio/filtro installato vicino all’uscita della pompa può subire danni provocati dalla sovrapressione. In definitiva, l’eccessiva pressione del lubrificante porterà a gravi perdite del sistema. Se uno scoppio interno del radiatore dell’olio porta il lubrificante a penetrare nel circuito del refrigerante o gravi perdite di olio dalle guarnizioni del sistema bruciate, tutto ciò si tradurrà in una perdita di lubrificante e in un guasto catastrofico del motore e delle sue apparecchiature. * La valvola limitatrice di pressione può usurarsi nel tempo, ma in genere il suo guasto è prematuro e consequenziale ad altri problemi. Per evitare che la valvola si incastri, portando così al guasto critico del sistema di lubrificazione, si raccomandano alcune misure preventive e regolari: * • * Sostituire l’olio e il filtro dell’olio regolarmente e secondo il programma di manutenzione del veicolo. --- ## Il materiale ed i suoi contenuti sono forniti senza garanzie di alcun tipo e, pubblicandolo, decliniamo ogni responsabilità. Seguire sempre le istruzioni fornite dal produttore del veicolo per rispettare le corrette procedure di assistenza e manutenzione. Nissens Automotive A/S non sarà ritenuta responsabile per eventuali danni alla proprietà o lesioni personali, danni diretti o indiretti, dovuti a guasti o tempi di fermo nel funzionamento del veicolo causati da un’errata applicazione, installazione e/o abuso dei nostri prodotti. [Język: EN] * ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Danimarca. Per ulteriori informazioni, visitare il sito: www.nissens.com * Lubrificante miscelato con refrigerante, visibile sulle uscite del radiatore dell’olio. * Uno degli esiti più comuni della sovrapressione del lubrificante e dello scoppio interno del radiatore dell’olio. --- ## Nissens_TechnicalBulletin_EC - Oil Cooler Installation.indd 1 03.03.2023 15:17:41 [Język: EN] --- ## Forkert og forhindret smøring kan føre til alvorlig beskadigelse af kritiske turbokomponenter – specielt akslen og lejesystemet – og er almindelige årsager til den meget høje frekvens af turbonedbrud i de populære PSA DV6-motorer (1.6 diesel). Hovedårsagerne til disse smøringsproblemer er primært eksterne faktorer, f.eks. forkerte serviceprocedurer eller det specifikke design af motoren og dens udstyr. Hvis hovedårsagerne til smøringsproblemer ikke elimineres, vil det få den nyinstallerede turbo til at bryde sammen hurtigt. Smøringsproblemer, der er typiske for PSA DV6-motorer, kan klassificeres som følgende: [Język: DK] --- ## • [Język: DK] * Fremmedlegemer i luftindsugnings-/udstødningssystemet > kompressor/turbinehjul og beskadigelse af aksel --- ## • [Język: DK] * Følg en separat monteringsvejledning for DV6-motorens turbo, som er udarbejdet af Nissens, og supplerende vejledninger fra bilproducenten --- ## • [Język: DK] * Ud over standarddele og anbefalede dele skal du udskifte alle andre dele, der kræves specifikt til korrekt montering af DV6-motorens turbo – f.eks. Nissens-sætnr. 9300906, herunder: turboens olietilførsels- og tilbageløbslinjer, beslag, tilslutninger og tætninger, oliesumpens opsamler/si --- ## POSSIBLE ROOT CAUSES [Język: EN] * > Oil leaks within the engine compartment * soiling the intercooler * > Careless service/maintenance --- ## COMMON INTERCOOLER FAILURES [Język: EN] * TURBOCHARGER RELATED INTERCOOLER FAILURES * Intercooler failure is often linked to turbocharger damage. Replacement of the turbocharger introduces several risks, * if not carried out according to installation * guides. Turbo residues can easily clog the intercooler, especially oil, but also other particles and broken off turbo parts. * A leaking intercooler is often due to high system pressure, which can eventually cause a deformation of the plastic tank, resulting in a leaking intercooler. * If residues are left in the system after an installation, there is a risk of blockage, which will cause the pressure in the system to increase. Thus, the intercooler will have to withstand a much higher pressure than what it was built for, eventually causing the * intercooler to fail. The same issue can arise * when the output of a turbo is manually increased. The increased pressure takes an extra toll on the intercooler, increasing the risk of the tank blowing. * Installing a new turbocharger, without investigating the intercooler first, the system will run a high-pressure sequence, where oil and particles that have * accumulated in the intercooler are at * risk of being blown into the combustion * chamber. If this debris enters the * combustion chamber, they are at a great risk of damaging the engine. * NISSENS INTERCOOLERS IN SHORT --- ## > Always replace the intercooler along with new turbocharger [Język: EN] * – obligatorily, especially when * the previous turbo failed due to seizure or compressor/turbine wheels bursting. * > Before fitting a new intercooler, investigate what caused the failure. Eliminate the root cause of the malfunction to avoid further break * downs after installation. * > When installing/replacing turbo or/and the intercooler, thoroughly observe the fitting instruction recommended by the part/vehicle * manufacturer. * REPLACING THE INTERCOOLER * > Check air routing between the * turbocharger and intercooler to * ensure there are no impurities/ particles/blockages/reductions in cross-sections. * > Check air routing between the intercooler and intake manifold to ensure there are no impurities/ particles/blockages/reductions in cross-sections. * > Clean/replace damaged, blocked * or soiled air routing and attachment * parts. * > Replace any air routing seals, coolant connections (in the case of water-cooled intercoolers) as required. * > Make sure that all connecting elements are tight, no leaks occur and no “secondary air” is drawn in. * > Always use a leak tester between turbo and intake after mounting of a new turbo, intercooler, pipes and * hoses. * > Check charging pressure with manometer gauge or your OBD * connection. --- ## ARTYKU.Y TECHNICZNE NISSENS, KWIECIE. 2021 SAMOCHODOWE UK.ADY KLIMATYZACJI [Język: PL] * STRONA 3 / 3 * Mo.na | unikn.. | wielu | powa.nych | zaworem | rozpr..nym. | Sugerowane | klimatyzacji od powa.nych awarii. Nale.y * uszkodze. spr..arki sprawdzaj.c zawór | jest | porównanie | ci.nie. | w | uk.adzie | zawsze | wymienia. | zawór | rozpr..ny, * rozpr..ny podczas diagnostyki | uk.adu | z | plakatem | serwisowym | Nissens | gdy | odnotowano | zanieczyszczenia * klimatyzacji. Nale.y zwróci. uwag. | na | nt. | diagnostyki | ci.nieniowej | uk.adu | w | uk.adzie | lub | gdy spr..arka uleg.a * zawór | rozpr..ny, | gdy | mia.o | miejsce | klimatyzacji. | zatarciu lub przegrzaniu. * zatarcie oryginalnej spr..arki i nast.pi jej wymiana. | • | Przegrzanie zmierzone na wyj.ciu z parownika pozwoli ustali. czy zawór | • | Nale.y pami.ta., klimatyzacji przed | aby p.uka. monta.em | uk.ad nowej * Specjali.ci | w | serwisowaniu | uk.adów | i | system | pracuj. optymalnie. Nale.y | spr..arki | oraz | przed | za.o.eniem * klimatyzacji rekomenduj.: | zmierzy. | temperatur. | na | wyj.ciu | z | nowego | zaworu | rozpr..nego. Nale.y * • | Nale.y zapozna. si. z konstrukcj. uk.adu klimatyzacji przed jego diagnostyk., aby ustali. potencjaln. awari. zaworu rozpr..nego. Istniej wiele rozwi.za. konstrukcyjnych uk.adu klimatyzacji a objawy awarii mog. si. ró.ni. w zale.no.ci od typu spr..arki, ilo.ci czujników ci.nienia oraz uk.adu | parownika oraz ci.nienie po stronie niskiego ci.nienia w uk.adzie (LP). Nale.y odnie.. zmierzone ci.nienie do temperatury nasycenia danego czynnika u.ywaj.c wykresu ci.nienie.temperatura (P-T). Odejmuj.c te dwie warto.ci temperatur otrzymuje si. warto.. przegrzania czynnika. | si. upewni., .e w uk.adzie nie ma zanieczyszcze. sta.ych, wilgoci oraz cieczy p.ucz.cej uk.ad. W przypadku ch.odnicy klimatyzacji wykonanej w technologii rurek z mikrokana.ami (ang. microtube) nale.y j. wymieni. na now., gdy. niemo.liwe jest jej prawid.owe wyp.ukanie. * steruj.cego systemem. | • | Przy | wymianie | spr..arki | • | Test szczelno.ci za pomoc. azotu oraz * • | Nale.y przeprowadzi. rozszerzon. diagnostyk. uk.adu. Diagnostyka ci.nieniowa uk.adu za pomocn. manometrów mo.e ujawni. | klimatyzacji, wraz z innymi cz..ciami zamiennymi nale.y wymieni. tak.e zawór rozpr..ny. Zawór TXV stanowi relatywnie niski koszt, | wykonana i utrzymana przez d.ugi czas pró.nia w uk.adzie s. obowi.zkowe przed nabiciem uk.adu, gdy. eliminuj. wilgo. z uk.adu. * najbardziej | typowe | problemy | z | jednak.e | pozwoli | to | uchroni. | uk.ad --- ## Zapoznaj si. z poradami Nissens na temat zaworów rozpr..nych i diagnostyki uk.adu klimatyzacji: [Język: PL] * 1. * Biuletyn techniczny – usterki zaworów TXV --- ## 3. [Język: PL] * Krótki film serwisowy, wymiana zaworu rozpr..nego --- ## TECHNICAL BULLETIN ENGINE COOLING [Język: EN] --- ## COOLANT LEAKS / COOLANT FLOW RESTRICTIONS > IMPROPER COOLING [Język: EN] * OF THE ENGINE > ENGINE OVERHEATING/SEVERE FAILURES --- ## There are several common radiator failures and majority are provoked rather by external factors than by the radiator itself. In all instances, a faulty, leaking or restricted flow radiator will significantly affect the engine operation and may lead to its unrepairable failures. [Język: EN] * Common radiator problems, symptoms and root causes: --- ## Aluminium powder and rust deposits at the radiator header plate / inside the radiator /at inlet and outlet [Język: EN] * • * Improper use of coolant, i.e. tap water/dirty water, reuse of antifreeze, mixing of different kinds of antifreeze, improper coolant/coolant mixture --- ## • [Język: EN] * Improper / lack of flushing of the system prior to radiator replacement --- ## Radiator surface covered by various contaminants restricting air flow through the fins [Język: EN] * Excessive pollution environment, lack of vehicle maintenance, oil/coolant leaks * causing the surface being sticky thus attracting debris/contaminants --- ## Visible white powder inside / at header plates, greenish fins and tubes [Język: EN] * Vehicle’s fault current affecting the cooling system causing an electrochemical reaction --- ## SYSTEM OVERPRESSURE > BLOWN/BURST TANKS / RADIATOR TUBES > COOLANT LEAKS [Język: EN] --- ## Visible bursts or deformation on the radiator parts [Język: EN] * Defective radiator cap, restricted flow within expansion tank, blown engine’s header gasket, improper coolant (too low boiling point) --- ## BROKEN RADIATOR THREADS > COOLANT LEAKS [Język: EN] --- ## Leaks/loose couplings within oil cooler fittings [Język: EN] * (if integrated with the radiator), coolant sensor socket, drain plugs * Threads stripped due to careless/improper service --- ## Inspect the radiator surface, cap, expansion tank and ducts on a regular basis. [Język: EN] * Use solely coolant/coolant mixture prescribed by the car manufacturer * Before installing a new radiator inspect what caused the previous part to fail and eliminate its root cause. * Specifically: * • * The entire cooling system must be flushed --- ## • [Język: EN] * Inspect the vehicle electrical system, make sure the cooling system is not exposed to/in contact with a fault current --- ## • [Język: EN] * Inspect the radiator cap, expansion tank and ducts as well as make sure the engine header gasket is intact --- ## Handle the radiator with proper care. It is fragile and its sticking out elements such as mounting brackets, inlet/outlet or drain plugs can easily get broken in transport or by installation. [Język: EN] --- ## Inner soiling / scale / corrosion seen at the radiator outlet. Improper coolant applied. [Język: EN] --- ## Inner flow restrictions. Impurities in the cooling system not flushed properly. [Język: EN] --- ## Excessively soiled radiator surface. Disable its heat dissipating function thus leads to engine overheating. [Język: EN] --- ## Blown radiator / radiator tank. Caused by system ovepressure and e.g. engine header gasket blown, faulty radiator cap/expansion reservoir or restriction within the cooling system/radiator inner channels. [Język: EN] --- ## • [Język: EN] * Gravi guasti meccanici del turbocompressore, dovuti principalmente a eccessiva velocità (collasso della ruota del compressore, rottura dell’albero, ecc.) --- ## Il turbocompressore è un componente altamente sofisticato e tecnologico. È un dispositivo azionato da una turbina che forza l’ingresso di aria supplementare nella camera di combustione del motore, aumentando così l’efficienza e la potenza di quest’ultimo. Il turbocompressore lavora in difficili e impegnative condizioni di aria compressa, alti regimi ed elevate temperature di scarico e la sua funzionalità si basa su diversi sistemi del veicolo. [Język: EN] * La regolare manutenzione dei veicoli e il corretto stato dei sistemi, come la lubrificazione del motore, l’aspirazione dell’aria, la pressione dell’aria e gli impianti di scarico, sono di importanza cruciale per la vita del turbocompressore e il funzionamento del sistema di sovralimentazione. --- ## • [Język: EN] * Guasti del turbocompressore (guasti alla valvola wastegate o alle palette) --- ## • [Język: EN] * Guasti del dispositivo di comando del turbocompressore - attuatori, controllori sovralimentazione --- ## La scarsa tenuta dei condotti che convogliano l’aria all’interno del circuito del turbocompressore è uno dei principali problemi che influenzano la funzionalità del sistema di sovralimentazione. [Język: EN] * Le perdite d’aria possono verificarsi sia sul lato del vuoto, cioè dall’aspirazione dell’aria all’ingresso del turbo, sia sul lato della pressione dell’impianto, cioè dall’uscita del turbo al collettore di aspirazione del motore. In ogni caso, le perdite portano a uno scarso approvvigionamento d’aria nel sistema di sovralimentazione e genereranno vari problemi. Il problema principale è la condizione di underboost, in cui il sistema non è in grado di generare la pressione dell’aria di sovralimentazione necessaria. Ciò comporta una significativa riduzione delle prestazioni del motore. * Inoltre, può essere compromesso il corretto funzionamento del motore in quanto un approvvigionamento d’aria difettoso altera il rapporto aria/carburante, causando una combustione errata o scarsa efficienza dei consumi. Inoltre, vari sensori, come quello di contropressione/MAF/MAP, misureranno valori difettosi, causando ulteriori errori | registrati dalla centralina elettronica e talvolta regolando il motore in modalità limp. * La porosità dei tubi in gomma vecchi, le crepe nei tubi flessibili, i danni meccanici, compresi attrito e impatto termico, così come le fascette allentate e le connessioni non a tenuta sono le cause più comuni delle perdite del sistema di sovralimentazione. * N.B. Le perdite d’aria nel sistema causano un maggiore carico sul turbocompressore, provocando velocità eccessiva e guasti prematuri e irreparabili. --- ## Oil pressure relief valve withing the oil filter/oil cooler assembly makes sure that the delivered lubricant pressure is consistent regardless of the engine speed. It protects the system against overpressure. Malfunctions of the valve is one of the major reasons for oil pressure issues within the system. Its moving elements need very precise clearance or they can get stuck, thus causing failure in the flow control. [Język: EN] * Especially, the oil cooler/filter assembly installed close to the pump outlet can suffer from damage provoked by overpressure. * The pressure relief valve may wear out over time but typically its failure is premature and consequential to other problems. To avoid the valve getting stuck, thus leading to the lubrication system’s critical failure, some prevention and regular service are recommended: * • * Replace oil and oil filter regularly and according to the vehicle’s maintenance schedule. --- ## Entrée Condenseur [Język: EN] * …du Compressor * 60-90 °C / 140-194 °F --- ## Aftermarket Bulletin [Język: EN] * BorgWarner Turbo Systems GmbH | Alte B40 No. 1 | D-67292 Kirchheim-Bolanden | Telephone +49 (0) 6352 403 4831 Fax +49 (0) 6352 403 4840 E-mail cseibert@borgwarner.com | Contact Person Christian Seibert --- ## Date : 08.08.2013 Bulletin Number : S08A2013 [Język: EN] * R2S™ CHARGING SYSTEM 1000 988 0036 FOR MERCEDES-BENZ SPRINTER * IMPORTANT INFORMATION * Dear Distributor, * With bulletin M10A2012 we informed you that the R2S system 1000 988 0036 services the previous version 1000 970 0008. However, there is a significant geometrical difference between the two products: --- ## NISSENS TECHNISCH BULLETIN TRUCKS [Język: EN] --- ## TOEPASSING ECV-AIRCOCOMPRESSOREN (EXTERN GESTUURD) [Język: EN] --- ## ALLE MOTOR-/VOERTUIGMODELLEN MET ECV-AIRCOCOMPRESSOR [Język: EN] --- ## BV. DEFECTE/VASTGELOPEN TEMPERATUUR/DRUKSENSOR, EEN OPEN [Język: EN] * OF GEAARD CIRCUIT IN DE BEDRADING > ONJUIST BESTURINGSSIGNAAL * NAAR DE AIRCO-BESTURINGSMODULE/COMPRESSOR --- ## Onjuiste of onderbroken werking van elektrische signalen is een van de meest voorkomende problemen die [Język: EN] * de werking van het aircosysteem kunnen aantasten. Foutieve uitlezingen en signalen die door de verschillende sensoren van het systeem worden gegenereerd, leiden ertoe dat de ECV-aircocompressor abnormaal of helemaal niet werkt. * Voorbeeld: aircocompressor start niet. Reden: gebrekkige uitlezingen van de temperatuursensor van de motorkoelvloeistof die op oververhitting wijzen * Zorg dat u de juiste voertuiggegevens heeft. Zorg voor een schakelschema van het HVAC-systeem voor het voertuigmodel waarmee u werkt. Het schakelschema en het begrip ervan zijn belangrijk instrumenten bij storingzoeken. Aan de hand hiervan kan de technicus bepalen welke componenten in aanmerking moeten worden genomen, hoe ze functioneren en hoe ze gerelateerd zijn aan andere inputs en signalen. * 1. * Test de werking van de compressor en controleer de variabele regelklep. --- ## 2. [Język: EN] * Als uit de inspectie blijkt dat de regelklep en de compressor intact zijn en de unit werkt nog steeds niet, moeten na de service de stuursignalen worden onderzocht die naar de unit worden gezonden. --- ## 4. [Język: EN] * Monitor en analyseer de inputsignalen die naar de aircocompressor worden gezonden. --- ## WERKING VAN DE AIRCOCOMPRESSOR – of de koppeling inslaat (compressoren met elektromagnetische koppelingen) en of het spoelrelais van de koppeling goed functioneert. [Język: EN] * ECV-REGELKLEP – de weerstand van de elektromagnetische spoelen, 3,6 Ohm is juist voor 12V-systemen, test de spoelprestaties; de veranderingen in de capaciteit van de aircocompressor die worden veroorzaakt door een speciale tester. * OBD-DIAGNOSTIEK – geregistreerde fouten in de HVAC-module. * STUURSCHAKELAARS EN RELAIS – of ze de juiste signalen naar de HVAC-module sturen. * SPANNING – of het juiste niveau wordt gegenereerd, in overeenstemming met de specificaties * van de voertuigfabrikant. * ZEKERINGEN – de conditie van de zekeringen die gerelateerd zijn aan de componenten van het airconditioningsysteem. Bedenk dat een doorgebrande zekering een teken is van een onjuiste conditie * binnen het circuit. Een losgeraakt contact van de zekering kan ook de oorzaak zijn van uitval van de zekering. * BEDRADING – CONDUCTIVITEIT - de kabelisolatie van het verdachte onderdeel en de verbinding * met stroom/aarde inspecteren. * vervolg op volgende pagina >> --- ## INPUTSIGNALEN BESTURINGSELEMENTEN – drukschakelaars, transducers, temperatuursensoren. [Język: EN] * Labscoop – bij meting van de inputsignalen van de aircocompressor zouden veranderingen die worden veroorzaakt om signaalveranderingen te observeren (bv. directe veranderingen bij bediening van het gaspedaal voor de motor (gaspedaal ingedrukt)) de output van de compressor moeten verlagen of helemaal uitschakelen - het juiste pulsbreedtesignaal op de scoop zou tijdelijk moeten veranderen of tot 0% moeten dalen. --- ## Te laag variabel spanningssignaal naar de compressor of dichtbij 10% aan-tijd kan erop wijzen dat een ander signaal de compressor laat uitschakelen. [Język: EN] --- ## Een speciale tester voor ECV-compressoren maakt grondig storing zoeken op verschillende aspecten van de regelklep mogelijk. [Język: EN] * Door weerstandmeting kan worden gecontroleerd of de regelklep in goede * conditie is. * Verder maakt de tester handmatige regeling van de prestatie-instellingen van de compressor mogelijk. --- ## Met een labscoop kunnen inputsignalen worden gemeten bij de variabele regelklep op de compressor. [Język: EN] * Een te laag variabel spanningssignaal naar de compressor of een signaal van ongeveer 10% aan-tijd kan erop wijzen dat er iets is dat het systeem laat uitschakelen. * Pulsbreedte-gemoduleerd signaal op de scoop bij de aircocompressor, op ongeveer 20% van de pompcapaciteit. * Pulsbreedte-gemoduleerd signaal * op de scoop bij de aircocompressor, * op volle pompcapaciteit. --- ## ECV AC COMPRESSORS (EXTERNALLY CONTROLLED) [Język: EN] --- ## ALL ENGINE/VEHICLE MODELS WITH ECV AC COMPRESSOR [Język: EN] --- ## COMPRESSOR DOES NOT START/OPERATE [Język: EN] --- ## E.G FAULTY/STUCK TEMPERATURE/PRESSURE SENSOR, [Język: EN] * AN OPEN OR GROUNDED CIRCUIT IN THE WIRING * > IMPROPER IMPUT SIGNAL TO THE AC CONTROL MODULE/COMPRESSOR --- ## Improper or interrupted electrical signal input is one of the common failures that may affect operation of the AC system. Erratic readings and signals generated by the system’s various sensors will cause abnormal or no operation of the ECV AC compressor. [Język: EN] * Example: AC compressor does not start. Reason: faulty readings from the engine coolant temperature sensor indicating engine overheating. * Make sure you have the proper vehicle data. Obtain an electrical circuit diagram for the HVAC system for the vehicle model you work on. The electrical circuit diagram and its understanding is a major part of the troubleshooting. It enables the operator to define which components must be taken into consideration, how they operate and how they are related to other inputs and signals. * 1. * Test performance of the compressor as well as inspect the variable control solenoid --- ## 2. [Język: EN] * If the inspection process confirms that the solenoid and the compressor are intact and the unit still does not operate, further troubleshooting of the control signals sent to the unit must follow the service --- ## 4. [Język: EN] * Monitor and analyze input signals sent to the AC compressor --- ## AC COMPRESSOR OPERATION – if the clutch engages (compressors with electromagnetic clutches) and the clutch’s coil relay operation. [Język: EN] * ECV SOLENOID - the electromagnetic coils resistance, 3,6 OHM is correct for 12V systems, coil performance thus the AC compressor capacity changes provoked by a dedicated tester * OBD DIAGNOSTICS - HVAC module registered errors * CONTROL SWITCHES AND RELAYS - if send the proper signals to the HVAC module * VOLTAGE – if generated on the proper level and according to the car manufacturer specification * FUSES – condition of these related to the AC system components. Keep in mind, a burned fuse is a sign of some improper condition within the circuit. A loosened contact of the fuse stick can also provoke the fuse failure. * WIRING – conductivity – inspect the suspect component harness insulation and connectivity to power/ground * continues on the next page >> --- ## INPUT SIGNALS CONTROL DEVICES – pressure switches, transducers, temperature sensors [Język: EN] * LAB SCOPE - tracking the AC compressor input signals, provoking changes to observe the signal changes, e.g. instant changes in the engine throttle opening (gas pedal pushed) should reduce the compressor output or shut it off completely - the correct pulse-width signal on the scope should momentarily change or drop to 0% --- ## Too low variable voltage signal to the compressor or close to 10% on time may indicate that some other signal commands the compressor off. [Język: EN] --- ## A dedicated ECV compressor tester enables a thorough troubleshooting of the solenoid in various aspects. [Język: EN] * Resistance measurement can confirm if the solenoid is in operational condition. * Furthermore, the tester enables manual control of the compressor performance settings. --- ## Use of a lab scope can track input signals at the variable control solenoid on the compressor. [Język: EN] * Too low variable voltage signal to the compressor or close to 10% on time may indicate that something commands the system off. * Scope pulse-width modulated signal by the AC compressor by about 20% of the pumping capacity * Scope pulse-width modulated signal by the AC compressor by its full pumping capacity --- ## TECHNICK. BULLETIN NISSENS NÁKLADNÍ VOZIDLA [Język: EN] --- ## COMPRESSOR WHEEL DAMAGES [Język: EN] * BY FOREIGN OBJECTS --- ## One of the most common causes of turbo failure are foreign objects damaging the compressor wheel. The objects are typically drawn in via the air intake system. When they hit the compressor wheel, moving at its high RPM, they can cause serious damages to its blades. The blades break off and the splinters cause further damage to the entire wheel assembly. [Język: EN] * Frequent sources of foreign objects: * • Excessive wear/clog of the air filter * • Excessive pollution - debris / solids getting via the intake channels * • Intake ducts/elements break apart - porosity, cracking, etc. * • Crankcase ventilation failures * When installing a new turbo on this vehicle type, pay specific attention to: * • Thoroughly clean/vacuum air filter box * • Install new air filter * • Check condition and if necessary replace all hoses and pipes between turbo and air filter box, including MAF sensor * • Check if any foreign objects/parts from the damaged turbo are located in the air intake system and remove if so * • Check to ensure the crankcase ventilation system operates properly, and clean or replace if necessary * NB! When installing the new turbo from Nissens, always comply with the installation instructions included in the product box. Disregarding any of the above instructions may lead to serious, irreversible failures of the newly installed turbocharger or/and of the engine. --- ## Compressor wheel damage caused by foreign objects [Język: EN] --- ## INSTALLATION DU REFROIDISSEUR D’HUILE [Język: EN] --- ## TECHNICAL BULLETIN TURBOCHARGER INSTALLATION ADVICE [Język: EN] --- ## • [Język: EN] * Foreign objects in the air intake/exhaust system > compressor/turbine wheel and shaft damage --- ## • [Język: EN] * Air intake system leaks > turbo overspeeding > premature wear of the shaft and the compressor wheel --- ## • [Język: EN] * Besides standard and recommended parts, replace all other parts required specifically for the proper DV6 engine turbo installation – e.g. Nissens kit no. 9300906 including: turbo oil feed + return lines, fittings, connectors and seals, the oil sump pickup/strainer. --- ## NB! When installing new turbo from Nissens, always comply with the installation instructions included in the product box. Disregarding any of the above instructions may lead to serious, irreversible failure of the newly installed turbocharger and/or of the engine. [Język: EN] --- ## TECHNICAL BULLETIN TURBOCHARGER INSTALLATION ADVICES [Język: EN] --- ## Once the turbo is installed, remember to check the oil pressure on the oil feed line [Język: EN] * or check the oil flow when decoupling the oil return line from the installed turbo * NB! When installing the new turbo from Nissens, always comply with the installation instructions included in the product box. Disregarding any of the above instructions may lead to serious, irreversible failures of the newly installed turbocharger and/or of the engine. --- ## PAGINA 2 / 3 [Język: EN] * In elk aircosysteem wordt het ex.pansieventiel in de fabriek ingesteld om de juiste oververhittingsconditie te handhaven bij de verdamperuit.gang, zodat de beste werking van het systeem wordt verzekerd. Naast zijn primaire functie van dosering en stromingsregeling van het koudem.iddel in de aircocyclus, is het expan.sieventiel ook van belang voor de levensduur van de aircocompres.sor. Vertraging in de kleprespons of onjuiste, ongebalanceerde doser.ing, behoren samen met een vastzit.tende klep in open of gesloten stand tot de meest voorkomende expan.sieventiel-storingen. * ONJUISTE DOSERING VAN DE KOUDEMIDDELSTROOM * Verslechterde dosering treedt vaak op bij expansieventielen van lage kwaliteit en in voertuigen met een hoge kilometerstand, vanwege slijtage of lekken in de vulling van het thermische voelerelement van de klep en onjuiste instelling van de oververhitting van het ventiel. * Dit probleem doet zich voor wanneer het primaire (thermische) regelelement van het ventiel niet meer de juiste detectie- en reactie-instellingen heeft. Dit kan leiden tot een te grote of te kleine stroom koudemiddel naar de verdamper, en geen van deze scenario’s is gunstig voor het systeem. Als er te weinig koudemiddel wordt afgegeven, * neemt de efficiëntie van de warmtewisseling * van de verdamper aanzienlijk af, omdat maar een klein deel van zijn capaciteit wordt benut. Hierdoor presteert het systeem te weinig en wordt de compressor blootgesteld aan hoge belasting, en mogelijk oververhitting en snellere slijtage (minder koudemiddel betekent ook dat er minder olie circuleert om de inwendige onderdelen te smeren). Aan de andere kant kan een overmatige stroom koudemiddel leiden tot ongecontroleerde systeemprestaties. Er bestaat een grote kans dat koudemiddel in vloeibare toestand de verdamper verlaat (geen oververhittingsconditie), wat leidt tot ernstige problemen in de compressor door zogenoemde vloeistofslag. * VASTZITTEND VENTIEL * De hoofdoorzaak van dit probleem is vaak de aanwezigheid van vuil en onzuiverheden in het aircocircuit, wat verband houdt met onjuist gebruik van additieven in het aircosysteem, * een versleten filter/droger, metaalsplinters na vastlopen van de compressor, of een onjuiste/ * gebrekkige spoelprocedure. * Afhankelijk van de stand waarin het ventiel vastzit, zijn er meerdere scenario’s mogelijk die uitkomst bieden. Een volledig gesloten of verstopt ventiel leidt tot een beperkte stroom koudemiddel. Naast een lagere * efficiëntie, tekort aan smering, weinig/geen * koeling loopt de druk aan de hogedrukzijde van het systeem drastisch op waardoor * de aircocompressor oververhit raakt/ * vastloopt. In sommige moderne voertuigen zijn vlak na de compressor druksensoren aangebracht die de compressor beschermen tegen vastlopen door hem op het juiste moment uit te schakelen. In systemen met een eenvoudiger ontwerp of systemen met compressoren met een vast slagvolume of scroll-compressoren kan het ventiel ernstige compressorproblemen veroorzaken als hij in gesloten stand vast blijft zitten. Iets anders is het als het ventiel vastzit in * geheel/gedeeltelijk geopende stand. Dit * betekent dat er geen of een te geringe drukdaling optreedt in het expansieventiel, waardoor de druk op de servicepoort aan de lagedrukzijde te hoog wordt. Dit type storing zal hoogstwaarschijnlijk geen toestandsverandering van het koudemiddel veroorzaken, waardoor de thermische * efficiëntie afneemt (de olie wordt verdund) en * de zuigleiding mogelijk bevroren wordt. In dit geval wordt als eerste symptoom de slechte werking van het systeem opgemerkt, maar uiteindelijk is de compressor waarschijnlijk aan het vastlopen door vloeistofslag of oververhitting omdat het koudemiddel geen koudefactor meer levert. --- ## Concentratie van onzuiverheden en vuil in het expansieventiel. Verontreiniging [Język: EN] * van het systeem, additieven, versleten filter/ * droger, metaalslijpsel na vastlopen van de aircocompressor, niet goed spoelen - dit alles kan leiden tot inwendige blokkeringen van het ventiel. * * IJSVORMING OP DE VERDAMPER * Voordat u meteen het expansieventiel als oorzaak ziet van ijsvorming op de verdamper, moet u controleren of het * interieurfilter niet vuil/verstopt is en of * het systeem niet te weinig smeermiddel bevat of lekt, en of er geen vocht in het systeem zit. --- ## PAGINA 3 / 3 [Język: EN] * U kunt ernstige compressorproblemen voorkomen door het expansieventiel te controleren bij storingzoeken in het systeem. Besteed extra aandacht aan het ventiel als de originele compressor is vastgelopen en moet worden vervangen. * Zie wat wordt aanbevolen door airco.specialisten: * • * Herken het systeemontwerp voordat u gaat storingzoeken in het systeem om mogelijke expansieventiel.problemen op te sporen. Er bestaan veel systeemontwerpen, en de symptomen kunnen verschillen naargelang het type compressor, het aantal en type druksensoren en het type systeembesturing. --- ## problemen met het expansieventiel worden opgespoord. Bekijk de Nissens serviceposter met het scenario van bedrijfsdrukken. [Język: EN] * • De oververhitting die wordt gemeten bij de verdamperuitgang kan u helpen concluderen of het expansieventiel, en dus het systeem, optimaal functioneert. Meet de temperatuur bij de verdamperuitgang en de werkelijke druk aan de lagedrukzijde. Vergelijk de druk aan de lagedrukzijde met de verzadigingstemperatuur van het koudemiddel aan de hand van de P-T.tabel voor het betreffende koudemiddel. Door de twee temperaturen af te trekken krijgt u de werkelijke oververhittingswaarde. * • Vervang behalve andere onderdelen ook altijd het expansieventiel wanneer u de aircocompressor vervangt. Het expansieventiel is * een relatief kleine kostenpost, maar kan u ernstige problemen besparen. Vervang het ventiel altijd als u ernstige verontreiniging constateert in het systeem en na uitvallen van * de compressor door vastlopen/ * oververhitting. * • * Vergeet niet het aircosysteem te spoelen voordat u de nieuwe aircocompressor plaatst en bij vervanging van het expansieventiel. Zorg dat er geen vuil, vocht of resten spoelmiddel achterblijven in het systeem. Condensors met een microtubes (dunne buisjes) moeten altijd worden vervangen, want ze kunnen onmogelijk worden gespoeld. --- ## Meer informatie over storingzoeken in het expansieventiel en het airconditioningsysteem kunt u vinden in de gerelateerde materialen van Nissens [Język: EN] * 1. Nissens Expansieklep Montagehandleiding (video) * 2. * Technisch bulletin – Storingen in het expansieventiel --- ## Plusieurs raisons peuvent provoquer le disfonctionnement d’un pulseur. Le problème peut survenir juste après son installation ou bien ultérieurement. Des problèmes peuvent également provenir d’un non remplacement du filtre habitacle. [Język: EN] * D’autres éléments du circuit électrique de la voiture peuvent causer des dysfonctionnements au pulseur. Une alimentation défectueuse peut surcharger le système électrique, ce qui entraînera un dysfonctionnement du pulseur. * Un problème peut survenir suite à un démarrage de la voiture avec des câbles. Ce démarrage va induire, pendant une courte période, jusqu’à 24 volts supplémentaires dans le système, ce qui pourrait faire subir une surtension au pulseur. Dans certains cas, le démarrage de la voiture peut également provoquer un dysfonctionnement du pulseur, car une surtension provenant du système aura provoqué un pic. --- ## Trois facteurs sont importants lors du remplacement d’un pulseur. Ces facteurs sont: le système électrique du véhicule, la qualité des composants et une manipulation correcte du produit. [Język: EN] * Il est recommandé de remplacer le pulseur d’habitacle tous les huit ans. Passé ce délai, son risque de dysfonctionnement augmente considérablement. Pendant la durée de vie du pulseur, il est important de respecter un entretien régulier. Les logements avec des intérieurs en plastique peuvent augmenter l’humidité et la condensation, ce qui, dans certains cas, peut provoquer une corrosion autour des balais de charbon. * Lors de l’installation d’un pulseur, il est important que la roue soit protégée, à la fois pendant le transport et pendant le montage. Même des chocs mineurs de la roue peuvent entraîner un déséquilibre. Une roue déséquilibrée sera bruyante. Il est également important que les vis ne soient pas trop serrées lors du montage. Cela peut casser les supports en plastique, faire vibrer la roue et générer du bruit dans l’habitacle. * Il est également important de toujours s’assurer que le fusible dispose d’une valeur en Ampères telle que définie par le constructeur. Si l’ampérage est trop faible, le fusible fondra, et si l’ampérage est trop élevé, le système sera surchargé, provoquant un dysfonctionnement du pulseur. --- ## PAGINA 2 / 4 [Język: EN] * WAT JE MOET WETEN OVER HET WARMTEPOMPSYSTEEM * In tegenstelling tot een conventioneel aircosysteem kan een warmtepompsysteem het interieur van een auto zowel verwarmen als koelen. Het systeem regelt ook de temperatuur van de elektromotor, het accupakket en de vermogenselektronica van de auto. Het systeem fungeert als het temperatuurmanagementsysteem van de auto dat de levensduur van het accupakket en de actieradius helpt te vergroten. * Het warmtepompsysteem is een heel energie. * efficiënte thermische systeem. Het garandeert een * optimale verwarming en koeling en de impact op het laadniveau van het accupakket is relatief klein omdat er minder PTC-verwarmingselementen nodig zijn om hetzelfde comfortniveau te bereiken. * Het warmtepompsysteem van een NEV verschilt van een conventioneel aircocircuit en bestaat uit meer en andere onderdelen. Veel onderdelen die bij een conventioneel systeem mechanisch werken, zijn bij een NEV volledig elektrisch. Er wordt bijvoorbeeld een met hoogspanning gevoede, volledig elektrische aircocompressor toegepast om het systeem ook volledig operationeel te houden als de auto niet rijdt. Daarnaast is het systeem voorzien van verschillende elektronisch aangestuurde kleppen waarmee de richting van de koudemiddelstroom in het circuit wordt geregeld. Het systeem bevat bijvoorbeeld ook meer warmtewisselaars, zoals de warmtecondensor van het interieur (of “chiller”), een warmtewisselaar koelvloeistof/koudemiddel. Deze extra componenten maken het onderhoud aan het systeem complexer. --- ## VEEL VOORKOMENDE PROBLEMEN [Język: EN] * Net als bij een conventioneel klimaatregelingssysteem kunnen er bij het warmtepompsysteem van een NEV verschillende problemen voorkomen. Tot de meest voorkomende problemen behoren lekkages, een slechte smering van de compressor, verontreiniging van het circuit en doorbranden van de compressor. Als zulke problemen niet snel worden verholpen, kan dat leiden tot een verslechterde werking of zelfs uitvallen van het systeem. * Bij sommige hybrideauto’s is de werking van het aircosysteem afhankelijk van het koelsysteem van de verbrandingsmotor. Een defect aan een van deze systemen heeft impact op de algehele verwarmings- of koelprestaties en dus ook op de werking van het accupakket. Goed onderhoud van beide systemen is daarom van essentieel belang voor de levensduur van de auto. * De temperatuurregeling in het interieur is ook een belangrijk punt om op te letten. Als de temperatuurregeling niet goed werkt, is dat vaak een eerste aanwijzing dat er iets mis is met het systeem. --- ## De OE-documentatie van de auto is voor garagebedrijven in de aftermarket een [Język: EN] * essentiële bron van onderhoudsinformatie. * We raden je aan om eerst zoveelmogelijk informatie in te winnen over het warmtepompsysteem waaraan je gaat werken. * Informatie over de lay-out van het systeem, technische tips, bulletins en onderhoudsprocedures vergemakkelijken het werk en stellen je in staat een correcte diagnose te stellen. --- ## Vergeet niet dat veiligheid altijd voor alles gaat bij het werken aan hoogspanningssystemen. Het systeem mag echter alleen spanningsloos gemaakt worden als het hoogspannings-circuit moet worden onderbroken om bijvoorbeeld de aircocompressor te vervangen. Het is niet nodig om het systeem spanningsloos te maken voor het meten van de temperatuur of druk. [Język: EN] * Volg de aangegeven procedures en gebruik de beschermingsmiddelen en het gereedschap die hierbij zijn voorgeschreven. * Alleen gecertificeerde monteurs zijn * bevoegd om werkzaamheden aan het warmtepompsysteem uit te voeren. Je moet ook zorgen dat je de veiligheidsprotocollen kent voordat je aan de werkzaamheden begint. Neem de tijd om het elektrische circuit van de auto waaraan je gaat werken te bestuderen. * Raadpleeg voordat je het hoogspanningssysteem spanningsloos maakt altijd de voorgeschreven procedure in de werkplaatsdocumentatie van de fabrikant, omdat deze procedure per merk en model kan verschillen. * Voor het leeghalen en vullen van het systeem moeten de kleppen van het circuit --- ## voor R744 (CO2) worden gebruikt. Ze werken hetzelfde als bij een systeem dat geschikt is voor R1234yf, maar moeten bestand zijn tegen de tot wel tien keer zo hoge werkdruk van R744 (CO2). Daarnaast werkt een R744 (CO2). [Język: EN] * systeem met een specifiek type smeermiddel (POE of PAG). Controleer de specificaties op * de compressor om zeker te weten dat je de juiste olie gebruikt. --- ## Steeds meer elektrische auto’s zijn voorzien van een hogedruk-warmtepompsysteem dat is gevuld met het koudemiddel R744 (CO2). Voor werkzaamheden aan deze systemen heb je onder meer een speciaal aircoservicestation en veel robuuster gereedschap nodig. [Język: EN] * BLIJF LEREN! * Voor zover je nog geen reparaties of onderhoud aan het aircosysteem van een hybride- of elektrische auto hebt hoeven uitvoeren, zul je daar binnenkort zeker mee te maken krijgen. Jouw expertise in het diagnose stellen en repareren van deze klimaatregelingssystemen is van groot belang voor jouw verdere carrière in de auto- en aircotechniek. * Bij ons vind je veel zelfstudiemateriaal over werkzaamheden aan de klimaatregelingssystemen van NEV’s, bijvoorbeeld over het spoelen van warmtepompsystemen en het vervangen van de hoogspanningsaircocompressor. Nieuwe artikelen met betrekking tot NEV’s en nog veel meer technische informatie vind je op onze expertiseportal: * www.nissens.com/experts --- ## SPECIFIEKE COMPONENTEN DIE JE MOET CONTROLEREN [Język: EN] * Nissens adviseert om bij een * inspectie altijd deze specifieke * componenten te controleren: * IHX * Dit apparaat verhoogt de temperatuur aan de inlaatzijde van de compressor. Met een thermometer kun je aan de hand van het temperatuurverschil tussen de inlaat-en uitlaatzijde bepalen of de IHX goed werkt. Als hij goed werkt, verhoogt hij de temperatuur met koudemiddel uit het hogedrukgedeelte van het aircosysteem. --- ## CONDENSOR [Język: EN] * Dit onderdeel moet je regelmatig controleren op vuil, aantasting en schade aan het warmtewisselingsoppervlak. Een goede werking van de condensor is belangrijk, want als er geen warmtewisseling in plaatsvindt wordt het koudemiddel niet vloeibaar en kan het systeem dus niet koelen of verwarmen. Een slecht werkende condensor kan leiden tot het opslaan van storingscodes door de ECU van het systeem, maar ook tot ernstige beschadiging van de aircocompressor. --- ## ELEKTRISCHE AIRCOCOMPRESSOR [Język: EN] * Bij warmtepompsystemen van een hybride.of elektrische auto wordt een elektrische hoogspanningscompressor toegepast. Zoals * CLIMATE COMFORT SYSTEEM --- ## bij elk aircosysteem vormt de compressor het hart van het systeem. De staat ervan is daarom van essentieel belang voor de werking van het hele systeem. Deze zeer robuust gebouwde compressoren worden door een elektromotor aangedreven en werken op basis van het scroll-principe. De meeste compressoren [Język: EN] * moeten worden gesmeerd met specifieke olie * die niet geleidend mag zijn. * Net als bij andere elektronisch gestuurde apparaten is de werking van de compressor afhankelijk van het stroomsignaal. Dit signaal moet je als monteur dus ook diagnosticeren. Voor nauwkeuriger storingzoeken kan het gebruik van een oscilloscoop worden aanbevolen, in combinatie met OBD en controle van de ingangssignalen. De afwezigheid van verontreinigingen in het circuit is ook van groot belang voor de levensduur van een scroll-compressor. --- ## NISSENS TECHNISCH BULLETIN AC SYSTEEM ONDERDELEN [Język: EN] --- ## Versleten lamellen – Zelfs als de condenser niet lekt kan de werking onvoldoende zijn door gecorrodeerde lamellen. De corrosie zal zich hechten aan de lamellen waardoor deze niet voldoende koelt [Język: EN] * Gebrek aan lamellen – Na verloop van tijd zullen gecorrodeerde lamellen uit de condenser vallen. Hierdoor zal de werking van de condenser (en dus het hele AC systeem) aanzienlijk verminderen en leiden tot eventuele compressor schade door oververhitting. Het ontbreken van slechts 1 rij lamellen beinvloed de werking van de condenser met 3% * Lekke condensor | – Testen hebben aangetoond dat een condensor met ontbrekende lamellen, door corrosie en door (zout) water, uiteindelijk zal gaan lekken. Het lek wordt veroorzaakt doordat de stevigheid van de constructie afneemt naarmate de lamellen zijn aangetast of zelfs verdwenen. Als de condensor gaat lekken zal er koudemiddel uit het systeem ontsnappen en zal het systeem niet meer naar behoren functioneren. Het smeermiddel (wat samen met het koudemiddel door het systeem wordt getransporteerd) zal ook verdwijnen en hierdoor ontsaat schade aan de andere AC componenten (vooral de compressor) --- ## Omdat de condenser het meest wordt blootgesteld aan de buitenlucht is dit van invloed op de werking en levensduur. Vooral klimaten met een aanzienlijke hoeveelheid regen, sneeuw en vochtigheid hebben grote invloed op de condensor. Het strooien van zout in de wintermaanden verhoogt aanzienlijk het risico van corrosie van de condensor. Een gecorrodeerde condensor functioneert niet meer naar behoren (verlies van lamellen) en dit is van invloed op de werking van de rest van het AC systeem. De druk in het systeem zal oplopen (onvoldoende koeling) en dit heeft vooral zijn weerslag op de werking van de compressor. [Język: EN] * Veel compressor claims zijn te wijten aan een niet goed werkende condenser. Door een gecorrodeerde condensor raakt de compressor oververhit en zal uitvallen. --- ## TECHINFOT127 [Język: EN] * TECHNICAL INFORMATION – PSA 2.2HDI 110/130/150 PUMA C --- ## 4 pages article 9 min reading time [Język: EN] * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always * follow the given vehicle manufacturer’s instructions to comply with the right service and maintenance procedures. Nissens Automotive A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to * failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. * For further technical and contact information visit our website www.nissens.com. --- ## OIL SUPPLY DISTURBANCE > INSUFFICIENT LUBRICATION Oil feedline deformation caused by careless installation. The line is tight, but the deformation caused oil, thus causing shortages in lubricant supply to the turbo. [Język: EN] * BACKGROUND --- ## FACILITATING HIGH-SPEED ROTATIONS [Język: EN] * Proper lubrication facilitates the operation of the turbo shaft and its precise bearing system, making it possible to achieve the highly high-speed rotation of its turbine and compressor wheels. --- ## INTERNAL LEAKS [Język: EN] * Oil leaks from the turbo’s blown internal oil seals and piston rings. The leaking oil gets to the engine’s intake and exhaust system. * OUTCOME: Excessive oil leaks inside * the turbo: both into the turbine and the * compressor side. Severe contamination of VNT/WG mechanisms of the turbo. Excessive oil consumption by the engine. Consequential * damages to the exhaust treatment devices and the engine. * HOW TO INDENTIFY: turbo contaminated by oil, oil smell in the cabin, the engine burns oil - vehicle smoking blue/grey, improper engine idling (revs increase), severe engine failures including burst by so-called “run.away-engine.” * POSSIBLE CAUSES > Oil overpressure inside the turbo: Oil return from the turbo flow restrictions or engine * breather issues. > Too high oil feed line pressure. > Turbine side of the turbo overpressure (exhaust line). --- ## D Replace the oil and oil filter when fitting a new turbocharger. [Język: EN] * When a turbo failure occurs, the technician should always start with a thorough system inspection to detect the root cause of the problem before replacing it. * In many cases, it isn’t the turbo to blame but another system failure that provoked the premature turbo breakdown. * We made several resources available for you to learn more about the topic. * • Easy to install (First Fit) -all necessary installation parts, such as gaskets, stretch bolts, clips, prime oil, and comprehensive installation guides, are delivered in the box, making the fitting process straightforward. * • Robust packaging to ensure maximum protection in storage and transport. * • Additionally, we offer comprehensive technical support: turbo-dedicated hotline (selected regions), e-learning, live learning, and technical marketing with stories and videos related to installation, maintenance, and troubleshooting. --- ## perform engine flushing (e.g., applicable for specific engine models, refer to Nissens’ Turbo Bulletin for PSA engines) [Język: EN] * Thoroughly inspect the turbo-related --- ## G [Język: EN] * systems: crankcase ventilation and oil separation from the blow-by gases, * injection system, and exhaust line for * back-pressure and contamination. * To learn more turbo failures and their root causes, follow the article series or subscribe to our * technical Newsletter: --- ## Complete turbo installation -a step-by-step guide, [Język: EN] * including troubleshooting: --- ## Learn by Nissens Turbo Training – we offer both [Język: EN] * self-learning and live training sessions available * worldwide: * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer’s instructions to comply with the right service and * maintenance procedures. Nissens Automotive A/S shall not be held responsible for any property damage or personal injury, direct or indirect * damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. --- ## ENG Some vehicle models may require a seal for coil installation (included separately in the Nissens product box). Consult the vehicle documentation or the original part to see if it’s necessary. DA Nogle køretøjsmodeller kan have brug for en tætning til spoleinstallationen (medfølger separat i Nissens produktæsken). Kontroller køretøjets instruktionsbog eller den originale udskiftede del for at se, om det er nødvendigt. DE Bei einigen Fahrzeugmodellen ist möglicherweise eine Dichtung für den Spuleneinbau erforderlich (separat in der Nissens Produktverpackung enthalten). Überprüfen Sie die Dokumentation oder das Originalteil, um festzustellen, ob dies erforderlich ist. ES Algunos modelos de vehículos pueden necesitar un sello para la instalación de la bobina (incluido por separado en la caja del producto Nissens). Revisa la documentación o la pieza original para ver si es necesario. FR Certains modèles de véhicules peuvent nécessiter un joint pour l’installation de la bobine (inclus séparément dans la boîte du produit Nissens). Consultez la documentation ou la pièce d’origine pour savoir si cela est nécessaire. NL Sommige voertuigmodellen hebben mogelijk een afdichting nodig voor de installatie van de spoel (afzonderlijk meegeleverd in de Nissens-productdoos). Controleer de documentatie of het originele onderdeel om te zien of dit nodig is. IT Alcuni modelli di veicoli potrebbero richiedere una guarnizione per l’installazione della bobina (inclusa separatamente nella confezione del prodotto Nissens). Controllare la documentazione o il componente originale per verificare se è necessario. [Język: EN] * PL Niektóre modele pojazdów mog. wymaga. uszczelki do monta.u cewki (dostarczona oddzielnie w pude.ku produktu Nissens). Sprawd. dokumentacj. pojazdu lub porównaj oryginaln. cz..., aby upewni. si., czy zastosowanie uszczelki jest konieczne.CZ N.které modely vozidel mohou vy.adovat t.sn.ní pro instalaci zapalovací cívky (je sou.ástí balení produktu Nissens). Zkontrolujte dokumentaci k vozidlu nebo originální díl, zda je t.sn.ní pot.eba. HU Egyes járm.modellekhez szükség lehet tömítésre a gyújtótekercs beszereléséhez (külön mellékelve a Nissens termék dobozában). Ellen.rizze a járm. dokumentációját vagy az eredeti alkatrészt, hogy meggy.z.dhessen róla szükséges-e a tömítés. UA ... ............ ....... ........... . ...... ....... .........., .... ........... .........., .... ............. ...... . ....... . .......... Nissens. ......... ............ .......... ... ........... ......, ... ........., .. | .......... . ........... --- ## BIULETYN TECHNICZNY NISSENS – SAMOCHODY CI..AROWE [Język: PL] * TEMAT: NORMA EURO 6 --- ## Regularna kontrola wizualna skraplacza podczas serwisowania uk.adu klimatyzacji mo.e wychwyci. korozj. i uszkodzenia skraplacza oraz zapobiec kosztownej wymianie uszkodzonej spr..arki. Wszelkie oznaki korozji, wypadaj.ce .aluzje lub wycieki nale.y traktowa. jako powa.ne zagro.enie dla wydajno.ci i dzia.ania uk.adu klimatyzacji. [Język: PL] * Szczególn. uwag. nale.y zwróci. na doln. cz... skraplacza, gdzie rurki i .aluzje s. najcz..ciej nara.one na wilgo., piasek, kamienie (uszkodzenia mechaniczne) oraz sól i b.oto po.niegowe - widoczne .lady oleju na skraplaczu wskazuj. na nieszczelno.ci. W przypadku wycieku, uszkodzenia lub zniszczenia .aluzji nale.y dokona. wymiany skraplacza. * Przy wymianie skraplacza zaleca si. wybra. wymienniki zabezpieczone pow.ok. antykorozyjn., która dodatkowo wyd.u.a ich .ywotno... Testy Nissens skraplaczy we mgle solnej wykaza.y, .e wymienniki wyposa.one fabrycznie w pow.ok. antykorozyjn. mog. pracowa. osiem razy d.u.ej ni. te bez zabezpieczenia! Nissens stosuje pow.ok. ochronn. dla ponad 580 modeli skraplaczy szczególnie nara.onych na korozj.. --- ## PAGE 2 / 3 [Język: EN] * Many only associate A/C as a means of keeping cool when the weather is hot. However, the A/C system also dries humid air coming in and dries it out before it ventilates * the cabin. Using the A/C is the quickest and most effective way to reduce condensation * inside the vehicle and prevent the windows * from fogging up. In addition, using the air conditioning regularly keeps the oil/refrigerant mixture moving through the system, which ensures its internal components — mainly the * compressor — remain sufficiently lubricated. * Using it year round is the best and safest option. In modern applications such as plug.in or hybrid vehicles with heat pump systems, * it’s the only option. Besides keeping you cool on hot days, and warming you up when it’s cold, it’s also protecting the car’s battery from * thermal damage. As a result, A/C system repair and maintenance should be important to independent workshops in all seasons. * Nissens Automotive is on hand to provide * the workshops with the technical advice and replacement components they need for them to do so. * FOCUS ON THE CONDENSER * A faulty condenser, even if it is still partially working, can lead to severe A/C problems and sometimes result in damage to, or even seizure of, the compressor. Compressors are very costly components, and replacing one * will take the vehicle off the road as the rest * of the A/C system will need to be examined * and flushed. The oil/gas refrigerant mixture * changed. The condenser is typically attached to other heat exchangers in the engine compartment. The role of the condenser is to ensure that the state of the refrigerant changes from * gaseous to liquid form, which happens through condensation. The airflow through the condenser’s fins enables this process * by extracting the refrigerant heat and exchanging it with the ambient air. --- ## MECHANICAL DAMAGE [Język: EN] * This problem is often ruled out as a reason for reduced system performance or compressor failure because leakages and surface perforations are generally considered the * most common causes for system failure. However, even light mechanical deformation * of the condenser tubes and fins can result in * severe system performance limitations. Only one deformed condenser tube can restrict * refrigerant flow inside the unit, reducing the system’s performance significantly. Furthermore, the limited flow will cause * abnormally high pressures and temperatures in the loop. These will increase the * compressor workload and effectively reduce * its lifespan or worse, cause it to break down. --- ## INNER CLOG [Język: EN] * When impurities develop in the system, the thin channels of the condenser will * quickly clog. This can restrict the refrigerant flow, eventually reducing the unit’s ability * to exchange heat. In most cases, this * will subsequently cause overpressure in * the system, which is very harmful to the compressor. Condensers with micro and * nanotube technology are at significant risk. While micro tube technology offers an * outstanding cooling performance, the thin tubes are more prone to stoppages. As the * flow is compressed to a more confined area, * fewer impurities are needed for clogging to occur. Among the main culprits of clog-causing inner contamination, improper * system flushing, overdosing system additives, * and degraded lubricant are some causes. * Impaired function of the loop’s receiver-dryer * is another common culprit. * CLIMATE COMFORT SYSTEM --- ## • [Język: EN] * As First-fit line products include all installation-necessary parts such as O-rings --- ## The condenser’s surface inspection [Język: EN] * 03 * can save expensive system and compressor repairs. So, any signs of corrosion or leaks on the condenser surface must be considered as serious threats to the efficiency and operation of the system. Pay particular attention to the bottom part of the condenser, where tubes and fins are mostly exposed to humidity and aggressive salt spray. If you see any signs of leakage or missing/deteriorated fins, replace the condenser. * 04 * When replacing condensers, choose one with corrosion protection applied, as this will prolong its lifespan considerably. * • * • * • * 05 * To keep the condenser in good condition, the receiver dryer must always be replaced during a compressor replacement if the circuit has been exposed to ambient air, or the system has run empty due to leakages. * 06 * Perform a system flush after a compressor breakdown. Make sure that no flushing agent residues remain in the system after flushing. Always use the recommended oil and additives. Replace the condenser in case of doubt. --- ## Nissens shares a wide variety of technical literature such us self-learning modules, technical [Język: EN] * bulletins, repair tips, and detailed installation and troubleshooting guides. * Access to the service is free, and technicians can scan a QR code from the product box to --- ## start browsing the technical information they need or visit: [Język: EN] --- ## Articles techniques de Nissens Avril 2021 [Język: EN] * (table/bar/small text) Cette série d'articles techniques a été rédigée sur la base des connaissances techniques des professionnels des systèmes de climatisation jouissant de nombreuses années d'expérience dans le domaine de la maintenance des systèmes, des ingénieurs qualité de Nissens et des formateurs techniques de Nissens prêts à partager les meilleures pratiques de maintenance des systèmes de climatisation. * Rinçage du système de climatisation * Examen complet de la procédure d'entretien la plus élémentaire et la plus critique recommandée par les experts et les principaux fabricants de compresseurs. * Les impuretés internes constituent l'un des principaux problèmes de tout système de climatisation. Le réfrigérant et le lubrifiant nécessaires au bon fonctionnement du système peuvent être contaminés par diverses substances. L'humidité, la formation de particules due à des réactions chimiques incontrées ou l'utilisation négligente d'additifs tels que les colorants UV ou les agents anti-fuite font partie des sources de contamination les plus courantes. Tous ces problèmes peuvent rapidement provoquer des obstructions dans les canaux étroits du système et entraîner des défaillances graves. * En lisant cet article, vous découvrirez pourquoi il est essentiel de garder le système de climatisation propre, de le rincer selon l'une des trois méthodes de rinçage recommandées et de rincer les systèmes de chauffage/climatisation des véhicules hybrides et électriques. * Article de XXX pages Durée de lecture 7 minutes * Ce support et son contenu sont fournis sans garantie d’aucune sorte, et leur publication n’engage * aucunement notre responsabilité. Suivez toujours les instructions fournies par le constructeur du véhicule * afin de respecter les procédures de révision et d’entretien adéquates. Nissens Automotive A/S décline toute * responsabilité pour les dommages matériels ou lésions corporelles, ainsi que les dommages directs ou indirects, dus à une défaillance ou à un arrêt du véhicule causé par une mauvaise application/installation et/ou une utilisation abusive de nos produits. * ©Nissens Automotive A/S, Ormhgårdvej 9, 8700 Horsens, Danemark. Pour plus d'informations techniques et connaître nos interlocuteurs, visitez notre site web www.nissens.com. * La propreté -la clé de la vitalité du système * Le système de climatisation doit être d'une propreté intérieure absolue. Le réfrigérant, le lubrifiant et certains mécanismes intérieurs du circuit doivent être propres pour fonctionner de manière optimale, afin que le système puisse maintenir des paramètres de pression et de température appropriés. La conception d’un système de climatisation moderne fait appel à de nombreux composants dotés de passages particulièrement étroits. La majeure partie des voitures actuelles utilise des condensateurs de type micro-tube intégrant des canaux de très petit diamètre. Il en est de même avec les compresseurs de climatisation à commande externe, dotés d'une vanne ECV à la fois ultra précise et très sensible aux impuretés, destinée à gérer la capacité de pompage. Le dispositif de détente du système et le TXV, en particulier, sont d'autres types de composants du circuit dont le bon fonctionnement peut être perturbé par des impuretés. Tous ces composants peuvent être tout simplement obstrués par des particules, des éclats ou même par un lubrifiant trop visqueux ne respectant pas les spécifications du véhicule. Une réduction du débit ou un arrêt du système peuvent avoir des conséquences catastrophiques. La réduction du débit du réfrigérant entraîne inévitablement une diminution des performances du système, provoque une augmentation instantanée de la pression, affecte la lubrification de l'ensemble du système et crée, par conséquent, une charge thermique anormale particulièrement dangereuse pour le compresseur de climatisation. Il convient également de souligner que les potentiels contaminants du système et l'humidité affectent le lubrifiant et altèrent ses propriétés. Ils peuvent nuire instantanément au bon fonctionnement des pièces * mécaniques du compresseur et l’amener à se gripper. De même, un lubrifiant excessivement dilué avec des * additifs (par ex. surdosage de colorant UV) provoque des défaillances irréversibles au niveau du compresseur. --- ## Devoir du technicien ou courtoisie ? [Język: EN] * Bien évidemment, la procédure de rinçage et le temps supplémentaire nécessaire à cette intervention s'ajoutent à la facture totale de l'entretien, que quelqu'un doit bien payer. C’est l’une des raisons pour lesquelles les techniciens l'ignorent, souvent sur ordre clair du client qui ne souhaite pas dépenser plus. Il faut cependant voir cela sous un angle complètement différent. Le rinçage n'est pas une option, car il s'agit, en fait, de l’intervention la plus élémentaire et nécessaire, souvent indispensable pour pouvoir procéder à des réparations graves du système. Rincez le système en cas d’obstruction, d’arrêt ou de défaillance du flitre déshydrateur. Bien qu'il puisse s'agir d'un manquement du précédent garage, vous devez également rincer le système à chaque utilisation excessive ou incorrecte d'additifs tels que les colorants UV ou les agents anti-fuite. Un contrle visuel à l'aide d'un indicateur de niveau facilitera le processus de diagnostic. Le circuit doit obligatoirement être rincé avant l'installation d'un nouveau compresseur. Les particules d'huile carbonisées, les copeaux métalliques, les éclats et autres impuretés à l’origine de la panne de l’ancien compresseur peuvent rapidement endommager le neuf si le système n'est pas rincé correctement avant le remplacement. Notez que le rinçage a un autre objectif pour le cœur du système lors du remplacement du compresseur. En plus de nettoyer les impuretés, c'est le seul moyen de déterminer le niveau total de lubrifiant à l'intérieur du circuit. * L’ABC du rinçage * Il existe plusieurs règles de base à respecter pour effectuer un rinçage optimal. Le compresseur de climatisation doit être détaché. Vous remplacerez probablement le compresseur après la procédure, mais si ce n'est pas le cas, le compresseur doit être séparé ou ne pas être rincé. Les dispositifs de détente du système, tels que le tube à orifice ou le détendeur, doivent également être détachés ou ne pas être rincés. Le filtre déshydrateur ou l'agent déshydratant doivent être retirés et remplacés suite au rinçage. Les condenseurs et évaporateurs à écoulement parallèle, à tubes fins et à micro-tubes ne peuvent pas être rincés efficacement et doivent être remplacés ou rincés à contre-courant chaque fois que de lourds contaminants ont altéré le système ou en cas de grippage du précédent compresseur. En ce qui concerne les méthodes de rinçage, plusieurs méritent d'être prises en considération et sont relativement accessibles. Tout dépend de l'équipement du garage et de la disponibilité d'outils supplémentaires. Le rinçage doit être efficace et ne doit pas endommager le système, ce qui pourrait être le cas en utilisant des méthodes inappropriées. N'oubliez pas ! Pour chacune de ces méthodes, les résidus de produit nettoyant doivent être soigneusement éliminés après le rinçage et le circuit de climatisation doit toujours être séché méticuleusement, de préférence avec de l’azote et une mise sous vide. Une fois que le système de climatisation a été rincé correctement et que tous les composants nécessaires ont été remplacés, vous pouvez charger le système avec le type et le volume prescrits de réfrigérant et de lubrifiant. N'oubliez pas que le rinçage n'est pas un acte de courtoisie et qu'il peut vous éviter une nouvelle réparation après l'installation d'un nouveau compresseur. * (Pictures+descriptions) * Micro-tube * La conception la plus récente du condenseur prévoit des passages extrêmement étroits dans les micro-tubes dont l’épaisseur est inférieure à 1 mm. Cette conception offre un échange thermique supérieur mais est également très sensible aux impuretés. * Receiver-dryer * Contamination excessive repérée sur les raccords du filtre déshydrateur. Ce système est exposé à une grave contamination et doit être impérativement rincé. * Compressor Suction Port * Substance collante gélatineuse ou cristallisée au niveau de l'orifice d'aspiration du compresseur. Cette grave pollution a été causée par la réaction chimique incontrlée de l'humidité et d'additifs tels que les agents anti-fuite. Seul le rinçage peut assainir le circuit. * (Tip frame + Sight glass isolated) * Inspection avec un indicateur de niveau -un outil permettant de repérer les éventuels contaminants circulant dans le circuit. Cet outil utile et peu coteux est fortement recommandé pour diagnostiquer efficacement une contamination du système et peut être utilisé dans diverses situations : avant, pendant et après le rinçage. * Les trois méthodes de rinçage les plus recommandées (frame/separated section for the methods) * Méthode 1 : utilisation d'un liquide de rinçage spécial. * Il s'agit de faire circuler le liquide de rinçage dans tout le circuit et de l'injecter directement à partir d'un récipient sous pression ou de le faire circuler à l’aide d’une machine de rinçage spéciale. Cette méthode de rinçage permet de dissoudre toutes sortes de particules, boues, souillures tenaces et résidus. * ASTUCE Cette méthode peut facilement être combinée avec de l'azote sous haute pression pour faire pénétrer l'agent de rinçage dans les conduits. Idéalement, les segments du circuit doivent être rincés séparément. Cette méthode a prouvé son efficacité contre les salissures tenaces et l'azote est très efficace pour éliminer l'humidité tout en facilitant l'action de l'agent de rinçage. * Méthode 2 : réfrigérant et station de remplissage. * Elle se base sur la circulation dans le circuit de réfrigérant R134A/R1234yf via la station de remplissage. La station doit être équipée d’une fonction de rinçage, de filtres spéciaux et d’un réservoir destiné à recueillir les contaminants. Cette méthode de rinçage élimine efficacement les particules non adhérentes, mais n’est pas très efficace pour les boues et les souillures coriaces. * Méthode 3 : réfrigérant utilisé directement à partir d'une bouteille. * Dans ce cas, le réfrigérant R134A/R1234yf est utilisé comme agent nettoyant. Le réfrigérant circule dans le circuit par chauffage la bouteille. Une bouteille supplémentaire destinée à recueillir le gaz contaminé doit être préparée, ainsi qu'un jeu d'adaptateurs et des flexibles pour assurer un raccordement correct et étanche du système pendant le rinçage. Cette méthode de rinçage ne nécessite aucun agent ni machine supplémentaire, élimine efficacement les particules non adhérentes, mais n’est pas très efficace pour les boues et les souillures tenaces. * (end of methods frame) --- ## TECHINFOT124 [Język: EN] * TECHNICAL INFORMATION – FIAT 500 TwinAir 85hp --- ## Fehlfunktionen des Gebläses können etliche Ursachen haben. Das Problem kann direkt nach der Installation oder erst zu einem späteren Zeitpunkt auftreten. Ferner können Probleme dadurch verursacht werden, dass der Kabinenfilter nicht regelmäßig ausgetauscht wird. [Język: EN] * Außerdem können Gebläseprobleme auf andere Teile der Fahrzeugelektrik zurückzuführen sein. Eine defekte Lichtmaschine kann zu einer Überlastung der elektrischen Anlage und dadurch zu einer Fehlfunktion des Gebläses führen. * Derselbe Effekt kann auftreten, wenn ein Fahrzeug Starthilfe erhält. Bei einem Fremdstart werden kurzzeitig bis zu 24 Volt zusätzlich in das System eingespeist, was zu einer Überlastung des Gebläses führen kann. In einigen Fällen kann allein schon das Anlassen des Fahrzeugs eine Gebläsefehlfunktion verursachen, weil Überspannung des Systems zu einer Spannungsspitze führt. --- ## Bei der Handhabung des Gebläses sind drei Faktoren entscheidend. Diese Faktoren sind: die Fahrzeugelektrik, die Komponentenqualität und die korrekte Produkthandhabung. [Język: EN] * Das Gebläse sollte mindestens alle acht Jahre ausgetauscht werden. Ab diesem Zeitpunkt nimmt das Risiko einer Fehlfunktion deutlich zu. Während der Lebensdauer des Gebläses ist die regelmäßige Wartung wichtig. Bei Kabinen mit Kunststoffinterieur kann es zu erhöhter Luftfeuchtigkeit und Kondenswasserbildung kommen, was im schlimmsten Fall zu Korrosion an den Kohlebürsten führen kann. * Bei der Installation eines Gebläses ist es wichtig, dass das Rad – sowohl beim Transport als auch bei der Montage – geschützt ist. Schon geringfügige Einwirkungen auf das Rad können zu einer Unwucht des Gebläses führen. Eine Unwucht wiederum führt dazu, dass das Gebläse laut ist. Außerdem ist es wichtig, dass die Schrauben bei der Montage nicht zu fest angezogen werden. Andernfalls können die Kunststoffhalterungen brechen, was dazu führt, dass das Gebläse vibriert und Lärm in der Kabine verursacht. * Außerdem sollte immer darauf geachtet werden, dass die Austauschsicherung den korrekten Amperewert hat. Bei einem zu geringen Amperewert brennt die Sicherung durch, und bei einem zu hohen Amperewert wird das System überlastet und es kommt zu einer Gebläsefehlfunktion. --- ## GB [Język: EN] * 1. If the vehicle has automatic transmission, leave the LEFT side long plug in place. If the vehicle has manual transmission, then replace the LEFT side long plug with the short version plug in the box. * 2. If the vehicle is without aftercooler, leave the RIGHT side short plug in place. If the vehicle has an aftercooler, then replace the RIGHT side short plug with the long version plug in the box. * 3. Before installing the long bottom plug(s), you should apply silicone or acid-free oil/ grease to the O-rings on the plug. BE CAREFUL not to damage the O-ring near the edge of the heat exchanger outlet during installation. --- ## DE [Język: EN] * 1. Wenn das Fahrzeug ein Automatikgetriebe hat, lassen Sie den langen Stopfen auf der LINKEN Seite an Ort und Stelle. Wenn das Fahrzeug er ein Schaltgetriebe verft, ersetzen Sie den langen Stecker der LINKEN Seite durch den Stecker der kurzen Version, welcher in der Verpackung beiliegt. * 2. Wenn das Fahrzeug keinen Zusatzkler hat, lassen Sie den RECHTEN kurzen Stecker an Ort und Stelle. Wenn das Fahrzeug er einen Zusatzkler verft, ersetzen Sie den kurzen Stecker auf der RECHTEN Seite durch den Stecker der langen Version in der Box. * 3. Vor dem Einbau des langen unteren Stopfens sollten Sie Silikon oder säurefreies Öl/ Fett auf die O-Ringe am Stopfen auftragen. Achten Sie darauf, den O-Ring in der Nähe der Kante des Wärmetauscher Auslasses während der Installation nicht zu beschädigen. --- ## FR [Język: EN] * 1. Si le véhicule est équipé d’une boite automatique, laissez l’obturateur long du cé GAUCHE en place. Si le véhicule est équipé d’une boite manuelle, remplacez l’obturateur long du cé GAUCHE par l’obturateur court inclut en accessoires dans l’emballage. * 2. Si le véhicule n’est pas équipé de radiateur additionnel, laissez l’obturateur court du cé DROIT en place. Si le véhicule est équipé d’un radiateur additionnel, remplacez l’obturateur court du cé DROIT par l’obturateur long inclut en accessoire dans l’emballage. * 3. Avant d’installer le(s) obturateur(s) inférieur(s) long(s), vous devez appliquer du silicone ou de l’huile/graisse sans acide sur les joints toriques de l’obturateur. ATTENTION à ne pas endommager le joint torique près du bord de la sortie de l’échangeur de chaleur lors de l’installation. --- ## RADIATORS [Język: EN] * 62873, 62875, 628756, 628757, 67225 --- ## Nissens do.o.y. wszelkich stara., aby informacje zawarte w powy.szym materiale by.y aktualne. Materia. i jego zawarto.. nie s. podstaw. do roszcze. gwarancyjnych, a poprzez ich publikacj. nie ponosimy .adnej odpowiedzialno.ci. Nale.y zawsze post.powa. zgodnie z instrukcjami producenta pojazdu, aby zapewni. w.a.ciwe procedury serwisowe i konserwacyjne. Nissens Automotive wyklucza jak.kolwiek odpowiedzialno.ci za uszkodzenia mienia lub obra.enia cia.a, bezpo.rednie lub po.rednie uszkodzenia spowodowane awari. lub przestoje w pracy pojazdu spowodowane niew.a.ciwym zastosowaniem, instalacj., a tak.e niew.a.ciwym u.yciem lub nadu.ywaniem naszych produktów. [Język: PL] --- ## • [Język: EN] * Severe mechanical turbo failures, mainly due to overspeeding (collapsing compressor wheel, broken shaft, etc.) --- ## BULLETIN TECHNIQUE DE NISSENS / COMPOSANTS DU SYSTÈME DE CLIMATISATION [Język: EN] --- ## NISSENS’ TECHNICAL BULLETIN AC SYSTEM / AC COMPRESSOR [Język: EN] --- ## The correct lubrication is vital for the compressor. As all moving parts are fitted with millimeter precision, every aspect of the setup is expected to perform within the boundaries of an exceptionally narrow margin. Part of this setup is the lubrication, which is essential for all moving components. Especially a thin oil film between pistons and cylinders ensures their smooth operation and proper refrigerant sealing. Furthermore, the lubricant works as a cooling agent, extracting heat from the compressor and preventing overheating. Additionally, the lubricant helps to maintain the proper condition of seals of joints and hoses. [Język: EN] * The compressor manufacturers carefully select the most appropriate lubrication type, in order to ensure maximum vitality and performance for the compressor and for the entire AC system. --- ## It is not wrong to use additives, but improper use can make them extremely harmful for the compressor lubrication. If an improper volume of additives, or the wrong kind of additives, is added to the oil, the lubricative abilities of the oil will be impaired. [Język: EN] * When the originally applied oil is mixed with another substance, it can affect the structure and composition of the oil film and thereby weaken its lubrication abilities. This will impair the compressor performance and shorten its lifespan. A lubricant that is not optimized to the compressor specifications can lead to overheating, friction, and seizure in the compressor. --- ## It is of vast importance to always follow the compressor manufacturer’s installation instructions to ensure proper lubrication. Always apply the lubricant type and volume required by the compressor manufacturer. When using an UV dye agent, leak-stop agents, or system flushing solution, always follow instructions strictly. System service procedures like flushing, drying or vacuuming require great attention to detail, following every step to the point and in correct order. [Język: EN] --- ## Alternatively, contact our technical support who will be able to advise. [Język: EN] --- ## OE Turbocharger Identification [Język: EN] * Garrett Turbochargers * The Garrett reference is normally shown on the nameplate. It comprises six digits which usually begins with a 4 or a 7, followed by a dash and one or four additional digits. * For example, 706977-0001. * BorgWarner or KKK Turbochargers * The KKK nameplate is usually located on the compressor housing. The reference will appear as either an 11 digit number or a K or KP followed by 5 numbers. * The 11 digit reference comprises of: four digits +970 or 988 (depending on whether OE or Aftermarket turbocharger) + four digits. For example, 5303 970 0015 or 5303 988 0015 * The K reference will be displayed as K03-0015. * Mitsubishi | Turbochargers * Mitsubishi references normally commence with 49 and comprise of 5 digits followed by a dash and another 5 digits. For example 49173-07508. --- ## Contents [Język: EN] * Using this catalogue 2 * Product Information 2 * OE Turbocharger Identification 3 * Core Surcharge 3 * Warranty 3 * Application Data 26 * Buyers Guide 44 * Cross Reference 48 * Technical Bulletins 50 --- ## Technical Bulletin [Język: EN] * Technick. zpravodaj --- ## Technical Bulletin [Język: EN] * Technische Mitteilung --- ## Technical Bulletin [Język: EN] * Boletín técnico --- ## Come utilizzare questo catalogo [Język: EN] * Questo catalogo è stato concepito come | strumento per identificare il turbocompressore di ricambio adeguato. Per ordinare il prodotto corretto, Delphi consiglia di utilizzare il codice sulla targhetta originale del turbocompressore. Qualora la targhetta fosse mancante o illeggibile, questo catalogo vi aiuterà ad identificare il prodotto originale. * Il catalogo è suddiviso in 3 sezioni: * • Principali Applicazioni --- ## Informazioni sui prodotti [Język: EN] * Delphi fornirà sempre l’ultima versione dei turbocompressori. Per esempio, se l’unità turbo 708639-0005 viene restituita o richiesta, verrà sostituita dall’unità 708639-0010 in quanto questa è l’ultima versione. * Tutti i turbocompressori Delphi rigenerati vengono forniti con un kit di fissaggio, che include un kit guarnizioni, olio per adescamento/lubrificante e specifiche istruzioni di montaggio, ove richiesto. --- ## Identificazione dei turbocompressori OE [Język: EN] * Turbocompressori Garrett * Il riferimento Garrett è normalmente riportato sulla targhetta nominativa. Si compone di sei cifre e comincia di solito con un 4 o un 7, seguito da un trattino e da una o da quattro cifre aggiuntive. Per esempio, 706977-0001. * Turbocompressori BorgWarner o KKK * La targhetta KKK si trova di solito sul corpo del compressore. Il riferimento appare come numero di 11 cifre oppure da una K o KP seguiti da 5 numeri. * Il riferimento a 11 cifre è composto da: quattro cifre +970 o 988 (se si tratta di un turbo OE o aftermarket) + quattro cifre. Per esempio, 5303 970 0015 o 5303 988 0015 * Il riferimento K viene visualizzato come K03-0015. * Turbocompressori MHI * I riferimenti MHI normalmente iniziano con 49 e comprendono 5 cifre seguite da un trattino e da altre 5 cifre. Per esempio 49173-07508. --- ## Reso carcassa [Język: EN] * Delphi prevede il pagamento di una cauzione. Questo importo è rimborsabile con la restituzione della vecchia unità, in base ai criteri di accettazione di Delphi. Tutte le unità centrali sono accettate ad eccezione dei seguenti casi: * • il turbocompressore è incompleto o smontato --- ## • l’albero del turbocompressore è danneggiato o mancante [Język: EN] --- ## Garanzia [Język: EN] * Il turbocompressore Delphi è garantito per un periodo di 12 mesi dalla data della messa in servizio. È garantito da problemi meccanici a condizione che siano state seguite le linee guida del costruttore e che siano stati confermati tutti i protocolli di servizio. * Condizioni in cui la garanzia sarà respinta: * • Danni a collegamenti esterni, flange, cuscinetti e corpi; --- ## Indice [Język: EN] * Come utilizzare questo catalogo 14 * Informazioni sui prodotti 14 * Identificazione dei turbocompressori OE 15 * Reso carcassa 15 * Garanzia 15 * Applicazioni 26 * Guida per il cliente 44 * Cross references 48 * Bollettini tecnici 50 --- ## Technical Bulletin [Język: EN] * Bollettino tecnico --- ## Utilizar este catálogo [Język: EN] * Este catálogo foi desenvolvido como um guia para escolher o turbocompressor de substituição correcto. Quando encomendar uma unidade de substituição, a Delphi recomenda que utilize a referência que consta da placa de especificações do turbocompressor original. Porém, se a placa de especificações não estiver presente ou estiver ilegível, este catálogo ajudará na identificação. * Divide-se em 3 secções: * • Principais aplicações --- ## Informações sobre o produto [Język: EN] * A Delphi disponibilizará sempre a última versão do turbocompressor. Por exemplo, se a unidade turbocompressora 708639-0005 foi devolvida ou é necessária, será substituída pela 708639-0010, já que se trata da última versão. * Todos os turbocompressores Delphi recondicionados são fornecidos com kit de instalação, que | inclui um kit de juntas, instruções para purga de óleo e de instalação específicas, quando necessário. --- ## Identificação do Turbocompressor OE [Język: EN] * Turbocompressores Garrett * A referência Garrett é geralmente indicada na placa de especificações. Inclui seis dígitos que geralmente começam por um 4 ou um 7, seguido de um hífen e um ou quatro dígitos adicionais. Por exemplo, 706977-0001. * Turbocompressores BorgWarner ou KKK * A placa de especificações KKK situa-se geralmente no invólucro do compressor. A referência consistirá num número de 11 dígitos ou num K ou KP seguido de 5 números. * A referência de 11 dígitos inclui os nossos quatro dígitos +970 ou 988 (dependendo de se tratar de um turbo OE ou do mercado de substituição) + quatro dígitos. Por exemplo, 5303 970 0015 ou 5303 988 0015. * A referência K será visualizada como K03-0015. * Turbocompressores MHI * As referências MHI começam geralmente por 49 e englobam 5 dígitos seguidos por um hífen e mais 5 dígitos. Por exemplo 49173-07508. --- ## Sobretaxa do casco [Język: EN] * A Delphi cobra uma sobretaxa. Este custo é reembolsável mediante a devolução da unidade antiga, sujeito aos critérios de aceitação de cascos da Delphi. TODOS os cascos são aceites excepto se * • O turbocompressor estiver incompleto ou desmontado --- ## • O veio do turbocompressor estiver danificado ou em falta [Język: EN] --- ## Garantia [Język: EN] * O Turbocompressor Delphi tem garantia por um período de 12 meses a contar da data de entrada em serviço. A garantia abrange problemas mecânicos desde que as directrizes do fabricante do veículo tenham sido cumpridas e todos os protocolos de assistência confirmados. * Condições em que a garantia será rejeitada. * • Danos em ligações externas, flanges, ressaltos e invólucro. --- ## Índice [Język: EN] * Utilizar este catálogo 17 * Informações sobre o produto 17 * Identificação OE do Turbocompressor 18 * Sobretaxa base 18 * Garantia 18 * Dados sobre Aplicação 26 * Guia do comprador 44 * Equivalências 48 * Boletins técnicos 50 --- ## Technical Bulletin [Język: EN] * Boletim técnico --- ## SUIVEZ SOIGNEUSEMENT LES INSTRUCTIONS DE MONTAGE POUR OBTENIR UNE INSTALLATION CORRECTE DÈS LA PREMIÈRE FOIS [Język: EN] --- ## Sommaire [Język: EN] * Utilisation de ce catalogue 20 * Informations produit 20 * Identification du turbocompresseur d’origine 21 * Facturation supplémentaire de consigne 21 * Garantie 21 * Applications 26 * Guide de l’acheteur 44 * Cross References 48 * Bulletins techniques 50 --- ## Technical Bulletin [Język: EN] * Bulletins techniques --- ## Spis Tre.ci [Język: PL] * Korzystanie z katalogu 23 * Informacje o produktach 23 * Identyfikacja spr..arek OE 24 * Wysoko.. kaucji za rdze. 24 * Gwarancja 24 * Dane zastosowa. 26 * Przewodnik kupuj.cego 44 * Listy odsy.aczy 48 * Biuletyny techniczne 50 --- ## Technical Bulletin [Język: PL] * Biuletyn techniczny --- ## Technical Bulletin: [Język: EN] * DT494 & DT500 --- ## Technical Bulletin: [Język: EN] * DT495 & DT499 --- ## Technical Bulletin: DT498 & DT505 [Język: EN] --- ## Technical Bulletin: [Język: EN] * DT498 & 505 --- ## Dal.í informace o .e.ení potí.í s klima okruhem a TXV najdete v souvisejících materiálech od spole.nosti Nissens [Język: EN] * 1. * Technick. bulletin - poruchy TXV --- ## 1. Introduction [Język: EN] * Electric vehicles (EVs) are preferred Lithium-ion batteries for energy storage on its technical features. The higher cost, low discharge rate, long life cycle, and limited energy density of the currently available li-ion battery results in low efficiency to overcome these issues at their fullest capacity [1]. The performance of EVs is highly reliant on the battery capacity and its core temperature plays a major role in battery performance. Wan et al [2] studied thermal performance of a miniature loop heat pipe using water-copper nanofluid. Mochizuki et al (2014) studied Heat pipe-based passive emergency core cooling system for safe shutdown of a nuclear power reactor. Zhao et al [3] reviewed the thermal performance improving methods of lithium-ion battery electrode modification and thermal management system. The battery temperature has a strong effect on charging and discharging rate of the battery. This makes the thermal management of an EV battery pack extremely important, design of energy-dense packs have to employ robust cooling systems, often using liquid cooling loops with hundreds of channels. The complexity of these systems adds to the cost – somewhere around 10-20% of the overall cost of the battery pack. Li-ion batteries are particularly susceptible to thermal run away events for a few different reasons, including their high energy content and their propensity to self-heat once the electrolyte reaches a certain temperature (from 70° to 130° C). Li-Ion cells are naturally subjected to deterioration with time due to their operating conditions and state of charge. Temperature has a major impact on the efficiency of nearly all batteries [4]. Due to popularity of rapid charging and performance driving, the heat losses in the cell increases due to high current in the cells [4]. There are two main sources of heat generation in a battery cell: electrochemical operation and joule heating due to the motion of electrons within a battery cells. The temperature range of 25 °C to 40 °C provides the ideal working conditions for Li-ion batteries and if the temperature is elevated above 50 °C | it becomes * harmful for the lifespan of the batteries;. Even a single cell’s immature deterioration can reduce the performance and efficiency of the whole battery pack considerably. The main aim of the BTMS is to regulate the temperature of the cells of the battery and thereby increase the lifespan of the battery. There are two main types of BTMS: active systems and passive systems. The active system mainly depends on forced circulation of a specific coolant such as water or air. A passive system uses method like heat pipes, hydrogels and phase change materials to have zero power consumption and thus improves the net efficiency of the vehicle. In this paper, a detailed comprehensive of BTMS are reviewed from the available works of the literature along with research for further development is highlighted. Also, the challenges and opportunities for future research are addressed. --- ## 2. Batteries thermal management system [Język: EN] * The basic types of BTMS are listed below. * 1. Air cooling --- ## Figure.1. Air cooling system [6]. [Język: EN] --- ## Note that the air system offers full functions of heating, cooling, and ventilation. There is no need to build an additional ventilator, but it must be noted that the exhaust air cannot be returned to the cabin again. In some cases, a heat recovery unit (air-air heat exchanger) is mounted after the battery pack to recovery the heat from the exhaust air. It can prevent the mixture of exhaust air with intake air and at the same time provide extra saving potential. [Język: EN] --- ## 2.2. Liquid cooling [Język: EN] * It is a cooling system in which water is used as the coolant for the purpose of cooling the battery. Liquid cooling is the most commonly used cooling system due to its convenient design and good cooling performance. Dielectric liquid cooling or direct-contact liquid which can contact the battery cells directly, such as mineral oil. The other is conducting liquid or indirect-contact liquid which can only contact the battery cells indirectly, such as a mixture of ethylene glycol and water. Depending on the different liquids, different layouts are designed. For direct-contact liquid, the normal layout is to submerge modules in mineral oil. For indirect-contact liquid, a possible layout can be either a jacket around the battery module, discrete tubing around each module, placing the battery modules on a cooling/heating plate or combining the battery module with cooling/heating fins and plates [7]. Between these two groups, indirect contact systems are preferred to achieve better isolation between the battery module and surroundings and thus better safety performance. The studies on the liquid cooling system have3rd International Conference on Advances in Mechanical Engineering (ICAME 2020)IOP Conf. Series: Materials Science and Engineering912 (2020) 042005IOP Publishingdoi:10.1088/1757-899X/912/4/0420053 development of the physical design of the cooling plate and its channels and by targeting the parameters like; coolant pressure drop across the channels of the cooling plates and cell core temperature different designs are fabricated. According to the previous research on the geometric development of the cooling plate, the highest cooling performance was achieved by channelled cooling and it also showed the minimum power consumption as compared to other methods. But channelled cooling is not ideal for temperature consistency due to the comparatively long path of flow. --- ## Figure.2. Liquid cooling system (Smith et al. 2015). [Język: EN] --- ## The path of the heat transfer from the bottom of the battery to the cooling plate highly contribute to the thermal resistance of the battery pack structure, several modified pack designs are devised to enhance the cooling performance such as Thickened cooling fin design, Sandwich cooling plate design and the Interspersed cooling plate design. To optimize the structural design of the practical and large scale battery thermal management system for electric vehicles. A thermal model for the indirect fin-cooling battery pack is developed, type D-2 was proposed as an alternative design for BTMS. It improved the ratio of equivalent heat conductance to the system volume by 64% and the total pressure drop is increased by 19% and the maximum temperature difference was reduced by 5.4oC [8]. [Język: EN] --- ## 2.3. Direct Refrigerant cooling [Język: EN] * Similar to active liquid systems, a direct refrigerant system (DRS) consists of an Air Conditioning loop, but Direct Refrigerant System uses refrigerant directly as heat transfer fluid circulating throughout the battery pack. --- ## Figure 3. Direct Refrigerant Liquid Cooling. [Język: EN] --- ## 2.4. Phase Change Material [Język: EN] * Phase change material absorbs heat throughout the melting process and saves it as latent heat till it reaches a maximum value. For a period, the temperature is kept at a melting point and then the temperature increase is delayed. Therefore, PCM is used as a conductor and buffer in the BTMS. Also, the PCM is always combined with another BTMS system such as liquid cooling or air cooling system to manage the battery core temperature. --- ## 2.5. Thermoelectric cooling [Język: EN] * To improve the cooling/heating power of passive air systems, there are two possible upgrades. One is through thermo-electric modules. The thermoelectric cooling system changes the electric voltage into temperature difference and vice-versa. In this paper, the change of electric voltage onto temperature is discussed. It removes heat through the components by exhausting electricity directly. Fans are equipped to improve heat transfer by forced convection. To blend a passive air system with the thermoelectric system and the connected system cools down the battery temperature even less than the input air temperature, and the power is limited to less than one kW [5]. It allows with the ability to switch between cooling and heating operations and to do that only the polarity of the electrodes is needed to be reversed. * 2.6. Heat pipe cooling * It’s a passive cooling system which is basically a sealed tube filled with refrigerant and it absorbs heat by vaporizing the refrigerant from the hot side and it removes heat into surrounding by condensing the refrigerant back to liquid, form 3rd International Conference on Advances in Mechanical Engineering (ICAME 2020)IOP Conf. Series: Materials Science and Engineering912 (2020) 042005IOP Publishingdoi:10.1088/1757-899X/912/4/0420055 of the heat pipe and to increase the heat transfer rate of heat pipes a capillary structure is used within the heat pipes which increases the surface temperature. The heat pipe may use water or any refrigerant as the coolant and this cycle repeats again and again. The battery acts as a heat source and sits below the heat pipe (on the evaporating side) and the cooling fins acts as the heat sinks on the heat pipe (on the condensing side). According to experiments, a reduction of 30% in the thermal resistance is found for heat pipe cooling system under natural convection as compared to without heat pipe. A thermal resistance reduction of 20% under low air velocity convection is possible. | The main problem with this cooling is the safety of the system which can be a concern in the case of an emergency; a short circuit can happen due to the coolant leakage on the battery cells which can cause a failure of the vehicle and can be fatal. Also, the capillary tubes require a minimum diameter to maintain an adequate pressure drop and avoid blockage. --- ## Figure.5. Thermoelectric cooling/heating system [9]. [Język: EN] --- ## 3. Existing Battery Thermal Management System [Język: EN] * The most commonly used BTMS is the liquid cooling system which provides a compact design and a high cooling performance. The mainly used coolant in liquid cooling system is water due to its easy availability and low cost, but the possibility of an electric short is a huge problem in this system. So to overcome this indirect cooling system is used by many dominant electric vehicles manufacturers. Also, the liquid cooling system has always been fixated at the development of the physical design of the cooling plate and its channels and also by targeting the parameters like; coolant pressure drop and cell core temperature we can achieve the best design for a liquid cooling system. * 3.1. | Heat Pipe Battery Thermal Management System * Due to consumer demands the driving range of the vehicle has to be increased which then causes to increase the size of the battery which then makes the generation of the heat a serious issue in the battery due to which a great BTMS becomes a basic necessity? | An efficient BTMS must be able to perform its operations safely and heavily in the space present within the vehicle, and it must be able to provide the necessary heat transfer, along with the ability to be manufactured economically. In these constraints, the heat pipe cooling system * will prove to be a best solution for our problem due to its high temperature uniformity, portable size and low weight --- ## along with its superior cooling performance and it also has a past usage history in the electronic industry. The heat transfer rate for a heat pipe is higher as compared to a solid metal rod of the same size, and also there are no moving parts in this system. In a well-arranged heat pipe cooling system, the thermal performance can be assured of high level and independent of the orientation of the heat pipes [11] and also it is a passive system and does not drain any energy from the battery so the overall efficiency of the battery is not affected [12]. Also by developing the flow properties of the wick such as pore size, porosity, permeability, working fluid's type and charging ratio the most of the structural and operational needs for a heat pipe cooling system can be solved along with the assembly process such as coating process, tying or locking technology and assimilation principle. [Język: EN] * There are three basic elements in the heat pipe BTMS: * 1. | Heat extraction unit: It is used to provide thermal control at the cell-level and it consists of heat pipe cooling plates to maintain temperature uniformity in the cells and to transfer the heat from the cells to an external plate. * 2. | Heat transmission unit: It is used to transmit the heat away from the battery and the heat pipes are used to transfer heat from the external plate to a remotely located liquid cooling system. * 3. | Heat dissipation unit: | It is used to provide a thermal control over the whole cold plates to transmit the heat away from the battery and the electronics of the system to the coolant of the heat pipes which then transfers the heat to the radiator. --- ## 3.2. Thermal Modelling of cooling system [Język: EN] * The chemical reaction in the Li-ion cells generates heat and this joule heat is transmitted from between the cells to the heat pipe cooling plate with the help of coolant, which is used to transfer the heat from the cells to the heat pipe cooling plate. Then this heat is transmitted through heat pipes to the contact plate, and then the combined heat of the cooling plate and contact plate is transferred to the remote heat transfer heat pipes. And then the heat is transmitted remotely to the second contact plate by the remote heat transfer heat pipes, * which is then connected to the liquid-cooled cold plates. Cold plates transmit heat by forced convection of cooling water through the micro-channels. Water is mainly used as a coolant because it has exceptional thermal properties and high heat transfer coefficient. | The net thermal resistance of the heat pipe-based BTMS can be divided into 3 types of thermal resistance: contact resistance, heat pipe resistance and the forced convection resistance of the cold plates. * Thermal Contact Resistance | cR --- ## Thermal resistance in the heat pipe emerges from the heating and cooling process and is calculated from the equation (b) [Język: EN] * (b) cdcdevevhpAhAhR11.. --- ## 8 [Język: EN] * 4. Comparison of existing v/s proposed battery thermal management system * The existing BTMS utilizes a liquid cold plate attached at the foot of the cell for heat dissipation. It has an overall cooling system with 8 cold plates connected in series, mechanical pump to circulate liquid through the cooling loop and remotely located radiator to remove heat from the coolant. This is an active system and utilizes the power from the batteries to remove the heat from the coolant and thus reduces the overall efficiency and performance of the battery pack. The proposed cooling system is a heat pipe system the heat pipe cooling system will prove to be a best solution for our problem due to its high temperature uniformity, portable size, low weight along with its superior cooling performance and it also has a past usage history in the electronic industry. The heat transfer rate for a heat pipe is higher as compared to a solid metal rod of the same size, and also there are no moving parts in this system. In a well-arranged heat pipe cooling system, the thermal performance can be assured of high level and independent of the orientation of the heat pipes [11, 12]. * 5. Opportunities for Advancement * The advancements in the batteries can be achieved by improving the design of the electrode and battery capacity by reviewing the design, size, and types of materials used for the construction of the battery. The reaction between chemicals takes place at the electrode and by reducing the internal resistance of the electrodes it is possible to decrease the amount of heat generated and therefore increasing the cell capacity and lifespan. By reducing the size of electrodes, the efficiency increases as noted [13] in their research but there is a limit to which the electrode size can be reduced and if the thickness of the electrode fell below 130 µm then the battery was no longer able to meet the needed energy demands and there are also additional tradeoffs with the thinner material size including increased cost of manufacturing. Electrode size can be included as a key design factor in the overall design of the entire system. Construction of the electrodes by modifying the material as they produced, it is possible to optimize the transport distances or route of the ion travel to improve the overall conductivity and thermal performance [3]. * 6. Conclusion * The rapid usage of the EV is going to increase in the near future as sustainable transport is concerned and due to which the need for development of an efficient batteries are priority. The thermal losses of the batteries are main challenges to develop better BTMS. The range and work load of the EV is going to increase. This paper gives review report of various BTMS and opportunities for future work are highlighted. * 7. References * [1] Rao and S.Wang, A review of power battery thermal energy management, Renewable & Sustainable Energy Reviews 15 4554-4571 --- ## [8] Yoong Chung and Min Soo Kim. (2019) "Thermal analysis and pack level design of battery thermal management system with liquid cooling for electric vehicles",Energy Conversion and Management 196 105–116 [Język: EN] --- ## [10] Tran TH, Harmand S, Desmet B, Filangi S 2014. Experimental investigation on the feasibility of heat pipe cooling for HEV/EV lithium-ion battery Applied Thermal Engineering 2 551–558 [Język: EN] --- ## Perfekte Ausführung in jedem Detail wie Wassertanks, Anschlüssen, Gewinden, Schrauben, Dichtungen, Montagehalterungen usw. gestattet eine rasche und problemlose Installation. [Język: EN] --- ## NISSENS TEKNISK ARTIKEL AC-SYSTEMKOMPONENTER [Język: DK] --- ## Emballering af dårlig kvalitet – For tæt fastspænding inden i boksen vil ofte knuse de øvre og nedre rør. Eftersom røret er fladt og har en lille diameter, vil flowet inden i et fladtrykt rør være ekstremt begrænset eller fuldstændig umuliggjort. Desuden produceres de fleste moderne kondensorrør i såkaldt mikrorørsdesign og med indvendige skillevægge, hvilket gør dem meget sårbare over for bøjning eller knusning. [Język: DK] * Transport- og/eller håndteringsskader – Den tynde aluminium, som kondensoren er fremstillet af, gør konstruktionen skrøbelig. Derfor skal den håndteres med stor omhu. Hvis kondensorboksen kastes eller håndteres forkert under monteringen, kan skrøbelige dele hurtigt blive ødelagt. Selv små hak i overfladen eller tilsyneladende lette bøjninger kan forringe eller begrænse kondensorens indvendige flow, så driftskapaciteten reduceres. Andre områder, som er udsat for mekaniske skader, er monteringsbeslag og iskruningsstudser. --- ## Kondensoren er placeret i bilens forende og er typisk forbundet med andre varmevekslere i motorrummet. Kondensoren er afgørende for AC-systemets funktion. Den sikrer, at kølemidlet skifter fra en gas til flydende form. Dette opnås via kondenseringsprocessen, hvor varmen fjernes fra kølemidlet og udveksles med den omgivende luft. [Język: DK] --- ## Mekaniske skader på kondensoren overses ofte som årsag til reduceret systemydeevne eller kompressornedbrud. [Język: DK] * I mange tilfælde skyldes nedbrud, der registreres og betragtes som almindelige årsager til systemnedbrud, lækager og overfladeperforeringer. Imidlertid kan svage mekaniske deformeringer af kondensorrørene og lamellerne resultere i alvorlige begrænsninger af systemets ydeevne. Det kræver blot ét enkelt deformeret kondensorrør at begrænse kølemiddelflowet inden i enheden, hvorved systemets ydeevne reduceres betydeligt. * Desuden vil det begrænsede flow medføre unormalt høje tryk og temperaturer i kredsløbet. Disse vil øge kompressorens arbejdsbelastning og reelt reducere dens levetid eller, i værste fald, få den til at bryde sammen. --- ## ©Nissens A/S, Ormhøjgårdvej 9, 8700 Horsens, Danmark. [Język: DK] * Besøg vores hjemmeside www.nissens.com for at få yderligere tekniske oplysninger og kontaktoplysninger. --- ## Materialet og dets indhold leveres uden nogen form for garanti, og vi fralægger os ethvert ansvar ved dets udgivelse. Følg altid anvisningerne fra den givne køretøjsproducent for at overholde de korrekte service- og vedligeholdelsesprocedurer. Nissens A/S er ikke ansvarlig for nogen skader på ejendom eller personskader, direkte eller indirekte skader på grund af fejl eller driftsstop for køretøjet forårsaget af forkert anvendelse, montering og/eller misbrug af vores produkter. [Język: DK] --- ## Ventilatorul de habitaclu conduc aerul cald/rece (in functie de setarea temperaturii) de la incalzitor/radiator in habitaclul interior al masinii. In acelasi timp, ventilatorul de habitaclu se asigura ca evaporatorul functioneaza in parametrii optimi, mentinand fluxul aerului in tot acest process. [Język: EN] * De cele mai mute ori, ventilatorul de habitaclu, este montat in interiorul sistemului de ventilatie (HVAC) si are o durata medie de viata de 8 ani. In acelasi timp, | neschimbarea filtrului de habitaclu, sau utilizarea filtrului pentru o perioada indelungata, poate afecta durata de viata a ventilatorului. --- ## Servicebulletin [Język: EN] * Varenr.: * 766111-5001S --- ## Kia & Hyundai 1,5 & 1,6 CRDI 2005 -2012 [Język: DK] * 740611-5002W * Tryksystemet skal kontrolleres fra turbolader til indsugningsmanifold. * • * Utætte trykslanger, samlinger og utæt/stenslag i intercooler, er den hyppigste årsag for nedbrud af denne turbolader. Utæt tryksystem giver overspeed som deformere kompressorhjul/vingerne, og kan resultere i at akslen til sidst knækker pga. ubalancen. --- ## OBS: Vores almindelige garantibetingelser dækker ikke skader der er påfrt turboladeren pga. utætheder i tryksystemet. [Język: DK] * Advarsel: For at reducere risikoen for tidlig nedbrud af den nye turbolader, skal du sikre at ovenstående i denne bulletin er gjort og overholdt. Endvidere skal du sikre dig at bilens ECU/Software er opdateret jf. bilproducentens forskrifter. --- ## • [Język: EN] * Niet goed werkende compressor – aansturing-koppeling/kleppen, power drive of de werking in het algemeen. --- ## Om een juiste druktest uit te voeren moet er met een aantal factoren rekening worden gehouden. Als eerste het gebruik van het juiste gereedschap-een aparte manometer of geintegreerde meters in de AC machine-worden aanbevolen. De hoge en lage druk aansluitingen moeten op de juiste manier worden aangesloten op de hoge en lage druk service aansluitingen van het voertuig. [Język: EN] * Zorg dat het AC systeem in werking wordt gezet alvorens de druktest uit te voeren. Er moet minimaal 1,5 bar/25 PSI statische druk in het systeem aanwezig zijn om de compressor te laten werken. Om dat te bepalen moet de statische druk worden afgelezen voordat de motor wordt gestart. Hoge en lage druk moeten bijna gelijk zijn aan beide zijden. Een te lage statische druk kan wijzen op te weinig koudemiddel in het systeem door bijvoorbeeld lekkage. * Nadat de statische druktest is uitgevoerd kan de werkdruktest worden gedaan. Voor een betrouwbare meting moet de motor stationair draaien en de koude lucht productie moet op maximaal staan. De aanjager moet op 70% van de capaciteit in werking worden gezet. De bedrijfstemperatuur van de motor moet 80- 90°C/180-200°F zijn. * Nu kan de druktest worden uitgevoerd. Fouten kunnen worden opgespoord aan de hand van de R134A druktabel voor hoge en lage druk. Houd rekening met een afwijking van de gegeven drukken i.v.m. buitentemperatuur en de soort compressor (vaste slag/variabel) --- ## TECHNICAL BULLETIN ENGINE EFFICIENCY [Język: EN] --- ## • [Język: EN] * Careless service/maintenance of the vehicle. --- ## Many of the charge air system failures are linked/consequential to each other. Ignoring some of the first failure symptoms may lead to severe, unrepairable failures of the other system components and the engine. Example: ovepressure occuring in the charge air system leads to improper combustuib and may lead to oil intrusion into the chair air system or turbo devastation. [Język: EN] * Address the first malfunction symptoms within the charge system and resulting in the improper engine operation. * Always replace the intercooler along with the new turbo installation – obligatorily, when the previous turbo failed due to seizure or compressor/turbine wheels burst. * When installing/replacing turbo or/and the intercooler, thoroughly observe the fitting instruction recommended by the part/vehicle manufacturer. * Before fitting a new intercooler, investigate what caused the replaced part failure. Eliminate the root cause of the malfunction to avoid that the newly installed parts break down instantly after fitting. * When performing the troubleshooting, pay specifically attention to the related systems and peripheral components: * engine lubrication, crankcase ventilation, intake air, charge system and is sensing devices (MAF/MAP, turbocharger/boost control (BOV) and charge system ducts, EGR system. --- ## Leaking condenser – Testing has shown that a condenser with missing fins, due to corrosion caused by saltwater, will eventually start to leak. The leakage is caused as the lack of fins destabilizes the condenser construction, making it more vulnerable to wear and tear. As the refrigerant disappears, the system will not function properly. Furthermore, as the lubricant cannot be distributed in an empty running system, the compressor will be exposed [Język: EN] --- ## 19-06-2019 12:16:00 [Język: EN] * Nissens_TechnicalBulletin_AC - Condenser Corrosion.indd 1 --- ## ALL CAR/ENGINE MODELS APPLYING OIL HEAT EXCHANGERS [Język: EN] * FOR ENGINE OIL AND GEARBOX OIL COOLING --- ## The automotive oil pump is commonly driven by the engine, and it pressurizes and circulates the lubricant in the system. As the pump speed increases along with the engine revs, there is typically a surplus of the lubricant flow and pressure produced. To control and level these, pumps are equipped with a relief valve located at the outlet. The oil pressure relief valve makes sure that the delivered lubricant pressure is consistent regardless of the engine speed. It opens when a certain oil pressure is reached and by this, lets part of the flow return to the engine crankcase, thus protecting the system against overpressure. [Język: EN] * Malfunctions of the valve is one of the major reasons for oil pressure issues within the system. Its moving elements need very precise clearance or they can get stuck, thus causing failure in the flow control. * Lack of proper pressure - leads to dangerous oil starvation and possible seizures within the engine’s inner parts or equipment. Excessive lubricant pressure - is very harmful, as it exposes the lubrication system channels, seals and components to abnormal working conditions, thus leading to premature, severe failures. Especially, the oil cooler/filter assembly installed close to the pump outlet can suffer from damage provoked by overpressure. Ultimately, the excessive lubricant pressure will lead to serious leaks of the system. Whether an internal burst of the oil cooler leads to the lubricant penetrating to the coolant circuit, or severe oil leaks from blown system seals, all of these will end up with lubricant loss and catastrophic failure of the engine and its equipment. * The pressure relief valve may wear out over time but typically its failure is premature and consequential to other problems. To avoid the valve getting stuck, thus leading to the lubrication system’s critical failure, some prevention and regular service are recommended: * • * Replace oil and oil filter regularly and according to the vehicle’s maintenance schedule. --- ## TECHNICAL BULLETIN TURBO AND TURBOCHARGED SYSTEM [Język: EN] --- ## • [Język: EN] * If an excessive oil degradation/sludge is present in the system, perform engine flushing (applicable for specific engine models, refer to Nissens’ Turbo Bulleting for PSA engines) --- ## Oil supply disturbance: Oil feedline deformation caused by careless installation. The line is tight but the deformation caused oil thus shortages in lubricant supply to the turbo. [Język: EN] --- ## To perform an effective pressure diagnostics, several crucial conditions must be observed. First, use of the right tools - a separate pressure gauges manifold or gauges integrated with a filling station are recommended. LP and HP gauges must be connected correctly to the vehicle’s system, respectively to the low- and high-pressure side’s service ports. [Język: EN] * Before the test, make sure the system is in an operational condition. This requires a correct level of refrigerant charge, with at least 1,5 bar/25 PSI of static pressure to run the compressor. To determine that, static pressures* of the system should be read before starting the engine. | LP and HP pressure gauge indications should be very nearly to equal on both sides. Too low static pressure indicates a low system charge and probable leak that must be found and repaired. * After the static pressures test is passed, operational pressures can be measured. For reliable outcomes, the vehicle must achieve its operational characteristics. The engine must get started, set to idling and maximum cold air production, and around 70% of the blow power must be set for the AC system. The engine must get to its proper operational temperature of 80- 90°C/180-200°F. * Now the LP and HP gauge readings need to be considered. To determine failures, the gauges’ indications must be referred to a table with R134a operating pressure values for HP and LP. Please notice, the values will vary depending on conditions such as ambient temperature and compressor type (fixed/variable displacement). --- ## Poor quality packing – Too tight condenser strapping inside the box will often crush its top and bottom tubes. As the tube is flat, with a small diameter, the flow in a crushed tube will extremely be limited or completely disabled. Furthermore, most of modern condenser tubes are produced in so called microtube design and with inner partitioning walls, making them very sensitive on bends or crushes. [Język: EN] * Transport damages – The thin aluminum, which the condenser is made of, makes the construction fragile. This requires handling with significant care. Throwing the condenser box, or improper handling during installation, will quickly spoil the fragile parts. Even small surface dents or seemingly light bends can impair or limit the condenser inner flow, thus reduce operation capacity. Other areas exposed to mechanical damages are mounting brackets and connection sockets. --- ## Mechanical damages to the condenser are often disregarded as reasons for reduced system performance or for compressor failure. [Język: EN] * In many cases, failures that are recorded and considered as common reasons for system failure are leakages and surface perforations. However, light mechanical deformations of the condenser tubes and fins can result in serious system performance limitations. Only one deformed condenser tube is needed to restrict refrigerant flow inside the unit, thus reducing system performance significantly. * Furthermore, limited flow will cause an abnormal high pressures and temperatures in the loop. These will increase the compressor workload an effectively reduce its lifespan or, in worst cases, cause it to break down. --- ## The Automotive Industry Is Focusing on Providing a Faster Charging Infrastructure [Język: EN] * Electric vehicle charging stations seem to be popping up everywhere. But in reality, the ability to quickly and conve.niently charge one’s car pales in comparison to the availabil.ity and speed of refueling a car at a diesel or petrol station. Today’s available DC fast chargers, providing between 50 to 200 kilowatts of power, typically can add just under 200 miles of driving range in one hour for a typical electric car. This may be sufficient for many typical use cases, but for long-distance travel, a one-hour charge simply isn’t fast enough. Currently, the industry is developing DC high-power charging (HPC) to provide the same amount of charge (200 miles of range) in 10 minutes or less, producing an experience similar to filling up one’s gas tank in an internal combustion engine (ICE) vehicle. The transportation and power utility industries are hard at work addressing this critical industry need, as summarized in Figure 2. * Several groups, including the Society of Automotive Engi.neers (SAE), the International Electrotechnical Commis.sion (IEC), CharIN E.V., and the CHAdeMO association are working to develop charging standards for electric vehicles worldwide. Multiple protocols and physical interfaces have been developed along the way by these industry-wide bodies. Work is underway to establish and accelerate mega.watt DC charging, enabling even faster “refueling” of electric vehicles, especially for larger commercial vehicles like buses and trucks. While the exact implementation of a standard is still under discussion, it is certain that at some point in the not-too-distant future an ultrafast DC charging capability, with power transfer beyond 500 kilowatts, will exist. * Ensuring that vehicles are ready to take advantage of mega.watt DC charging cannot wait until the standard interface is defined. Advanced connectivity technology investments need to be made, and solutions need to be developed now * Figure 1: Benefits and concerns of vehicle electrification --- ## Vehicles Face Technical Challenges Related to Megawatt DC Charging Connectivity [Język: EN] * Will vehicles be ready to handle 500 kilowatt charging? One megawatt and beyond charging? Although the need to be able to charge a vehicle in minutes rather than hours is apparent, the way to address this requirement safely and effectively is not as obvious. These demands are driving the industry to focus on a broad range of solutions to solve never-before-seen challenges. Charging inlets must be able to handle 10 to 20 times the power that today’s generation of electric cars can accept. * Trying to push up to megawatts or even gigawatts of power through an inlet sized to handle 50 kilowatts is like drinking from a firehose. Connections, cables, switches, and contac.tors will all be subjected to increased electric stresses and must be able to intelligently manage this power transfer while also mitigating heat, arcing, and safety issues. New contact platings need to be developed to reduce heat and mitigate wear and tear from a high number of connection mating cycles and from public charging plugs that can trans.fer damage and abrasives to the vehicle’s charging inlet. --- ## Figure 2: Electric vehicle charger types [Język: EN] * consortia, enabling the identification of problems and the development of solutions early in the design process. TE, working with global customers and across multiple trans.portation segments, has tailored solutions to match the market’s needs. This is achieved via a modular, platform building-block approach that enables TE to deliver the right solutions quickly and cost-effectively. * Does more power mean more heat? * Thermal management for charging is the biggest challenge for the inlet, plug, and cable. Simple physics dictates that P=V*I; Heat = I2R (where P = Power; V = Voltage; I = Current; R = Resistance). Typical battery packs are currently at 480V. Moving from 50kW (480V x 100A) to 240kW (480V x 500A) is ~5x increase in power and 25x increase in heat. TE has an in-house electro-thermal modeling and simulation capability, allowing for the optimized design of components and subsystems that can be stressed by the high charging voltages and currents. * Does the higher power required to do DC fast and high-power charging drive technology advances in the vehicle charging inlet? * TE has developed charging inlets with integrated sensing and actuation capability, to allow for intelligent charging control while providing touch-safe operation and reli.able charging state feedback. These inlets can be scaled to accommodate varying customer electrical/electronic architectures inside the vehicle, from discrete point-to-point operation or via distributed intelligent control. TE’s archi.tecture and electronics teams deliver solutions to fit varying charging station approaches and protocols. * Does higher power mean bigger wires and bigger connections? * Currents exceeding 200 amps require cooling to keep cable and connector sizes manageable from the charging station to the vehicle. Simply using larger cables and connectors will eventually make them unusable and cost prohibitive. Similar challenges exist inside the vehicle. While the connection from the inlet need not be physically handled like a charging cable, it still needs to be as small, light, and cost-efficient as possible. * TE Connectivity works with customers to proactively address these complex problems, leveraging our material science and contact physics expertise as well as employ.ing active cooling and advanced power management techniques in creating innovative new solutions. Figure 3 illustrates some of the cooling opportunities along the high-power connectivity path. * What is the safety impact of the higher power requirement for fast charging? * Electricity has inherent safety risks. In addition to electric shock that can be caused by higher voltages, the heat generated by resistance can cause burns, so temperature management becomes a key consideration. --- ## TE Connectivity as the Supplier of Choice [Język: EN] * In summary, there is a strong industry need to deliver more power to the battery in a shorter amount of time (from hours to minutes) to refuel/recharge electric vehicles. More power means more heat and more component stress within the vehicle from the charging inlet to the battery. This phe.nomenon must be intelligently managed. Contacting and non-contacting sensing techniques are needed to provide accurate, real-time temperature, voltage, and current infor.mation. * To address these challenges, TE Connectivity’s team of engineers and scientists engages closely with our customers and helps support their success by developing robust solu.tions tailored to their specific vehicle architectures for the harshest of environments. We are a system-knowledgeable connectivity solutions supplier with electronics architecture and physical integration expertise, which enables us to speak our customers’ technical language. We bring to the table a comprehensive product portfolio, technical design know-how, manufacturing and application tooling prowess, and our depth and breadth of industries and geographies served. --- ## Multi-Fit Radiator Nissens #60786A [Język: EN] --- ## Nissens_TechnicalBulletin_AC_Loop_Components_Temperature - Diagnostics.indd 1 [Język: EN] --- ## Evaporator Surface 0-5 °C / 32-41 °F [Język: EN] * Expansion valve | Directly on the unit | 2-5 °C / 35-41 °F * Compressor suction line | Evaporator to compressor line | 5-15 °C / 41-59 °F * Receiver dryer | Directly on the unit | 30-50 °C / 86-122 °F * Line | Condenser to receiver dryer line | 30-50 °C / 86-122 °F * Compressor | Directly on the unit | 60-90 °C / 140-194 °F * Condenser outlet | ...to receiver dryer | 40-60 °C / 104-140 °F * Condenser inlet | ...from compressor | 60-90 °C / 140-194 °F * Condenser | Inlet - outlet | Temperature difference between inlet and outlet --- ## For more precise problem explanations related to each of the key loop components, please consult Nissens’ Technical Poster, AC System Diagnostics - Loop Components Temperature. [Język: EN] * ©Nissens Automotive A/S, Ormhøjgårdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit our website www.nissens.com. * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer’s instructions to follow the right service and maintenance procedures. Nissens Automotive A/S shall not be responsible for any property damage or personal injury, direct or indirect damage from failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. --- ## PLEASE LEAVE ALL ENGLISH TEXT AND ADD YOUR TRANSLATION SECTION BY SECTION IN ORDER FOR US TO IMPLEMENT/UNDERSTAND THE MEANING OF ALL TEXT, THANK YOU. ALSO KEEP ALL BOLD TEXT BOLD. [Język: EN] * ENG * Translation * TECHNICAL BULLETIN TURBOCHARGER INSTALLATION * BOLLETTINO TECNICO INSTALLAZIONE DEL TURBOCOMPRESSORE --- ## ISSUE [Język: EN] * PROBLEMA * INTAKE AIR SYSTEM‚Ä®COMPRESSOR WHEEL DAMAGES BY FOREIGN OBJECTS * SISTEMA DI ASPIRAZIONE DELL'ARIA‚Ä®DANNI ALLA RUOTA DEL COMPRESSORE CAUSATI DA CORPI ESTRANEI --- ## NB! When installing the new turbo from Nissens, always comply with the installation instructions included in the product box. Disregarding any of the above instructions may lead to serious, irreversible failures of the newly installed turbocharger or/and of the engine. [Język: EN] * NB! Quando si installa il nuovo turbo Nissens, attenersi sempre alle istruzioni di installazione incluse nella confezione del prodotto. La mancata osservanza di qualsiasi istruzione sopra riportata potrebbe comportare guasti gravi e irreversibili del turbocompressore appena installato o/e del motore. --- ## (Picture)‚Ä®Compressor wheel damage caused by foreign objects [Język: EN] * (Immagine)‚Ä®Danni alla ruota del compressore causati da corpi estranei * ‚Ä®The material and its contents are provided without warranty of any kind, and by publishing it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to comply with the right service and maintenance procedures. Nissens Automotive shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * ‚Ä®Il materiale e i suoi contenuti sono forniti senza garanzie di alcun tipo e, pubblicandolo, decliniamo ogni responsabilit√†. Attenersi sempre alle istruzioni del produttore del veicolo per osservare le corrette procedure di assistenza e manutenzione. Nissens Automotive non sar√† ritenuta responsabile di eventuali danni materiali o lesioni personali, danni diretti o indiretti, dovuti a guasti o tempi di inattivit√† nel funzionamento del veicolo causati da un'errata applicazione, installazione e/o abuso dei nostri prodotti. * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com/turbo * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Danimarca. Per ulteriori informazioni tecniche e di contatto, visitare il sito www.nissens.com/turbo --- ## Nissens‚Äô Technical bulletin AC system / AC compressor –¢–µ—Ö–Ω–∏—á–µ—Å–∫–∏ –±—é–ª–µ—Ç–∏–Ω –Ω–∞ Nissens –ö–ª–∏–º–∞—Ç–∏—á–Ω–∞ —Å–∏—Å—Ç–µ–º–∞/ –ö–æ–º–ø—Ä–µ—Å–æ—Ä [Język: EN] * Theme: AC system/compressor lubrication‚Ä®Avoid mixing PAG with universal oils * –¢–µ–º–∞: –ö–ª–∏–º–∞—Ç–∏—á–Ω–∞ —Å–∏—Å—Ç–µ–º–∞/—Å–º–∞–∑–≤–∞–Ω–µ –Ω–∞ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. * –ò–∑–±—è–≥–≤–∞–π—Ç–µ —Å–º–µ—Å–≤–∞–Ω–µ—Ç–æ –Ω–∞ PAG (Poly Alkylene Glycol )-–º–∞—Å–ª–æ—Ç–æ —Å –¥—Ä—É–≥–∏ —É–Ω–∏–≤–µ—Å–∞–ª–Ω–∏ –º–∞—Å–ª–∞ * Background‚Ä®PAG oil is the most common lubricant applied in modern automotive air conditioning systems running on R134A and R1234yf. It is a fully synthetic oil, offers efficient and universal lubricating parameters, is conductive, highly hygroscopic, and can be offered in several viscosity versions (46/100/150). * –ë–∞–∑–æ–≤–∞ –∏–Ω—Ñ–æ—Ä–º–∞—Ü–∏—è: * PAG-–º–∞—Å–ª–æ—Ç–æ | (–ü–æ–ª–∏–æ–ª –ï—Å—Ç–µ—Ä–Ω–æ) –µ –Ω–∞–π-—á–µ—Å—Ç–æ —Å—Ä–µ—â–∞–Ω–∏—è —Å–º–∞–∑–æ—á–µ–Ω –º–∞—Ç–µ—Ä–∏–∞–ª (–ª—É–±—Ä–∏–∫–∞–Ω—Ç), –∫–æ–π—Ç–æ —Å–µ –∏–∑–ø–æ–ª–∑–≤–∞ –≤ –∫–ª–∏–º–∞—Ç–∏—á–Ω–∏—Ç–µ —Å–∏—Å—Ç–µ–º–∏ –Ω–∞ —Å—ä–≤—Ä–µ–º–µ–Ω–Ω–∏—Ç–µ –∞–≤—Ç–æ–º–æ–±–∏–ª–∏ (–ú–ü–°), —Ä–∞–±–æ—Ç–µ—â–∏ —Å —Ö–ª–∞–¥–∏–ª–µ–Ω –∞–≥–µ–Ω—Ç (—Ñ—Ä–µ–æ–Ω) | R134A –∏ R12. –ú–∞—Å–ª–æ—Ç–æ –µ –Ω–∞–ø—ä–ª–Ω–æ —Å–∏–Ω—Ç–µ—Ç–∏—á–Ω–æ, –∏–º–∞ –µ—Ñ–µ–∫—Ç–∏–≤–Ω–∏ –∏ —É–Ω–∏–≤–µ—Ä—Å–∞–ª–Ω–∏ —Å–º–∞–∑–æ—á–Ω–∏ –ø–∞—Ä–∞–º–µ—Ç—Ä–∏. –¢–æ –µ –ø—Ä–æ–≤–æ–¥–∏–º–æ, —Å–∏–ª–Ω–æ —Ö–∏–≥—Ä–æ—Å–∫–æ–ø–∏—á–Ω–æ –∏ —Å–µ –ø—Ä–µ–¥–ª–∞–≥–∞ –≤ –Ω—è–∫–æ–ª–∫–æ –≤–µ—Ä—Å–∏–∏ –Ω–∞ –≤–∏—Å–∫–æ–∑–∏—Ç–µ—Ç. (46/100/150). --- ## AC compressor manufactures specify the precise lubricant type and quantity required for a proper operation of their compressor pump. The advanced mechanical construction, moving components, and operation in high temperatures and pressures, require an excellent-matched lubrication to ensure proper functionality and long vitality. [Język: EN] * –ü—Ä–æ–∏–∑–≤–æ–¥–∏—Ç–µ–ª–∏—Ç–µ –Ω–∞ AC (–∫–ª–∏–º–∞—Ç–∏—á–Ω–∏)-–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∏ –æ–ø—Ä–µ–¥–µ–ª—è—Ç | —Ç–æ—á–Ω–∏—è—Ç –≤–∏–¥ –∏ –∫–æ–ª–∏—á–µ—Å—Ç–≤–æ—Ç–æ –Ω–∞ –ª—É–±—Ä–∏–∫–∞–Ω—Ç–∞, –Ω–µ–æ–±—Ö–æ–¥–∏–º–∏ –∑–∞ –ø—Ä–∞–≤–∏–ª–Ω–æ—Ç–æ —Ñ—É–Ω–∫—Ü–∏–æ–Ω–∏—Ä–∞–Ω–µ –Ω–∞ —Å—ä–æ—Ç–≤–µ—Ç–Ω–∏—è –∫–æ–º–ø—Ä–µ—Å–æ—Ä. –ú–æ–¥–µ—Ä–Ω–∞—Ç–∞ –º–µ—Ö–∞–Ω–∏—á–Ω–∞—Ç–∞ –∫–æ–Ω—Å—Ç—Ä—É–∫—Ü–∏—è, –¥–≤–∏–∂–µ—â–∏—Ç–µ —Å–µ –∫–æ–º–ø–æ–Ω–µ–Ω—Ç–∏ –∏ —Ä–∞–±–æ—Ç–∞—Ç–∞ –ø—Ä–∏ –≤–∏—Å–æ–∫–∏ —Ç–µ–º–ø–µ—Ä–∞—Ç—É—Ä–∏ –∏ –Ω–∞–ª—è–≥–∞–Ωe, –∏–∑–∏—Å–∫–≤–∞—Ç –æ—Ç–ª–∏—á–Ω–æ | —Å–º–∞–∑–≤–∞–Ω–µ, –∫–æ–µ—Ç–æ –¥–∞ –≥–∞—Ä–∞–Ω—Ç–∏—Ä–∞ –ø—Ä–∞–≤–∏–ª–Ω–æ—Ç–æ —Ñ—É–Ω–∫—Ü–∏–æ–Ω–∏—Ä–∞–Ω–µ –∏ –¥—ä–ª—ä–≥ –∂–∏–≤–æ—Ç –Ω–∞ –∫–ª–∏–º–∞—Ç–∏—á–Ω–∞—Ç–∞ —Å–∏—Å—Ç–µ–º–∞. --- ## Problem‚Ä®A common reason for AC Compressor failure is applying oil, different from the lubricant recommended by the compressor manufacturer. For instance by filling up the system, where the originally applied PAG oil (Poly Alkylene Glycol) is mixed with a universal PAO oil (Poly Aphaolefins Oil) with viscosity parameter 68. Although in general, the PAO and PAG characteristics seem be similar, their viscosity parameter is different. Applying an oil of a different viscosity than required by the compressor producer can lead to compressor serious failures, which, in most cases, will lead to a claim rejection. [Język: EN] --- ## –ü—Ä–æ–±–ª–µ–º–∏: [Język: EN] * –ß–µ—Å—Ç–æ —Å—Ä–µ—â–∞–Ω–∞ –ø—Ä–∏—á–∏–Ω–∞ –∑–∞ –Ω–µ–ø—Ä–∞–≤–∏–ª–Ω–æ —Ñ—É–Ω–∫—Ü–∏–æ–Ω–∏—Ä–∞–Ω–µ –Ω–∞ AC- –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –µ –∏–∑–ø–æ–ª–∑–≤–∞–Ω–µ—Ç–æ –Ω–∞ –º–∞—Å–ª–æ —Ä–∞–∑–ª–∏—á–Ω–æ –æ—Ç –ø—Ä–µ–ø–æ—Ä—ä—á–∞–Ω–æ—Ç–æ –æ—Ç –ø—Ä–æ–∏–∑–≤–æ–¥–∏—Ç–µ–ª—è, –ø—Ä–∏–º–µ—Ä–Ω–æ —á—Ä–µ–∑ —Å–º–µ—Å–≤–∞–Ω–µ | –Ω–∞ –ª—É–±—Ä–∏–∫–∞–Ω—Ç–∏—Ç–µ –≤ —Å–∏—Å—Ç–µ–º–∞—Ç–∞. –¢—è –ø—ä—Ä–≤–æ–Ω–∞—á–∞–ª–Ω–æ –µ –∑–∞—Ä–µ–¥–µ–Ω–∞ —Å | PAG- –º–∞—Å–ª–æ (–ü–æ–ª–∏ –ê–ª–∫–∏–ª–µ–Ω –ì–ª–∏–∫–æ–ª), –∞ —Å–ª–µ–¥ —Ç–æ–≤–∞ —Å–µ –¥–æ–ø—ä–ª–≤–∞ —Å —É–Ω–∏–≤–µ—Ä—Å–∞–ª–Ω–æ—Ç–æ PAO-–º–∞—Å–ª–æ (Poly Aphaolefins Oil) —Å | –≤–∏—Å–∫–æ–∑–∏—Ç–µ—Ç 68. –í—ä–ø—Ä–µ–∫–∏ —á–µ –∫–∞—Ç–æ —Ü—è–ª–æ, —Ö–∞—Ä–∞–∫—Ç–µ—Ä–∏—Å—Ç–∏–∫–∏—Ç–µ –Ω–∞ –†AO –∏ PAG –∏–∑–≥–ª–µ–∂–¥–∞—Ç –ø–æ–¥–æ–±–Ω–∏, —Ç–µ—Ö–Ω–∏—è –≤–∏—Å–∫–æ–∑–∏—Ç–µ—Ç –µ —Ä–∞–∑–ª–∏—á–µ–Ω. –ò–∑–ø–æ–ª–∑–≤–∞–Ω–µ—Ç–æ –Ω–∞ –º–∞—Å–ª–æ —Å –≤–∏—Å–∫–æ–∑–∏—Ç–µ—Ç —Ä–∞–∑–ª–∏—á–µ–Ω –æ—Ç —Ç–æ–∑–∏, –∫–æ–π—Ç–æ –ø—Ä–µ–ø–æ—Ä—ä—á–≤–∞ –ø—Ä–æ–∏–∑–≤–æ–¥–∏—Ç–µ–ª—è –Ω–∞ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞, –º–æ–∂–µ –¥–∞ –¥–æ–≤–µ–¥–µ –¥–æ —Å–µ—Ä–∏–æ–∑–Ω–∏ –ø–æ–≤—Ä–µ–¥–∏ –≤ –Ω–µ–≥–æ. –ü—Ä–∏ —Ç–æ–≤–∞ –ø–æ–ª–æ–∂–µ–Ω–∏–µ –ø—Ä–µ—Ç–µ–Ω—Ü–∏—è—Ç–∞ –∑–∞ —Ä–µ–∫–ª–∞–º–∞—Ü–∏—è –æ—Ç –∫–ª–∏–µ–Ω—Ç–∞ —â–µ –±—ä–¥–µ –æ—Ç—Ö–≤—ä—Ä–ª–µ–Ω –æ—Ç –ø—Ä–æ–∏–∑–≤–æ–¥–∏—Ç–µ–ª—è. * Recommended Solution‚Ä®‚Ä®Always follow the compressor or car manufacturer guidelines for the right selection of the lubricant for the AC compressor. Nissens compressors are always delivered with a warranty and installation guide book describing the proper installation procedure. * –ü—Ä–µ–ø–æ—Ä—ä–∫–∏: * –í–∏–Ω–∞–≥–∏ —Å–ª–µ–¥–≤–∞–π—Ç–µ —É–∫–∞–∑–∞–Ω–∏—è—Ç–∞ –Ω–∞ –ø—Ä–æ–∏–∑–≤–æ–¥–∏—Ç–µ–ª—è –æ—Ç–Ω–æ—Å–Ω–æ –ø—Ä–∞–≤–∏–ª–Ω–∏—è –∏–∑–±–æ—Ä –Ω–∞ –º–∞—Å–ª–æ—Ç–æ –∑–∞ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –Ω–∞ –∫–ª–∏–º–∞—Ç–∏–∫–∞. –ö–æ–º–ø—Ä–µ—Å–æ—Ä–∏—Ç–µ —Å –º–∞—Ä–∫–∞ NISSENS –≤–∏–Ω–∞–≥–∏ —Å–µ –¥–æ—Å—Ç–∞–≤—è—Ç —Å –≥–∞—Ä–∞–Ω—Ü–∏—è –∏ —Å –∏–Ω—Å—Ç—Ä—É–∫—Ü–∏, –∫—ä–¥–µ—Ç–æ —Å–∞ | –æ–ø–∏—Å–∞–Ω–∏ –ø—Ä–æ—Ü–µ–¥—É—Ä–∏—Ç–µ –∑–∞ –ø—Ä–∞–≤–∏–ª–Ω–∏—è –º–æ–Ω—Ç–∞–∂/–∏–Ω—Å—Ç–∞–ª–∏—Ä–∞–Ω–µ. * Furthermore, Nissens compressors are always pre-filled with the right quantity and viscosity PAG oil and there is therefore no need to add any extra oil. Nissens applies solely a high quality double end-capped PAG lubricant. A double end-capped PAG oil is chemically inactive and stable, offering exceptionally good lubrication characteristics, high moisture tolerance at high temperatures, and does not react chemically to form harmful acids/compounds. * –û—Å–≤–µ–Ω —Ç–æ–≤–∞, –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∏—Ç–µ –Ω–∞ NISSENS –≤–∏–Ω–∞–≥–∏ —Å–∞ –ø—Ä–µ–¥–≤–∞—Ä–∏—Ç–µ–ª–Ω–æ –Ω–∞–ø—ä–ª–Ω–µ–Ω–∏ —Å —Ç–æ—á–Ω–æ—Ç–æ –∫–æ–ª–∏—á–µ—Å—Ç–≤–æ PAG-–º–∞—Å–ª–æ —Å—ä—Å —Å—ä–æ—Ç–≤–µ—Ç–Ω–∏—è –≤–∏—Å–∫–æ–∑–∏—Ç–µ—Ç –∏ –ø–æ—Ä–∞–¥–∏ —Ç–æ–≤–∞ –ø—Ä–∏ –ø–æ–¥–º—è–Ω–∞ –Ω–∞ –∫–æ–º–ø—Ä–µ—Å–æ—Ä –Ω–µ –µ –Ω–µ–æ–±—Ö–æ–¥–∏–º–æ –¥–∞ —Å–µ –¥–æ–ª–∏–≤–∞ –º–∞—Å–ª–æ. NISSENS –∏–∑–ø–æ–ª–∑–≤–∞ —Å–∞–º–æ –∏ –µ–¥–∏–Ω—Å—Ç–≤–µ–Ω–æ –≤–∏—Å–æ–∫–æ–∫–∞—á–µ—Å—Ç–≤–µ–Ω–æ PAG-–º–∞—Å–ª–æ. –î–≤–∞—Ç–∞ –æ—Ç–≤–æ—Ä–∞ (–≤—Ö–æ–¥ –∏ –∏–∑—Ö–æ–¥) –Ω–∞ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ —Å–∞ –∑–∞—Ç–≤–æ—Ä–µ–Ω–∏ –ø–ª—ä—Ç–Ω–æ —Å –∫–∞–ø–∞—á–∫–∏. –¢–∞–∫–∞ –∑–∞–ø–µ—á–∞—Ç–∞–Ω–æ, –º–∞—Å–ª–æ—Ç–æ –≤ –Ω–æ–≤–∏—è –∫–æ–º–ø—Ä–µ—Å–æ—Ä –µ —Ö–∏–º–∏—á–µ—Å–∫–∏ –Ω–µ–∞–∫—Ç–∏–≤–Ω–æ –∏ —Å—Ç–∞–±–∏–ª–Ω–æ. –¢–æ –ø—Ä–µ–¥–ª–∞–≥–∞ –∏–∑–∫–ª—é—á–∏—Ç–µ–ª–Ω–æ –¥–æ–±—Ä–∏ —Ö–∞—Ä–∞–∫—Ç–µ—Ä–∏—Å—Ç–∏–∫–∏ –Ω–∞ —Å–º–∞–∑–≤–∞–Ω–µ, –≤–∏—Å–æ–∫–∞ —Ç–æ–ª–µ—Ä–∞–Ω—Ç–Ω–æ—Å—Ç –∫—ä–º –≤–ª–∞–≥–∞—Ç–∞ –ø—Ä–∏ –≤–∏—Å–æ–∫–∏ —Ç–µ–º–ø–µ—Ä–∞—Ç—É—Ä–∏, –∏ –Ω–µ —Ä–µ–∞–≥–∏—Ä–∞ —Ö–∏–º–∏—á–µ—Å–∫–∏ ‚Äì –Ω–µ –æ–±—Ä–∞–∑—É–≤–∞ | –≤—Ä–µ–¥–Ω–∏ –∫–∏—Å–µ–ª–∏–Ω–∏ / —Å—ä–µ–¥–∏–Ω–µ–Ω–∏—è. * ‚Ä®Why avoid mixing PAG with universal oils? * The two oils do not mix completely and cannot create a long lasting homogenous mixture to ensure a proper lubrication of the compressor mechanical parts. Initially, mixed oils will visually seem well-mixed. However, after a short period of time, when compressor is not running, the two oils will separate again. (pictures)‚Ä® * –ó–∞—â–æ –Ω–µ —Ç—Ä—è–±–≤–∞ –¥–∞ —Å–º–µ—Å–≤–∞—Ç–µ | PAG-–º–∞—Å–ª–æ—Ç–æ —Å —É–Ω–∏–≤–µ—Ä—Å–∞–ª–Ω–∏ –º–∞—Å–ª–∞? * PAG-–º–∞—Å–ª–æ—Ç–æ –Ω–µ —Ç—Ä—è–±–≤–∞ –¥–∞ —Å–µ —Å–º–µ—Å–≤–∞ —Å —É–Ω–∏–≤–µ—Ä—Å–∞–ª–Ω–∏ –º–∞—Å–ª–∞, –∑–∞—â–æ—Ç–æ —Ç–∞–∫–∞ –ø–æ—Å–æ—á–µ–Ω–∏—Ç–µ –º–∞—Å–ª–∞ –Ω–µ —Å–µ —Å–º–µ—Å–≤–∞—Ç –Ω–∞–ø—ä–ª–Ω–æ –∏ –Ω–µ –º–æ–≥–∞—Ç –¥–∞ —Å—ä–∑–¥–∞–¥–∞—Ç –¥—ä–ª–≥–æ—Ç—Ä–∞–π–Ω–∞ —Ö–æ–º–æ–≥–µ–Ω–Ω–∞ —Å–º–µ—Å, –∫–æ—è—Ç–æ | –¥–∞ –æ—Å–∏–≥—É—Ä–∏ –ø—Ä–∞–≤–∏–ª–Ω–æ—Ç–æ —Å–º–∞–∑–≤–∞–Ω–µ –Ω–∞ –º–µ—Ö–∞–Ω–∏—á–Ω–∏—Ç–µ —á–∞—Å—Ç–∏ –≤ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. –ü—ä—Ä–≤–æ–Ω–∞—á–∞–ª–Ω–æ, —Å–º–µ—Å—Ç—Ç–∞ –≤–∏–∑—É–∞–ª–Ω–æ —â–µ –∏–∑–≥–ª–µ–∂–¥–∞ —Ö–æ–º–æ–≥–µ–Ω–Ω–∞ (–¥–æ–±—Ä–µ —Å–º–µ—Å–µ–Ω–∞) . –í—ä–ø—Ä–µ–∫–∏ —Ç–æ–≤–∞, —Å–ª–µ–¥ –∏–∑–≤–µ—Å—Ç–Ω–æ –≤—Ä–µ–º–µ, –∫–æ–≥–∞—Ç–æ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –Ω–µ –µ —Ä–∞–±–æ—Ç–∏–ª, –¥–≤–µ—Ç–µ –º–∞—Å–ª–∞ —â–µ —Å–µ —Ä–∞–∑–¥–µ–ª—è—Ç –æ—Ç–Ω–æ–≤–æ. (—Å–Ω–∏–º–∫–∏) * When compressor starts from cold, separated oil of higher density and viscosity will lead to a restricted lubrication of precisely fixed moving elements inside the AC compressor, for example between the piston and cylinder. As the more viscous oil or the oils mixture will not penetrate the moving parts precisely, friction will cause the compressors to overheat and seize * –ö–æ–≥–∞—Ç–æ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ —Å–µ –≤–∫–ª—é—á–∏ (–ø—Ä–∏ —Å—É–¥–µ–Ω –¥–≤–∏–≥–∞—Ç–µ–ª) | –º–∞—Å–ª–æ—Ç–æ (–æ–±—Ä–∞–∑—É–≤–∞–Ω–æ –æ—Ç –Ω–µ–ø—Ä–∞–≤–∏–ª–Ω–æ —Å–º–µ—Å–µ–Ω–∏ –º–∞—Å–ª–∞), –∫–æ–µ—Ç–æ –µ —Å –ø–æ-–≤–∏—Å–æ–∫–∞ –ø–ª—ä—Ç–Ω–æ—Å—Ç –∏ –≤–∏—Å–∫–æ–∑–∏—Ç–µ—Ç, —â–µ –¥–æ–≤–µ–¥–µ –¥–æ –ø–æ-–æ–≥—Ä–∞–Ω–∏—á–µ–Ω–æ —Å–º–∞–∑–≤–∞–Ω–µ –Ω–∞ –ø–ª—ä—Ç–Ω–æ —Ñ–∏–∫—Å–∏—Ä–∞–Ω–∏—Ç–µ –¥–≤–∏–∂–µ—â–∏ —Å–µ –µ–ª–µ–º–µ–Ω—Ç–∏ –≤—ä—Ç—Ä–µ, –Ω–∞–ø—Ä–∏–º–µ—Ä –º–µ–∂–¥—É –±—É—Ç–∞–ª–∞—Ç–∞ –∏ —Ü–∏–ª–∏–Ω–¥—Ä–∏—Ç–µ. –¢—ä–π –∫–∞—Ç–æ –ø–æ-–≥—ä—Å—Ç–æ—Ç–æ –º–∞—Å–ª–æ | –Ω—è–º–∞ –¥–∞ –º–æ–∂–µ –¥–∞ –ø—Ä–æ–Ω–∏–∫–Ω–µ –¥–æ–±—Ä–µ –º–µ–∂–¥—É –¥–≤–∏–∂–µ—â–∏—Ç–µ —Å–µ —á–∞—Å—Ç–∏, —Ç—Ä–∏–µ–Ω–µ—Ç–æ —â–µ –ø—Ä–µ–¥–∏–∑–≤–∏–∫–∞ –ø—Ä–µ–≥—Ä—è–≤–∞–Ω–µ –∏ –±–ª–æ–∫–∏—Ä–∞–Ω–µ –Ω–∞ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. * Universal oils do not mix the same way with the refrigerant as the PAG oil, thus the lubricant circulation in the system may be restricted exposing the compressor components to friction and the system other components such as expansion valve or seals to fail * –£–Ω–∏–≤–µ—Ä—Å–∞–ª–Ω–∏—Ç–µ –º–∞—Å–ª–∞ –Ω–µ —Å–µ —Å–º–µ—Å–≤–∞—Ç –ø–æ —Å—ä—â–∏—è –Ω–∞—á–∏–Ω —Å —Ö–ª–∞–¥–∏–ª–Ω–∏—è –∞–≥–µ–Ω—Ç (—Ñ—Ä–µ–æ–Ω–∞) | –∫–∞–∫—Ç–æ PAG-–º–∞—Å–ª–æ—Ç–æ. –ü–æ —Ç–æ–∑–∏ –Ω–∞—á–∏–Ω —Ü–∏—Ä–∫—É–ª–∞—Ü–∏—è—Ç–∞ –Ω–∞ –ª—É–±—Ä–∏–∫–∞–Ω—Ç–∞ –≤ —Å–∏—Å—Ç–µ–º–∞—Ç–∞ –º–æ–∂–µ –¥–∞ –±—ä–¥–µ –æ–≥—Ä–∞–Ω–∏—á–µ–Ω–æ –∏ —Ç–æ–≤–∞ –¥–∞ –∏–∑–ª–æ–∂–∏ —á–∞—Å—Ç–∏—Ç–µ –Ω–∞ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –Ω–∞ –¥–æ–ø—ä–ª–Ω–∏—Ç–µ–ª–Ω–æ —Ç—Ä–∏–µ–Ω–µ –∏ | –¥—Ä—É–≥–∏—Ç–µ –∫–æ–º–ø–æ–Ω–µ–Ω—Ç–∏ –∫–∞—Ç–æ —Ä–∞–∑—à–∏—Ä–∏—Ç–µ–ª–Ω–∏—è –≤–µ–Ω—Ç–∏–ª (–¢–†–í ‚Äì –¢–µ—Ä–º–æ –†–µ–≥—É–ª–∞—Ü–∏–æ–Ω–µ–Ω –í–µ–Ω—Ç–∏–ª ) –∏–ª–∏ —É–ø–ª—ä—Ç–Ω–µ–Ω–∏—è –¥–∞ —Å–µ —Ä–∞–∑–≤–∞–ª—è—Ç. --- ## The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to follow the right service and maintenance procedures. Nissens A/S shall not be responsible for any property damage or personal injury, direct or indirect damage from failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. [Język: EN] * –¢–æ–∑–∏ –º–∞—Ç–µ—Ä–∏–∞–ª –∏ –Ω–µ–≥–æ–≤–æ—Ç–æ —Å—ä–¥—ä—Ä–∂–∞–Ω–∏–µ —Å–µ –ø—Ä–µ–¥–æ—Å—Ç–∞–≤—è—Ç –±–µ–∑ –∫–∞–∫–≤–∏—Ç–æ –∏ –¥–∞ –±–∏–ª–∏ –≥–∞—Ä–∞–Ω—Ü–∏–∏. –ü—É–±–ª–∏–∫—É–≤–∞–π–∫–∏ –≥–æ –Ω–∏–µ | –Ω–µ –Ω–æ—Å–∏–º –Ω–∏–∫–∞–∫–≤–∞ –æ—Ç–≥–æ–≤–æ—Ä–Ω–æ—Å—Ç. –í–∏–Ω–∞–≥–∏ —Å–ª–µ–¥–≤–∞–π—Ç–µ –∏–Ω—Å—Ç—Ä—É–∫—Ü–∏–∏—Ç–µ –Ω–∞ –ø—Ä–æ–∏–∑–≤–æ–¥–∏—Ç–µ–ª—è –Ω–∞ –ø—Ä–µ–≤–æ–∑–Ω–æ—Ç–æ —Å—Ä–µ–¥—Å—Ç–≤–æ | –∑–∞ —Å–ø–∞–∑–≤–∞–Ω–µ –ø—Ä–∞–≤–∏–ª–Ω–∏—Ç–µ –ø—Ä–æ—Ü–µ–¥—É—Ä–∏ –∑–∞ –ø–æ–¥–¥—Ä—ä–∂–∫–∞ –∏ —Ä–µ–º–æ–Ω—Ç. | NISSENS A/S, –Ω–µ –Ω–æ—Å–∏ –æ—Ç–≥–æ–≤–æ—Ä–Ω–æ—Å—Ç –∑–∞ —â–µ—Ç–∏ –≤—ä—Ä—Ö—É —Å–æ–±—Å—Ç–≤–µ–Ω–æ—Å—Ç –∏–ª–∏ –ø–µ—Ä—Å–æ–Ω–∞–ª–Ω–æ –Ω–∞—Ä–∞–Ω—è–≤–∞–Ω–µ, –ø—Ä–µ–∫–∏ –∏–ª–∏ –∫–æ—Å–≤–µ–Ω–∏ —â–µ—Ç–∏ –≤ —Å–ª–µ–¥—Å—Ç–≤–∏–µ –Ω–∞ —Å—á—É–ø–≤–∞–Ω–µ –∏–ª–∏ –ø—Ä–µ–∂–¥–µ–≤—Ä–µ–º–µ–Ω–Ω–æ –∏–∑–Ω–æ—Å–≤–∞–Ω–µ –ø—Ä–∏ –µ–∫—Å–ø–ª–æ–∞—Ç–∞—Ü–∏—è –Ω–∞ –ø—Ä–µ–≤–æ–∑–Ω–æ—Ç–æ —Å—Ä–µ–¥—Å—Ç–≤–æ, –ø—Ä–∏—á–∏–Ω–µ–Ω–∏ –æ—Ç –Ω–µ–ø—Ä–∞–≤–∏–ª–Ω–æ –∏–∑–ø–æ–ª–∑–≤–∞–Ω–µ, –º–æ–Ω—Ç–∞–∂ /–¥–µ–º–æ–Ω—Ç–∞–∂ | –∏ / –∏–ª–∏ –∑–ª–æ—É–ø–æ—Ç—Ä–µ–±–∞ —Å –Ω–∞—à–∏—Ç–µ –ø—Ä–æ–¥—É–∫—Ç–∏. --- ## ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. ‚Ä®For further technical and contact information visit our website www.nissens.com. [Język: EN] --- ## Complete review of the most basic and the most critical service procedure recommended by experts and by the major compressor manufacturers [Język: EN] * ‚Ä®One of the major problems that any AC system can suffer from is inner impurities. The refrigerant and lubricant necessary for the system's vital operation can get contaminated by various substances. Moisture, particle formation due to uncontrolled chemical reactions, or careless use of additives such as UV dye or leak-stop agents are among the most common contaminant sources. All of these problems can quickly cause clogs in the narrow system channels leading to consequential severe failures.¬† * ¬† * Reading this article, you will learn why it is essential to keep the AC system clean, flush using one of the top three recommended flushing methods, and flush Hybrid and Electrical Vehicles HVAC systems.¬† --- ## The modern AC system design employs many components with very narrow passages. The majority of today‚Äôs cars apply micro tube-design condensers with tiny diameter channels. Another example is the externally controlled AC compressors with precise and very sensitive to impurities ECV valve steering the pumping capacity. The system's expansion device and the TXV, in particular, are other types of loop components that can quickly suffer from impurities limiting their proper function. All of these can get clogged by particles, splinters or even by a too viscous lubricant that doesn't match the car's specification.¬† [Język: EN] --- ## Any system flow restriction or stoppage can have catastrophic consequences. The limited refrigerant flow will lead to a decrease in the system's performance, cause instant pressure increases, impair the overall system lubrication, and consequently create an abnormal temperature load that is very dangerous for the AC compressor.¬† [Język: EN] --- ## Furthermore, it is also critical to mention that the potential system contaminants and moisture affect the lubricant, impairing its characteristics. These can instantly affect the compressor's mechanical parts, exposing it to seize. Similarly, if the lubricant gets diluted by excessive additive use (like overdosing with UV dye), the improper condition will lead to irreversible compressor failures. [Język: EN] --- ## Flush the system whenever you diagnose it with clogs, stoppages, or receiver dryer failures. Although it might be the previous garage's failure, you should equally flush the system whenever you conclude an excessive or improper use of additives such as UV dyes or stop leak agents. Visual inspection by a sight-glass tool will ease the diagnosis process. The loop must obligatorily be flushed before installing a new compressor. Carbonized oil particles, metal chips, splinters, and other impurities that caused the previous compressor to fail can quickly kill the new unit if the system is not flushed correctly before the replacement.¬† [Język: EN] --- ## We point to another importance that the flushing has for the system's heart by the compressor's replacement process. Besides cleaning impurities, it is the only way to determine the total lubricant level inside the loop.¬† [Język: EN] --- ## Flushing ABC¬† [Język: EN] * ‚Ä®There are several basic rules you have to observe to flush appropriately. The AC compressor must be detached. You will probably be replacing the compressor after, but if not, the compressor must be separated or bypassed from the flushing. The system expansion devices, such as either orifice tube or expansion valve, should be detached or bypassed, too. The receiver dryer or desiccant should be removed and replaced after flushing. Parallel-flow, thin and micro-tubes condensers, and evaporators cannot be flushed effectively and should be replaced or back flushed whenever serious contaminants impaired the system or by the previous compressor seizure. --- ## Keep in mind! For any of the methods, the cleaning agent residues must be thoroughly removed after flushing, and the AC loop must always be thoroughly dried, preferably by means of nitrogen and a long-process vacuum. Once the AC system is properly flushed, and all of the necessary components have been replaced, you can proceed with the system charge by the prescribed type and volume of refrigerant and lubricant. Remember, flushing is not courtesy and can save you from a repeat repair after installing a new compressor.¬† [Język: EN] --- ## Flushing Hybrid & Electrical Vehicles‚Ä®‚Ä®Many of the new energy vehicles‚Äô HVAC systems are based on a heat pump solution equipped with reverse flow valves and switches (A). A special OBD command is needed to release the flow steering valves to flush these systems, thus enabling the free flow of the flushing solution through the loop‚Äôs ducts. It is, however, highly recommended to detach the loop elements and flush them separately as otherwise, the flushing will not be possible (B). Some of the valve assemblies cannot be flushed and must be replaced. [Język: EN] * ‚Ä®Pictures * Micro tube‚Ä®The newest condenser design applies extremely narrow passages within the micro tubes below 1 mm thickness. The design offers a superior heat exchange but is also very susceptible to impurities (A). * Receiver dryer‚Ä®Excessive contamination spotted on the receiver dryer‚Äôs couplings. This system suffer from severe contamination and must critically be flushed (B). * Compressor suction port‚Ä®Jelly-like or crystallized sticky substance at the compressor‚Äôs suction port. This severe pollution was caused by uncontrolled chemical reaction of moisture and additives like leak-stop agents. Only flushing can remove it all from the loop (C). * Sight glass inspection tool * Sight-glass inspection ‚Äì a tool to spot possible contaminants circulating in the loop. This low-cost and useful tool is highly recommended for an effective system contamination diagnostics, performed in various situations: before, during and after flushing (D). --- ## OTHER ISSUES [Język: EN] * THERE ARE OTHER REASONS FOR FREQUENT TURBO FAILURES ON THE DV6 ENGINES: * ‚Ä¢ Failed DPF regeneration > Excessive backpressure builds up, caused by restrictions in the filter * ‚Ä¢ Foreign objects in the air intake/exhaust system > compressor/turbine wheel and shaft damage * ‚Ä¢ Air intake system leaks > turbo overspeeding > premature wear of the shaft and the compressor wheel --- ## RECOMMENDED SOLUTION [Język: EN] * To avoid critical failures of the new turbo we highly recommend the following actions: * ‚Ä¢ Eliminate any other system-related issues and their root causes * ‚Ä¢ Follow a separate fitting instruction for the DV6 engines‚Äô turbo ‚Äì issued by Nissens and complementary instructions issued by the car manufacturer * ‚Ä¢ Perform an effective engine flushing * ‚Ä¢ Besides standard and recommended parts, replace all other parts required specifically for the proper DV6 engine turbo installation ‚Äì e.g. Nissens kit no. 9300906 including: turbo oil feed + return lines, fittings, connectors and seals, the oil sump pickup/strainer. --- ## ISSUE [Język: EN] * –û–ü–ò–° –ü–†–û–ë–õ–ï–ú–ò * INTAKE AIR SYSTEM‚Ä®COMPRESSOR WHEEL DAMAGES BY FOREIGN OBJECTS * –°–ò–°–¢–ï–ú–ê –ó–ê–ë–û–†–£ –ü–û–í–Ü–¢–†–Ø‚Ä®–ü–û–®–ö–û–î–ñ–ï–ù–ù–Ø –ö–û–õ–ï–°–ê –ö–û–ú–ü–†–ï–°–û–†–ê –°–¢–û–†–û–ù–ù–Ü–ú–ò –ü–†–ï–î–ú–ï–¢–ê–ú–ò --- ## (Picture)‚Ä®Compressor wheel damage caused by foreign objects [Język: EN] * (–ó–æ–±—Ä–∞–∂–µ–Ω–Ω—è)‚Ä®–ü–æ—à–∫–æ–¥–∂–µ–Ω–Ω—è –∫–æ–ª–µ—Å–∞ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ —Å—Ç–æ—Ä–æ–Ω–Ω—ñ–º–∏ –ø—Ä–µ–¥–º–µ—Ç–∞–º–∏ * ‚Ä®The material and its contents are provided without warranty of any kind, and by publishing it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to comply with the right service and maintenance procedures. Nissens Automotive shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * ‚Ä®–¶–µ–π –º–∞—Ç–µ—Ä—ñ–∞–ª —Ç–∞ –π–æ–≥–æ –≤–º—ñ—Å—Ç –Ω–∞–¥–∞—é—Ç—å—Å—è –±–µ–∑ –±—É–¥—å-—è–∫–∏—Ö –≥–∞—Ä–∞–Ω—Ç—ñ–π; –ø—É–±–ª—ñ–∫—É—é—á–∏ —ó—Ö, –º–∏ –≤—ñ–¥–º–æ–≤–ª—è—î–º–æ—Å—è –≤—ñ–¥ –±—É–¥—å-—è–∫–æ—ó –≤—ñ–¥–ø–æ–≤—ñ–¥–∞–ª—å–Ω–æ—Å—Ç—ñ. –ó–∞–≤–∂–¥–∏ –≤–∏–∫–æ–Ω—É–π—Ç–µ —ñ–Ω—Å—Ç—Ä—É–∫—Ü—ñ—ó –≤–∏—Ä–æ–±–Ω–∏–∫–∞ —Ç—Ä–∞–Ω—Å–ø–æ—Ä—Ç–Ω–æ–≥–æ –∑–∞—Å–æ–±—É, —â–æ–± –¥–æ—Ç—Ä–∏–º—É–≤–∞—Ç–∏—Å—è –ø—Ä–∞–≤–∏–ª—å–Ω–∏—Ö –ø—Ä–æ—Ü–µ–¥—É—Ä —Ç–µ—Ö–Ω—ñ—á–Ω–æ–≥–æ –π —Å–µ—Ä–≤—ñ—Å–Ω–æ–≥–æ –æ–±—Å–ª—É–≥–æ–≤—É–≤–∞–Ω–Ω—è. –ö–æ–º–ø–∞–Ω—ñ—è Nissens Automotive –Ω–µ –Ω–µ—Å–µ –≤—ñ–¥–ø–æ–≤—ñ–¥–∞–ª—å–Ω–æ—Å—Ç—ñ –∑–∞ –±—É–¥—å-—è–∫—ñ –ø–æ—à–∫–æ–¥–∂–µ–Ω–Ω—è –º–∞–π–Ω–∞ —á–∏ —Ç—ñ–ª–µ—Å–Ω—ñ —É—à–∫–æ–¥–∂–µ–Ω–Ω—è, –ø—Ä—è–º—ñ —á–∏ –Ω–µ–ø—Ä—è–º—ñ –∑–±–∏—Ç–∫–∏ –≤–Ω–∞—Å–ª—ñ–¥–æ–∫ –Ω–µ—Å–ø—Ä–∞–≤–Ω–æ—Å—Ç—ñ –∞–±–æ –ø—Ä–æ—Å—Ç–æ—é –≤ —Ä–æ–±–æ—Ç—ñ —Ç—Ä–∞–Ω—Å–ø–æ—Ä—Ç–Ω–æ–≥–æ –∑–∞—Å–æ–±—É, —Å–ø—Ä–∏—á–∏–Ω–µ–Ω–æ–≥–æ –Ω–µ–ø—Ä–∞–≤–∏–ª—å–Ω–∏–º –∑–∞—Å—Ç–æ—Å—É–≤–∞–Ω–Ω—è–º, —É—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è–º —Ç–∞/–∞–±–æ –Ω–µ–ø—Ä–∞–≤–∏–ª—å–Ω–∏–º –≤–∏–∫–æ—Ä–∏—Å—Ç–∞–Ω–Ω—è–º –Ω–∞—à–∏—Ö –≤–∏—Ä–æ–±—ñ–≤. * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com/turbo * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, –î–∞–Ω—ñ—è. –î–ª—è –æ—Ç—Ä–∏–º–∞–Ω–Ω—è –¥–æ–¥–∞—Ç–∫–æ–≤–æ—ó —Ç–µ—Ö–Ω—ñ—á–Ω–æ—ó —Ç–∞ –∫–æ–Ω—Ç–∞–∫—Ç–Ω–æ—ó —ñ–Ω—Ñ–æ—Ä–º–∞—Ü—ñ—ó –≤—ñ–¥–≤—ñ–¥–∞–π—Ç–µ —Å–∞–π—Ç www.nissens.com/turbo --- ## NISSENS‚Äô TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] * –¢–ï–•–ù–ò–ß–ï–°–ö–ò –ë–Æ–õ–ï–¢–ò–ù –ù–ê NISSENS - | –ö–û–ú–ü–û–ù–ï–ù–¢–ò –ù–ê –ö–õ–ò–ú–ê–¢–ò–ß–ù–ê–¢–ê –°–ò–°–¢–ï–ú–ê --- ## Problem : [Język: EN] * As one of the AC components closest to the external environment, the condenser experiences extensive tear and wear during its lifetime. Especially climates with a considerable amount of downpour, snow and humidity are rough on the condenser. As the roads are covered by salt during the colder months, the saltwater will spray the exposed condenser and increase the risk of corrosion. Often being a deprioritized problem, a corroded condenser will lead to a lack of efficiently in the AC system. The ineffective condenser will increase the workload on other system components, especially on the compressor.‚Ä®‚Ä®Many compressor claim cases reveal that a condenser with restricted efficiency was reason for the compressor to overheat and in consequence to seize. --- ## Recommended Solution / –ü—Ä–µ–ø–æ—Ä—ä–∫–∏ [Język: EN] * ‚Ä®Regular visual inspection of the condenser surface can save you from expensive system and compressor repairs. Any signs of corrosion or leaks on the condenser surface must be considered as serious threats for the system efficiency and operation. * –†–µ–¥–æ–≤–Ω–∏—è –ø—Ä–µ–≥–ª–µ–¥ –Ω–∞ –ø–æ–≤—ä—Ä—Ö–Ω–æ—Å—Ç—Ç–∞ –Ω–∞ –∫–æ–Ω–¥–µ–Ω–∑–µ—Ä–∞, –º–æ–∂–µ –¥–∞ –≤–∏ —Å–ø–∞—Å–∏ –æ—Ç —Å–∫—ä–ø–∏ —Ä–µ–º–æ–Ω—Ç–∏ –Ω–∞ –∫–ª–∏–º–∞—Ç–∏—á–Ω–∞—Ç–∞ —Å–∏—Å—Ç–µ–º–∞. –ö–∞–∫–≤–∏—Ç–æ –∏ –¥–∞ –µ —Å–ª–µ–¥–∏ –æ—Ç –∫–æ—Ä–æ–∑–∏—è –∏–ª–∏ —Ç–µ—á –Ω–∞ –ø–æ–≤—ä—Ä—Ö–Ω–æ—Å—Ç—Ç–∞ –Ω–∞ –∫–æ–Ω–¥–µ–Ω–∑–µ—Ä–∞ —Ç—Ä—è–±–≤–∞ —Å–µ —Å—á–∏—Ç–∞—Ç –∑–∞ —Å–µ—Ä–∏–æ–∑–Ω–∞ –∑–∞–ø–ª–∞—Ö–∞ –∑–∞ –µ—Ñ–µ–∫—Ç–∏–≤–Ω–æ—Å—Ç—Ç–∞ –∏ –µ–∫—Å–ø–ª–æ–∞—Ç–∞—Ü–∏—è—Ç–∞ –Ω–∞ —Å–∏—Å—Ç–µ–º–∞—Ç–∞. --- ## Lack of fins - As the fins corrode over time, they will fall out of the condenser. With the number of fins reduced, the condensation process will become significantly more ineffective, creating an increased overload on the compressor. Removal of only one fin row from the condenser can reduce its thermal performance by up to 3%! [Język: EN] * –õ–∏–ø—Å–≤–∞—â–∏ –ª–∞–º–µ–ª–∏ - –° —Ç–µ—á–µ–Ω–∏–µ –Ω–∞ –≤—Ä–µ–º–µ—Ç–æ –∫–æ—Ä–æ–∑–∏—Ä–∞–ª–∏—Ç–µ –ª–∞–º–µ–ª–∏ –∏–∑–ø–∞–¥–∞—Ç –æ—Ç –∫–æ–Ω–¥–µ–Ω–∑–µ—Ä–∞. –ü—Ä–∏ –Ω–∞–º–∞–ª–µ–Ω –±—Ä–æ–π –Ω–∞ –ª–∞–º–µ–ª–∏—Ç–µ, –ø—Ä–æ—Ü–µ—Å–∞ –Ω–∞ –∫–æ–Ω–¥–µ–Ω–∑–∞—Ü–∏—è —Å—Ç–∞–≤–∞ –∑–Ω–∞—á–∏—Ç–µ–ª–Ω–æ –ø–æ - –Ω–µ–µ—Ñ–µ–∫—Ç–∏–≤–µ–Ω, –∫–æ–µ—Ç–æ –µ –ø—Ä–µ–¥–ø–æ—Å—Ç–∞–≤–∫–∞ –∑–∞ –ø—Ä–µ—Ç–æ–≤–∞—Ä–≤–∞–Ω–µ –Ω–∞ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. –õ–∏–ø—Å–∞—Ç–∞ –Ω–∞ —Å–∞–º–æ –µ–¥–∏–Ω —Ä–µ–¥ –ª–∞–º–µ–ª–∏ –æ—Ç –∫–æ–Ω–¥–µ–Ω–∑–µ—Ä–∞, –º–æ–∂–µ –¥–∞ –Ω–∞–º–∞–ª–∏ –Ω–µ–≥–æ–≤–∞—Ç–∞ –ø—Ä–æ–∏–∑–≤–æ–¥–∏—Ç–µ–ª–Ω–æ—Å—Ç —Å –¥–æ 3%. * ‚Ä® * Leaking condenser - Testing has shown that a condenser with missing fins, due to corrosion caused by saltwater, will eventually start to leak. The leakage is caused as the lack of fins destabilizes the condenser construction, making it more vulnerable to wear and tear. As the refrigerant disappears, the system will not function properly. Furthermore, as the lubricant cannot be distributed in an empty running system, the compressor will be exposed to overheat and seizure. * –¢–µ—á –≤ –∫–æ–Ω–¥–µ–Ω–∑–µ—Ä–∞ - –¢–µ—Å—Ç–æ–≤–µ—Ç–µ –ø–æ–∫–∞–∑–≤–∞—Ç, —á–µ –∫–æ–Ω–¥–µ–Ω–∑–µ—Ä —Å –ª–∏—Å–≤–∞—â–∏ –ª–∞–º–µ–ª–∏ –ø–æ—Ä–∞–¥–∏ –∫–æ—Ä–æ–∑–∏—è, –≤ –∫—Ä–∞–π–Ω–∞ —Å–º–µ—Ç–∫–∞ –ø—Ä–æ—Ç–∏—á–∞. –¢–µ—á, –æ—Å–Ω–æ–≤–∞–Ω –Ω–∞ –ª–∏–ø—Å–∞—Ç–∞ –Ω–∞ –ª–∞–º–µ–ª–∏ –¥–µ—Å—Ç–∞–±–∏–ª–∏–∑–∏—Ä–∞ –∫–æ–Ω—Å—Ç—Ä—É–∫—Ü–∏—è—Ç–∞ –Ω–∞ –∫–æ–Ω–¥–µ–Ω–∑–µ—Ä–∞ , –∫–∞—Ç–æ –≥–æ –ø—Ä–∞–≤–∏ –ø–æ - —É—è–∑–≤–∏–º –Ω–∞ –∏–∑–Ω–æ—Å–≤–∞–Ω–µ. –ü—Ä–∏ –∏–∑—Ç–∏—á–Ω–µ –Ω–∞ —Ö–ª–∞–¥–∏–ª–Ω–∏—è –∞–≥–µ–Ω—Ç, —Å–∏—Å—Ç–µ–º–∞—Ç–∞ –Ω—è–º–∞ –¥–∞ —Ä–∞–±–æ—Ç–∏ –ø—Ä–∞–≤–∏–ª–Ω–æ. –û—Å–≤–µ–Ω, —á–µ —Å–º–∞–∑–∫–∞—Ç–∞ –Ω–µ –º–æ–∂–µ –¥–∞ –±—ä–¥–µ —Ä–∞–∑–ø—Ä–µ–¥–µ–ª–µ–Ω–∞ –æ—Ç —Å–∏—Å—Ç–µ–º–∞ –¥–≤–∏–∂–µ—â–∞ —Å–µ –Ω–∞ –ø—Ä–∞–∑–µ–Ω —Ö–æ–¥ , –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ —â–µ –±—ä–¥–µ –∏–∑–ª–æ–∂–µ–Ω –Ω–∞ —Ä–∏—Å–∫ –æ—Ç –ø—Ä–µ–≥—Ä—è–≤–∞–Ω–µ. --- ## ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information visit our website www.nissens.com. --- ## Wyzwania i zagro≈ºenia bezpiecze≈Ñstwa dla technik√≥w [Język: PL] * Podczas serwisowania pojazd√≥w, kt√≥re uleg≈Çy kolizji czo≈Çowych, technicy stajƒÖ przed kilkoma wyzwaniami i zagro≈ºeniami: * ‚Ä¢ Ukryte obra≈ºenia: Wiele krytycznych czƒô≈õci chowa siƒô za elementami konstrukcyjnymi lub os≈Çonami ochronnymi. Oglƒôdziny mogƒÖ pominƒÖƒá pƒôkniƒôcia lub zagiƒôcia, kt√≥re pojawiajƒÖ siƒô tylko pod ci≈õnieniem lub podczas pracy. * ‚Ä¢ Systemy ci≈õnieniowe: Zar√≥wno uk≈Çad ch≈Çodzenia, jak i uk≈Çad klimatyzacji sƒÖ pod ci≈õnieniem. Otwarcie uszkodzonego uk≈Çadu klimatyzacji bez odpowiedniego obni≈ºenia ci≈õnienia mo≈ºe prowadziƒá do nara≈ºenia na dzia≈Çanie czynnika ch≈Çodniczego, co stanowi zar√≥wno zagro≈ºenie dla zdrowia, jak i dla ≈õrodowiska. * ‚Ä¢ Ostre krawƒôdzie i delikatne czƒô≈õci: Wypadek mo≈ºe wygiƒÖƒá wsporniki w ostre, postrzƒôpione krawƒôdzie, a czƒô≈õci takie jak ch≈Çodnice i skraplacze stanƒÖ siƒô kruche. Niew≈Ça≈õciwa obs≈Çuga mo≈ºe spowodowaƒá dodatkowe uszkodzenia. * ‚Ä¢ Efekty miƒôdzysystemowe: Uszkodzona ch≈Çodnica powietrza do≈ÇadowujƒÖcego lub ch≈Çodnica mo≈ºe mieƒá wp≈Çyw na czujniki silnika lub ECU (jednostkƒô sterujƒÖcƒÖ silnika), co utrudnia diagnostykƒô. * Co jest zalecane dla technik√≥w? * Aby zapobiec kosztownym i niebezpiecznym skutkom, technicy powinni przyjƒÖƒá dok≈Çadne i systematyczne podej≈õcie podczas kontroli i serwisowania uszkodzonych pojazd√≥w: * ‚Ä¢ Przeprowad≈∫ kontrolƒô wizualnƒÖ: Oko technika mo≈ºe dostrzec wiele potencjalnie niebezpiecznych awarii. Na przyk≈Çad przywierajƒÖcy kurz i brud, t≈Çuste plamy na elementach uk≈Çadu klimatyzacji i z≈ǃÖczach wskazujƒÖ na nieszczelno≈õci. * ‚Ä¢ Przeprowad≈∫ dok≈Çadny test ci≈õnieniowy: Uk≈Çady ch≈Çodzenia i klimatyzacji powinny zostaƒá poddane pr√≥bie ci≈õnieniowej w celu wykrycia nieszczelno≈õci lub s≈Çabych punkt√≥w, nawet je≈õli nie stwierdzono widocznych uszkodze≈Ñ. * ‚Ä¢ Sprawd≈∫ wszystkie punkty monta≈ºowe i wsporniki: Przemieszczony wspornik mo≈ºe nie wydawaƒá siƒô krytyczny, ale mo≈ºe prowadziƒá do d≈Çugotrwa≈Çych uszkodze≈Ñ spowodowanych wibracjami i tarciem lub niewsp√≥≈Çosiowo≈õci systemu. * ‚Ä¢ Sprawd≈∫, czy linia nie jest zdeformowana: Przyjrzyj siƒô uwa≈ºnie wszystkim przewodom ch≈Çodziwa i czynnika ch≈Çodniczego pod kƒÖtem szczypania, za≈Çama≈Ñ, zagiƒôƒá lub ≈õlad√≥w naprƒô≈ºe≈Ñ. Wymie≈Ñ te, kt√≥re wykazujƒÖ oznaki zmƒôczenia lub zginania. * ‚Ä¢ Monitoruj ci≈õnienie i temperaturƒô w uk≈Çadzie: U≈ºyj odpowiedniej diagnostyki, aby sprawdziƒá, czy uk≈Çad klimatyzacji i ch≈Çodzenia utrzymuje w≈Ça≈õciwy poziom ci≈õnienia, a czujniki wysy≈ÇajƒÖ dok≈Çadne dane. * ‚Ä¢ Proaktywnie wymieniaj uszkodzone lub wƒÖtpliwe czƒô≈õci: Chocia≈º kuszƒÖce mo≈ºe byƒá zachowanie wygiƒôtego skraplacza lub lekko wypaczonej ch≈Çodnicy, wymiana jej z g√≥ry mo≈ºe uchroniƒá klienta przed awariƒÖ lub kosztownƒÖ naprawƒÖ silnika w p√≥≈∫niejszym czasie. * ‚Ä¢ Sprawd≈∫ dzia≈Çanie wentylatora: Wentylatory sƒÖ czƒôsto montowane blisko tych komponent√≥w i mogƒÖ byƒá ≈∫le wyr√≥wnane lub uszkodzone, co prowadzi do s≈Çabego przep≈Çywu powietrza i nieefektywno≈õci systemu. Opr√≥cz generowania ha≈Çasu i obni≈ºonej wydajno≈õci, wentylator, kt√≥ry traci r√≥wnowagƒô po zderzeniu, mo≈ºe uszkodziƒá wymienniki ciep≈Ça, na kt√≥rych jest zamontowany. * ‚Ä¢ Wymie≈Ñ olej sprƒô≈ºarki AC: Ca≈Çy ≈õrodek smarny powinien byƒá wymieniany za ka≈ºdym razem, gdy pƒôtla AC traci swojƒÖ integralno≈õƒá. Nale≈ºy pamiƒôtaƒá, ≈ºe oko≈Ço po≈Çowa ca≈Çkowitej objƒôto≈õci oleju pozostaje w sprƒô≈ºarce AC. * ‚Ä¢ Wymie≈Ñ filtr-osuszacz systemu klimatyzacji: Za ka≈ºdym razem, gdy obw√≥d prƒÖdu przemiennego zostanie otwarty z powodu znacznych wyciek√≥w lub utraty integralno≈õci, higroskopijny charakter filtra wymaga jego wymiany.‚Ä® * ‚Ä¢ Je≈õli podejrzewasz lub potwierdzasz wycieki, wa≈ºne jest, aby przep≈Çukaƒá system przed ponownym ≈Çadowaniem. System klimatyzacji jest podatny na zabrudzenia i wilgoƒá, dlatego p≈Çukanie jest niezbƒôdne, zw≈Çaszcza po powa≈ºnych awariach lub zawsze podczas wymiany kluczowych element√≥w, takich jak sprƒô≈ºarka klimatyzacji. * Szczeg√≥lne uwagi dotyczƒÖce pojazd√≥w hybrydowych i elektrycznych (HEV i EV) * W przypadku pojazd√≥w hybrydowych i elektrycznych stawka jest jeszcze powa≈ºniejsza. Pojazdy te sƒÖ projektowane z cia≈õniejszymi komorami silnika i bardziej z≈Ço≈ºonymi systemami zarzƒÖdzania termicznego w por√≥wnaniu do tradycyjnych samochod√≥w z silnikiem spalinowym. Aby zoptymalizowaƒá przestrze≈Ñ, wagƒô i wydajno≈õƒá, producenci czƒôsto integrujƒÖ wielowarstwowe pƒôtle ch≈ÇodzƒÖce i systemy HVAC oparte na pompach ciep≈Ça , szczeg√≥lnie w nowoczesnych pojazdach elektrycznych. Systemy te wykorzystujƒÖ wiele wymiennik√≥w ciep≈Ça , zawor√≥w , si≈Çownik√≥w i gƒôstƒÖ sieƒá czujnik√≥w i jednostek sterujƒÖcych. * Nawet niewielki wp≈Çyw na front-end mo≈ºe mieƒá nieproporcjonalne konsekwencje w takim projekcie. Niewielka niewsp√≥≈Çosiowo≈õƒá lub pƒôkniƒôta z≈ǃÖczka mo≈ºe zagroziƒá ca≈Çej pƒôtli termicznej, wp≈ÇywajƒÖc na komfort kabiny i og√≥lnƒÖ mobilno≈õƒá, poniewa≈º elektronika, wydajno≈õƒá falownika, napƒôd mocy i ch≈Çodzenie akumulatora zale≈ºƒÖ od prawid≈Çowego dzia≈Çania uk≈Çadu termicznego. * Podczas pracy z uszkodzonymi hybrydowymi pojazdami elektrycznymi (HEV) i pojazdami elektrycznymi (EV) wa≈ºne jest, aby postƒôpowaƒá ostro≈ºnie i przeprowadzaƒá dok≈Çadne kontrole. Nigdy nie zapomnij o niezbƒôdnych ≈õrodkach bezpiecze≈Ñstwa i certyfikatach do pracy z instalacjƒÖ wysokiego napiƒôcia. Skoncentruj siƒô na obwodzie termicznym, kt√≥ry obejmuje uk≈Çady klimatyzacji i ch≈Çodzenia silnika, i sprawd≈∫, czy nie wystƒôpujƒÖ odchylenia od normalnych parametr√≥w pracy. Uszkodzenia zaawansowanych komponent√≥w mogƒÖ nie byƒá natychmiast widoczne, a nawet drobne usterki mogƒÖ powodowaƒá problemy z wydajno≈õciƒÖ. Diagnozowanie tych usterek wymaga specjalistycznego sprzƒôtu i odpowiedniego przeszkolenia. --- ## Zaufaj ekspertom Nissens [Język: PL] * Nissens Automotive jest liderem w dostarczaniu czƒô≈õci zamiennych premium do uk≈Çad√≥w termicznych i wydajno≈õciowych pojazd√≥w ICE, PHEV i EV. Szerokie portfolio produkt√≥w Nissana obejmuje g≈Ç√≥wne czƒô≈õci uk≈Çadu, kt√≥re mogƒÖ ucierpieƒá po zderzeniu pojazdu, tj. ch≈Çodnice, ch≈Çodnice miƒôdzystopniowe, skraplacze, wentylatory uk≈Çad√≥w AC i EC oraz czujniki temperatury i ci≈õnienia. Aby dowiedzieƒá siƒô wiƒôcej o ca≈Çej ofercie Nissens, odwied≈∫ stronƒô www.nissens.com * Ponadto firma zobowiƒÖzuje siƒô do wyposa≈ºenia technik√≥w w informacje potrzebne do prawid≈Çowej instalacji. * Na sezon klimatyczny 2025 Nissens stworzy≈Ç przydatny plakat, kt√≥ry konsoliduje kluczowe procedury serwisowe i diagnostyczne AC. Ten zas√≥b mo≈ºe byƒá wy≈õwietlany na warsztatach, aby upewniƒá siƒô, ≈ºe niezbƒôdne kontrole nie zostanƒÖ pominiƒôte. * Elektroniczna wersja plakatu: https://support.nissens.com/en/material/service-diagnostics-procedures * Setki szczeg√≥≈Çowych przewodnik√≥w rozwiƒÖzywania problem√≥w, najlepszych praktyk i zalecanych procedur testowych dla r√≥≈ºnych kontroli termicznych i wydajno≈õciowych systemu mo≈ºna znale≈∫ƒá bezp≈Çatnie na stronie www.nissens.com/experts --- ## 005 [Język: EN] * Zawsze, gdy system AC by≈Ç nara≈ºony na d≈Çugotrwa≈Çy kontakt z powietrzem atmosferycznym, konieczna jest wymiana smaru * 006 * Z≈Ço≈ºony uk≈Çad systemu opartego na pompie ciep≈Ça. Nawet w przypadku awarii na niewielkƒÖ skalƒô wiele delikatnych czƒô≈õci systemu jest zagro≈ºonych nieprawid≈Çowym dzia≈Çaniem i wymaga≈Çoby kontroli i wymiany. * NISSENS TECHNICAL BULLETIN * REMPLACEMENT DE L‚ÄôINTERCOOLER APR√àS UNE D√âFAILLANCE DU TURBOCOMPRESSEUR --- ## Probl√®me [Język: EN] * La d√©faillance de l‚Äôintercooler est souvent li√©e √† un dommage au niveau du turbocompresseur. Le remplacement du turbocompresseur entra√Æne plusieurs risques s‚Äôil n‚Äôest pas r√©alis√© conform√©ment aux instructions des manuels d‚Äôinstallation. Des r√©sidus de turbocompression, en particulier de l‚Äôhuile et d‚Äôautres particules, peuvent facilement obstruer l‚Äôintercooler et entra√Æner la rupture de pi√®ces du turbo. * Les fuites de l‚Äôintercooler sont souvent dues √† une pression √©lev√©e du syst√®me, qui peut provoquer une d√©formation du r√©servoir en plastique, entra√Ænant une fuite de l‚Äôintercooler. Si des r√©sidus restent dans le syst√®me apr√®s l'installation, il existe un risque d‚Äôobstruction et donc une augmentation de la pression √† l'int√©rieur du syst√®me. | L‚Äôintercooler devra ainsi supporter une pression beaucoup plus √©lev√©e que celle pour laquelle il a √©t√© con√ßu, ce qui peut l‚Äôendommager. * Le m√™me probl√®me peut survenir quand le rendement d‚Äôun turbo est augment√© manuellement. La pression accrue exerce des contraintes plus importantes sur l‚Äôintercooler, ce qui augmente le risque d‚Äôexplosion du r√©servoir. * Si un m√©canicien installe un nouveau turbocompresseur sans examiner l‚Äôintercooler au pr√©alable, le syst√®me ex√©cutera une s√©quence √† haute pression, dans laquelle l‚Äôhuile et les particules accumul√©es dans l‚Äôintercooler risquent d‚Äô√™tre projet√©es dans la chambre de combustion. Si ces r√©sidus p√©n√®trent dans la chambre de combustion, ils risquent fortement d‚Äôendommager le moteur. --- ## Besuchen Sie den Showroom, um sowohl mehr √ºber den technischen Support als auch m√∂gliche Schulungs- und Lernmodule von Nissens zu erfahren. ‚Ä®‚Ä®Showroom besuchen [Język: EN] * NISSENS TECHNICAL BULLETIN / KEY EFFICIENCY COMPONENTS --- ## BACKGROUND [Język: EN] * When operating, the turbo compressor and turbine wheels are exposed to pressure impact from either the compressed air or the exhaust gases. On one side, pressure comes from the compressed air leaving the compressor outlet. On the other side, pressure comes from the exhaust downpipe ‚Äì the so-called backpressure ‚Äì where the utilized exhaust flow is directed. The thrust bearing on the shaft is designed to level the impact of the side pressures during normal operation conditions. Together with the journal bearing, it ensures the shaft proper balance and friction-free rotation. * Any inaccuracies causing the side pressures to raise abnormally will cause boost malfunction and can lead to severe failures of the turbo. --- ## PROBLEM [Język: EN] * By excessive side pressures, the turbo thrust bearing is exposed to heavy loads that cannot be handled and cause the bearing damages. Consequently, the shaft will be set out of balance resulting in the turbine/compressor wheels touching the housings, tearing and ultimately damaging the turbo totally. * The excessive thrust pressures may have several sources in the vehicle. | On the compressed air side, it is typically too high boost level generated or limited air flow by inner clogs. | On the exhaust flow side, an excessive backpressure after the turbo is the main reason for the failure. Sludge, soot and carbon built up on the exhaust line and the exhaust treating devices are the main culprits here. Depending on the engine type, a jammed DPF filter or catalytic converter will increase the backpressure significantly. --- ## COMMON FAILURES PROVOKED BY AN EXCESSIVE EXHAUST BACKPRESSURE [Język: EN] * ‚Ä¢ Unbalanced air-fuel-ratio, increased emissions and increased temperature of the exhaust * ‚Ä¢ Improper boost pressures, lack of power and increased fuel consumption * ‚Ä¢ Premature, severe turbocharger failures: excessive shaft play, shaft seal leaks, mechanical damages of the turbine/compressor wheels, completely broken shaft --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical information, visit: www.nissens.com/robin + [QR code] * For contact information, visit our website: www.nissens.com --- ## The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to ensure the right service and maintenance procedures. Nissens Automotive shall not be responsible for any property damage or personal injury, direct or indirect damage from failure or down time in vehicle operation caused by incorrect application, installation, misuse and/or abuse of our products. [Język: EN] --- ## Pictures:‚Ä® [Język: EN] * 9686‚Ä®Visible grooving on the thrust bearing - outcome of an excessive thrust pressure affecting the turbo. * 97719‚Ä®Torn out compressor/turbine wheel blades ‚Äì outcome of and excessive shaft play / broken thrust bearing * 9929‚Ä®Oil contamination inside is a sign of leaking oil seals. They occur as the shaft moves back and forth. In the end, the shaft may break totally too. --- ## ENGLISH [Język: EN] * TRANSLATION * NISSENS‚Äô TECHNICAL BULLETIN / AC SYSTEM COMPONENTS * TECHNICK√ù ZPRAVODAJ NISSENS / SOUƒå√ÅSTI KLIMATIZAƒåN√çHO SYST√âMU --- ## BACKGROUND [Język: EN] * SOUVISLOSTI * The vehicle‚Äôs AC system operation relies on 2 factors: flow of refrigerant throughout the AC loop and the refrigerant‚Äôs change of state. One of the key components allowing the AC system to work properly is the expansion control device. One of the commonly used designs in the automotive is an expansion valve, which is usually installed at the evaporator inlet. Its main function is to convert liquid refrigerant into cold low-pressure gas and to regulate the flow of refrigerant through the vehicle‚Äôs AC system. * Provoz klimatizaƒçn√≠ho syst√©mu vozidla z√°vis√≠ na 2 faktorech: toku chladiva v cel√©m okruhu klimatizace a zmƒõnƒõ stavu chladiva. Jednou z kl√≠ƒçov√Ωch souƒç√°st√≠ umo≈æ≈àuj√≠c√≠ spr√°vnou funkci klimatizaƒçn√≠ho syst√©mu je expanzn√≠ za≈ô√≠zen√≠. Jednou z bƒõ≈ænƒõ pou≈æ√≠van√Ωch konstrukc√≠ v automobilov√©m pr≈Ømyslu je expanzn√≠ ventil, kter√Ω je obvykle instalov√°n na vstupu u v√Ωparn√≠ku. Jeho hlavn√≠ funkc√≠ je p≈ôemƒõnit kapaln√© chladivo na studen√Ω n√≠zkotlak√Ω plyn a regulovat tok chladiva p≈ôes klimatizaƒçn√≠ syst√©m vozidla. * The expansion valve meters refrigerant flow according to evaporator temperature and the load and cooling demand of the AC system. Inside the valve, a moveable rod enables the valve to open and close a passage, allowing refrigerant to move inside the valve. It accurately meters the precise amount of refrigerant needed according to outside temperature and need for air conditioning. * Expanzn√≠ ventil mƒõ≈ô√≠ tok chladiva podle teploty v√Ωparn√≠ku a po≈æadavku na zat√≠≈æen√≠ a chlazen√≠ klimatizaƒçn√≠ho syst√©mu. Posuvn√© t√°hlo uvnit≈ô ventilu umo≈æ≈àuje ventilu otev≈ô√≠t a zav≈ô√≠t pr≈Øchod, co≈æ chladivu dovol√≠ pohybovat se uvnit≈ô ventilu. P≈ôesnƒõ mƒõ≈ô√≠ spr√°vn√© mno≈æstv√≠ pot≈ôebn√©ho chladiva podle venkovn√≠ teploty a pot≈ôeby klimatizace. --- ## PROBLEM [Język: EN] * PROBL√âM * The expansion valve is an advanced and fragile device. As it operates under high pressures and is temperature sensitive, improper working conditions as well as impurities inside the loop can cause its deregulation and malfunction. * Expanzn√≠ ventil je pokroƒçil√© a k≈ôehk√© za≈ô√≠zen√≠. Proto≈æe pracuje pod vysok√Ωmi tlaky a je citliv√Ω na teplotu, nespr√°vn√© pracovn√≠ podm√≠nky stejnƒõ jako neƒçistoty uvnit≈ô okruhu mohou zp≈Øsobit jeho deregulaci a poruchu. * If the expansion valve is stuck open or clogged, the AC system will not cool properly. A clogged valve will lead to too little refrigerant, increasing the pressure in the system and causing the AC compressor to overheat. If the valve is stuck open, too much refrigerant is allowed to pass through the system and into the compressor. * Pokud je expanzn√≠ ventil zaseknut√Ω v otev≈ôen√© poloze nebo ucpan√Ω, nebude klimatizaƒçn√≠ syst√©m spr√°vnƒõ fungovat. Ucpan√Ω ventil povede k tomu, ≈æe mno≈æstv√≠ chladiva bude p≈ô√≠li≈° mal√©, co≈æ bude zvy≈°ovat tlak v syst√©mu a zp≈Øsobovat p≈ôeh≈ô√≠v√°n√≠ kompresoru klimatizace. Pokud je ventil zaseknut√Ω v otev≈ôen√© poloze, bude syst√©mem a do kompresoru proch√°zet p≈ô√≠li≈° mnoho chladiva. * If the expansion valve fails, it can cause problems with the functionality and performance of the AC system - and if ignored, worst case scenario is expensive and irreversible damages of other system components such as the AC compressor. * Pokud dojde k selh√°n√≠ expanzn√≠ho ventilu, m≈Ø≈æe to zp≈Øsobit probl√©my s funkƒçnost√≠ a v√Ωkonem klimatizaƒçn√≠ho syst√©mu ‚Äì a budou-li ignorov√°ny, nejhor≈°√≠m sc√©n√°≈ôem bude n√°kladn√© a nevratn√© po≈°kozen√≠ dal≈°√≠ch souƒç√°st√≠ syst√©mu, jako je kompresor klimatizace. --- ## SYMPTOMS OF A FAILING EXPANSION VALVE [Język: EN] * P≈ò√çZNAKY SELH√ÅVAJ√çC√çHO EXPANZN√çHO VENTILU * Poor AC System Performance or Warm Air - AC system underperformance may be a sign of a problem with the AC expansion valve. If the component fails or has an issue, it can disturb the performance of the AC system, causing it to underperform. The AC system may begin to blow noticeably less cold than before and may even begin to blow warm air depending on the severity of the problem. * ≈†patn√Ω v√Ωkon klimatizaƒçn√≠ho syst√©mu nebo tepl√Ω vzduch ‚Äì nedostateƒçn√Ω v√Ωkon klimatizaƒçn√≠ho syst√©mu m≈Ø≈æe b√Ωt znamen√≠m probl√©mu s expanzn√≠m ventilem klimatizace. Pokud souƒç√°st sel≈æe nebo u n√≠ dojde k probl√©mu, m≈Ø≈æe to naru≈°it v√Ωkon klimatizaƒçn√≠ho syst√©mu, co≈æ zp≈Øsob√≠ jeho nedostateƒçnou v√Ωkonnost. Klimatizaƒçn√≠ syst√©m m≈Ø≈æe zaƒç√≠t foukat znatelnƒõ m√©nƒõ chladn√Ω vzduch ne≈æ p≈ôedt√≠m a v z√°vislosti na z√°va≈ænosti probl√©mu m≈Ø≈æe dokonce zaƒç√≠t foukat tepl√Ω vzduch. * Frost on AC Evaporator or Vents - Another symptom of a potential problem with the vehicle‚Äôs expansion valve is frost coming from the vehicle‚Äôs vents. AC evaporator malfunction can cause refrigerant to flow unmetered through the vehicle‚Äôs AC system, causing the evaporator to freeze over or frost to come from the vehicle‚Äôs AC vents. Either symptom is a sign that the system is getting too much refrigerant, ultimately lowering its efficiency and performance. * N√°mraza na v√Ωparn√≠ku klimatizace nebo ventilaƒçn√≠ch otvorech ‚Äì dal≈°√≠m p≈ô√≠znakem potenci√°ln√≠ho probl√©mu s expanzn√≠m ventilem vozidla je n√°mraza vych√°zej√≠c√≠ z ventilaƒçn√≠ch otvor≈Ø vozidla. Porucha v√Ωparn√≠ku klimatizace m≈Ø≈æe zp≈Øsobit, ≈æe chladivo bude proudit nekontrolovanƒõ klimatizaƒçn√≠m syst√©mem vozidla, co≈æ povede k tomu, ≈æe v√Ωparn√≠k zamrzne nebo bude z ventilaƒçn√≠ch otvor≈Ø klimatizace vozidla vych√°zet n√°mraza. Kter√Ωkoli z tƒõchto p≈ô√≠znak≈Ø je zn√°mkou toho, ≈æe do syst√©mu je p≈ôiv√°dƒõno p≈ô√≠li≈° mnoho chladiva, co≈æ nakonec sni≈æuje jeho √∫ƒçinnost a v√Ωkon. * Inconsistent Air Flow - Sometimes a bad expansion valve will provide an inconsistent performance in its ability to regulate the flow of refrigerant throughout the system. If this occurs, the air coming out of the vent may be too cold or too warm. The air will likely alternate back and forth between different temperatures at various times. If the air varies between cold and warm, the expansion valve should be inspected at once. * Nekonzistentn√≠ proudƒõn√≠ vzduchu ‚Äì nƒõkdy se bude ≈°patn√Ω expanzn√≠ ventil projevovat nekonzistentn√≠m v√Ωkonem, pokud jde o jeho schopnost regulovat tok chladiva v cel√©m syst√©mu. Jestli≈æe k tomu dojde, vzduch vystupuj√≠c√≠ z ventilaƒçn√≠ho otvoru m≈Ø≈æe b√Ωt p≈ô√≠li≈° chladn√Ω nebo p≈ô√≠li≈° tepl√Ω. Vzduch bude pravdƒõpodobnƒõ neust√°le alternovat sem a tam mezi r≈Øzn√Ωmi teplotami v r≈Øzn√Ωch ƒçasech. Pokud se vzduch mƒõn√≠ mezi chladn√Ωm a tepl√Ωm, expanzn√≠ ventil by mƒõl b√Ωt ihned zkontrolov√°n. * Excessive Temperatures Generated at some of the Loop Components - A faulty or blocked expansion device will cause the system to operate under improper pressures, thus generate excessive temperatures. The easiest way to diagnose these spots is the high-pressure side‚Äôs components: ducts from the compressor outlet to and within and including the receiver dryer. Temperatures above 50 ¬∞C will warn about potential blockages/malfunctions of the expansion valve. * Nadmƒõrn√© teploty vznikaj√≠c√≠ u nƒõkter√Ωch souƒç√°st√≠ okruhu ‚Äì vadn√© nebo zablokovan√© expanzn√≠ za≈ô√≠zen√≠ zp≈Øsob√≠, ≈æe syst√©m bude pracovat pod nespr√°vn√Ωmi tlaky, a vytv√°≈ôet tak nadmƒõrn√© teploty. Nejsnadnƒõj≈°√≠m zp≈Øsobem, jak diagnostikovat tato m√≠sta, jsou souƒç√°sti vysokotlak√© strany: potrub√≠ z v√Ωstupu kompresoru do a vƒçetnƒõ vysou≈°eƒçe klimatizace. Teploty nad 50 ¬∞C budou upozornƒõn√≠m na mo≈æn√© zablokov√°n√≠/poruchy expanzn√≠ho ventilu. * Improper System Operating Pressures - Too high or too low pressure gauge readings may be a sign of expansion valve malfunction. Normal gauge readings should be between 2 and 3 bar on the low side and 14 to 24 bar on the high side. * Nespr√°vn√© provozn√≠ tlaky syst√©mu ‚Äì p≈ô√≠li≈° vysok√© nebo p≈ô√≠li≈° n√≠zk√© odeƒçty hodnot na tlakomƒõru mohou b√Ωt zn√°mkou poruchy expanzn√≠ho ventilu. Norm√°ln√≠ odeƒçty hodnot na mƒõ≈ôidle by mƒõly b√Ωt v rozmez√≠ 2‚Äì3 bar≈Ø v n√≠zkotlak√© ƒç√°sti a v rozmez√≠ 14‚Äì24 bar≈Ø ve vysokotlak√© ƒç√°sti. --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, D√°nsko. * For further technical and contact information, visit our website: www.nissens.com. * Dal≈°√≠ technick√© a kontaktn√≠ informace naleznete na na≈°ich webov√Ωch str√°nk√°ch: www.nissens.com. --- ## PREVENZIONE DEI GUASTI DI LUBRIFICAZIONE DEL TURBO [Język: EN] * Applicare i seguenti suggerimenti per la risoluzione dei problemi e ogni volta che si sostituisce il turbo. * ‚Ä¢ L'alimentazione dell'olio senza strozzature da/verso il turbo √® fondamentale - assicurarsi che la pressione di alimentazione dell'olio sia corretta e che il ritorno non trovi ostacoli * ‚Ä¢ Pulire o preferibilmente sostituire le tubazioni di alimentazione/ritorno dell'olio. In caso di pulizia, le tubazioni devono essere libere da qualsiasi forma di strozzatura, in particolare carbonio/morchia. * ‚Ä¢ Non utilizzare mai guarnizioni siliconiche/liquide per sigillare le tubazioni dell'olio * ‚Ä¢ Sostituire l'olio e il filtro dell'olio quando si monta un nuovo turbocompressore * ‚Ä¢ Adescare il turbocompressore sostitutivo con olio prima del montaggio * ‚Ä¢ Se nel sistema √® presente un eccessivo degrado dell'olio / morchia, eseguire il lavaggio del motore (applicabile per modelli di motori specifici, fare riferimento al Bollettino Turbo di Nissens per i motori PSA) --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Danimarca. [Język: DK] * Per ulteriori informazioni, visitare il sito: www.nissens.com/robin o scansionare il codice QR: * Per le informazioni di contatto visitare il nostro sito web: www.nissens.com. * I documenti e i loro contenuti sono forniti senza alcun tipo di garanzia e si declina ogni responsabilit√† correlata alla loro pubblicazione. Per le corrette procedure di assistenza e manutenzione, rispettare sempre le istruzioni specifiche del veicolo fornite dal costruttore. Nissens Automotive non √® responsabile per eventuali danni a cose o lesioni personali, danni diretti o indiretti in seguito a guasti o interruzioni del funzionamento del veicolo causati da applicazione, uso e installazione scorretti e/o abuso dei suoi prodotti. * PLEASE LEAVE ALL ENGLISH TEXT AND ADD YOUR TRANSLATION SECTION BY SECTION IN ORDER FOR US TO IMPLEMENT/UNDERSTAND THE MEANING OF ALL TEXT, THANK YOU. * ENG * Translation * TECHNICAL BULLETIN TURBOCHARGER INSTALLATION * TEKNISK MEDDELELSE INSTALLERING AF TURBOLADER --- ## SUBJECT [Język: DK] * EMNE * COOLANT CONNECTION‚Ä®CAN BE LEFT EMPTY IN VEHICLES WITHOUT WATER COOLING SYSTEM FOR THE TURBO * FORBINDELSE TIL K√òLEV√ÜSKE‚Ä®KAN FORBLIVE TOM I K√òRET√òJER UDEN VANDK√òLINGSSYSTEM TIL TURBOEN * ‚Ä®NISSENS TURBO #93233‚Ä®‚Ä®Coolant connection flange.‚Ä®Can be left empty (as not connected) by applications without water cooling for the turbo. * ‚Ä®NISSENS TURBO #93233‚Ä®‚Ä®Flange til k√∏lev√¶skeforbindelse.‚Ä®Kan forblive tom (ikke forbundet) til anvendelse uden vandafk√∏ling for turboen. * ‚Ä®BACKGROUND * ‚Ä®BAGGRUND * Depending on application, various turbocharger models are designed with a coolant circuit enclosing the bearing housing. If the vehicle, however, is not equipped with a dedicated water cooling circuit for the turbo, i.e. without dedicated ducts system from the engine cooling system to the turbo, the turbo does not require the connection. One Nissens turbo model applies for both vehicles with and without water cooling of the turbo and covers two various OE items.‚Ä®‚Ä®RECOMMENDED SOLUTION‚Ä®‚Ä®If the vehicle where Nissens part no. #93233 is to be fitted does not apply dedicated water cooling for the turbo, you can install it leaving the coolant connection flange empty. * Afh√¶ngigt af anvendelse er visse turboladermodeller lavet med et k√∏lekredsl√∏b, der omslutter lejets holder. Hvis k√∏ret√∏jet ikke er udstyret med et dertil indrettet vandafk√∏lingskredsl√∏b til turboen, dvs. uden dertil indrettede slanger fra motorafk√∏lingssystemet til turboen, har turboen ikke burg for forbindelsen. En Nissens turbomodel er anvendelig til k√∏ret√∏jer bpde med og uden vanafk√∏ling af turboen, og kan anvendes til to forskellige OE-produkter.‚Ä®‚Ä®ANBEFALET L√òSNING‚Ä®‚Ä®Hvis k√∏ret√∏jet, hvor Nissen reservedel nr. 93233 skal monteres ikke anvende dertil indrettet vandafk√∏ling til turboen, kan den monteres s√• k√∏leforbindelsesflanger er tom. * Always consult Nissens‚Äô catalogue to make sure that the turbo model fits the given vehicle/engine version. NB! Installing the new turbo from Nissens, always conform to the installation instruction included in the product box. ‚Ä® * Der b√∏r altid tjekkes i Nissens katalog for at sikre, at turbomodellen passer til den givne version af k√∏ret√∏j/motor. NB! N√•r en ny turbo fra Nissens monteres b√∏r den installationsvejledning, der f√∏lger med i produktkassen, altid f√∏lges. ‚Ä® --- ## (disclaimer)‚Ä®The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to comply with the right service and maintenance procedures. Nissens Automotive A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. [Język: DK] * (ansvarsfraskrivelse)‚Ä®Materialet og dets indhold stilles til r√•dighed uden nogen form for garanti og vi fral√¶gger os ethvert ansvar ved at udgive det. F√∏lg altid producentens anvisninger for det p√•g√¶ldende k√∏ret√∏j i henhold til de korrekte service- og vedligeholdelsesprocedurer. Nissens Automotive A/S er ikke ansvarlig for skader p√• ejendom eller personskader, direkte eller indirekte skader, grundet fejl eller nedetid i k√∏ret√∏jets drift for√•rsaget af forkert anvendelse, installation og/eller misbrug af vores produkter. * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com/turbo * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Danmark. For yderligere tekniske oplysninger og kontaktinformation, g√• til www.nissens.com/turbo * ** * ** --- ## ‚Ä¢ Problem [Język: EN] * As one of the AC components closest to the external environment, the condenser experiences extensive tear and wear during its lifetime. Especially climates with a considerable amount of downpour, snow and humidity are rough on the condenser. As the roads are covered by salt during the colder months, the saltwater will spray the exposed condenser and increase the risk of corrosion. Often being a deprioritized problem, a corroded condenser will lead to a lack of efficiently in the AC system. The ineffective condenser will increase the workload on other system components, especially on the compressor.‚Ä®‚Ä®Many compressor claim cases reveal that a condenser with restricted efficiency was reason for the compressor to overheat and in consequence to seize. * ‚Ä¢ Problema * Il condesatore, poich√® √® il componente AC pi√π esposto agli agenti esterni, sperimenta estesi segni di lacerazione e usura nel suo ciclo di vita. In particolare i climi con frequenti acquazzoni, nevicate ed elevate umidit√† risultano difficili per il condensatore. Poich√© le strade vengono coperte con il sale nei mesi pi√π freddi, spruzzi di acqua salmastra raggiungono il condensatore aumentando il rischio di corrosione. Non essendo considerato un problema prioritario, il condensatore corroso porter√† ad una perdita di efficienza nel sistema AC. L‚Äôinefficienza del condensatore aumenter√† il carico di lavoro su altri componenti del sistema, soprattutto sul compressore. * ‚Ä®Molti casi di reclamo sul compressore rivelano che la ridotta funzionalit√† del condensatore porta al surriscaldamento del compressore e alla sua rottura. --- ## ‚Ä¢ Condenser corrosion - Possible issues [Język: EN] * ‚Ä¢ Corrosione del condensatore ‚Äì possibili problemi‚Ä® * ‚Ä¢ Deterioration of condenser fins * ‚Ä¢ Deterioramento delle alette del condensatore * Even if the condenser does not leak and seems to be tight, the heat exchange capacity can have been reduced significantly. As corrosion attach to the thin aluminum fins, the working surface area is reduced, which will reduce the overall heat exchange capacity of the condenser. * Anche se il condensatore non perde e sembra mantenere la tenuta stagna, la capacit√† di scambio di calore pu√≤ essersi notevolmente ridotta. La corrosione attacca le sottili alette di alluminio, perci√≤ la superficie d‚Äôazione si reduce, cos√¨ come la capacit√† totale di scambio di calore del condensatore. * ‚Ä¢ Lack of fins * ‚Ä¢ Carenza di alette * As the fins corrode over time, they will fall out of the condenser. With the number of fins reduced, the condensation process will become significantly more ineffective, creating an increased overload on the compressor. Removal of only one fin row from the condenser can reduce its thermal performance by up to 3%!‚Ä®Corrodendosi, nel tempo, le alette si staccheranno dal condensatore. Con un numero ridotto di alette, il processo di condensazione diverr√† sempre meno efficace, creando un sovraccarico del compressore. Rimuovendo anche solo una fila di alette dal condensatore si riducono le sue performance termiche fino al 3%! --- ## ‚Ä¢ Leaking condenser [Język: EN] * ‚Ä¢ Condensatore che perde * Testing has shown that a condenser with missing fins, due to corrosion caused by saltwater, will eventually start to leak. The leakage is caused as the lack of fins destabilizes the condenser construction, making it more vulnerable to wear and tear. As the refrigerant disappears, the system will not function properly. Furthermore, as the lubricant cannot be distributed in an empty running system, the compressor will be exposed to overheat and seizure. * I test condotti hanno dimostrato che un condensatore che ha perduto alcune alette a causa della corrosione provocata da acqua salmastra, potrebbe iniziare a perdere. La perdita √® causata dal fatto che la mancanza di alette destabilizza la struttura del condensatore, rendendolo pi√π vulnerabile al deterioramento. Svanendo il refrigerante, il sistema non funzioner√† correttamente. Inoltre, siccome il lubrificante non pu√≤ essere distribuito in un sistema vuoto in funzione, il compressore risulter√† esposto a surriscaldamento e grippaggio. --- ## ‚Ä¢ Solution [Język: EN] * ‚Ä¢ Soluzione * ‚Ä®Regular visual inspection of the condenser surface can save you from expensive system and compressor repairs. Any signs of corrosion or leaks on the condenser surface must be considered as serious threats for the system efficiency and operation. Especially, pay attention to the condenser bottom part, where tubes and fins are mostly exposed to extensive humidity and aggressive salt spraying. Oil residues on the condenser indicate leaks. Always replace a condenser that is leaking or has missing/deteriorated fins.‚Ä®Un controllo periodico della superficie del condensatore pu√≤ prevenire costose riparazioni. * Ogni indizio di corrosione o perdita sulla superfice del condensatore pu√≤ rappresentare una seria minaccia per il funzionamento e l‚Äôefficienza del sistema. Occore fare attenzione in particolar modo alla parte inferiore del condensatore, dove tubi ed alette sono maggiormente esposti all‚Äôumidit√† e a spruzzi salmastri. Residui di olio sul condensatore indicano che vi √® una perdita. * Sostituire sempre il condensatore che perde o che presenta alette mancanti/deteriorate. * ‚Ä®When replacing condensers, choose parts with corrosion protection applied. This prolongs its lifespan considerably. Advanced saltwater tests have shown that condensers that are treated with corrosion protection can function up to eight times longer than a non-protected condenser. Nissens applies special protection to +500 condenser models particularly exposed to corrosion. * Quando si sostituiscono i condensatori, scegliere ricambi trattati con protezione anti corrosione. Questo prolungher√† considerevolmente la loro durata. Avanzati test effettuati con getti di acqua salmastra hanno dimostrato che i condensatori trattati con protettivo anti corrosione possono durare fino ad otto volte di pi√π di quelli che non hanno subito tale trattamento. Nissens applica una speciale protezione ad oltre 500 modelli di condensatore particolarmente esposti alla corrosione.‚Ä® ‚Ä® --- ## PLEASE LEAVE ALL ENGLISH TEXT AND ADD YOUR TRANSLATION SECTION BY SECTION IN ORDER FOR US TO IMPLEMENT/UNDERSTAND THE MEANING OF ALL TEXT, THANK YOU. ALSO KEEP ALL BOLD TEXT BOLD. [Język: DK] * ENG * Translation * TURBOCHARGER * TURBOLADER * TECHNICAL BULLETIN * TEKNISK MEDDELELSE --- ## ISSUE [Język: DK] * PROBLEM * 93073 - TURBO-EXHAUST SEALING * 93073 - FORSEGLING AF TURBO-UDST√òDNING * IMPROPER INSTALLATION OF THE GASKET * FORKERT MONTERING AF PAKNING --- ## BACKGROUND [Język: DK] * BAGGRUND * The gasket to seal the connection between turbo and exhaust pipe can be fitted in two different orientations. Each will fit with the stretching bolts; only one, however, is correct. Mounting the gasket in the improper orientation will impair the exhaust flow, instantly affecting proper turbocharger/engine operation (increased back-pressure, turbine wheel cannot operate properly) as well as not sealing the connection properly. * Pakningen, som forsegler forbindelsen mellem turbo og udst√∏dningsr√∏r kan monteres p√• to forskellige m√•der. Ved begge metoder passer pakningen til boltene, dog er kun den ene metode korrekt. Udst√∏dningen h√¶mmes, hvis pakningen monteres og vender forkert, hvilket √∏jeblikkeligt indvirker p√• turboladerens og motorens drift (√∏get bagtryk, turbinehjulet fungerer ikke korrekt), og forbindelsen vil ikke v√¶re korrekt forseglet. * Common signs of improper gasket installation: * Hyppige tegn p√• forkert montering af pakning: * A whistling noise from the turbo-exhaust connection, no proper boost generated by turbo, thus lack of engine power * En fl√∏jtende lyd fra forbindelsen mellem turbo og udst√∏dning, turboen genererer ikke korrekt boost og derved en mangel p√• motorkraft --- ## NISSENS‚Äô TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] * Theme Condenser ‚Ä®Condenser Inner Clogging‚Ä® * Background‚Ä®The condenser is placed in the front of the car and is typically attached to other heat exchangers in the engine compartment. The condenser is crucial for the AC system operation. It ensures that the refrigerant changes from a gas to a liquid form. This is achieved through the condensation process, where the refrigerant heat is extracted and exchanged with the ambient air. --- ## Problem ‚Ä®When impurities develop in the system, the thin channels of the condenser will quickly clog. This can restrict the refrigerant flow, eventually reducing the unit‚Äôs ability to exchange heat. In most cases, this will eventually cause overpressure in the system, which is extremely harmful for the compressor. Especially condensers with micro tube technology are in great risk. While micro tube technology offers an outstanding cooling performance, the thin fins are more exposed to stoppages. As the flow is compressed to a more confined area, fewer impurities are needed for clogging to occur. [Język: EN] --- ## Recommended Solution ‚Ä®To keep the condenser in good condition, the receiver dryer must always be replaced during a compressor replacement, if the circuit has been exposed to ambient air, or the system has run empty, due to leakages. If none of these events occur, it is recommended to replace the receiver dryer every second year. [Język: EN] --- ## Furthermore, it is always required to perform a system flush after a compressor breakdown. Make sure that no flushing agent residues remain in the system after flushing. [Język: EN] --- ## Common causes for condenser inner clogging [Język: EN] * No/poor flushing ‚Äì A thorough system flush must always be performed prior to a new component installation - especially after a compressor seizure. When a compressor has seized, metal chips can break off and cause clogging in the system. Furthermore, carbonized oil particles, developed due to compressor overheating, can cause clogging in the system and must be flushed.¬† * Wrong use of additives ‚Äì Incorrect additives, or improper application of additives, can cause system contamination. This is often caused by crystalized leak-stop agents and/or Teflon that has peeled off inner parts of the compressor. Teflon peeling off can be caused by aggressive, and not properly removed, cleaning agents. * Wrong Lubricant ‚Äì A lubricant with a too high viscosity can easily clog the condenser. Especially condensers built in micro tube technology, due to the confined flow in the fins. * Receiver dryer in bad shape ‚Äì Poor condition of the receiver dryer means that it will become less efficient in filtering particles, increasing the risk of impurities flowing through the system. This will eventually lead to clogging of the condenser and other components. --- ## ‚Ä® [Język: EN] * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to comply with the right service and maintenance procedures. Nissens A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. --- ## Pictures: [Język: EN] * Black, carbonized oil will quickly clog the condenser‚Äôs inner tubes * Visible soiling at the condenser inlet * Oil drained from a seized compressor. The visible contaminations are spread in the entire system, including the condenser. * Worn out receiver dryer (or desiccant bag cartridge) often results in clogging of the condenser‚Äôs inner tube --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information visit our website www.nissens.com. * ‚Ä® --- ## NISSENS‚Äô TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] --- ## Problem [Język: EN] * The receiver dryer is crucial for optimal system operation and especially for the compressor vitality. Absorbing moisture in the AC system prevents inner corrosion and ensures a proper system/compressor lubrication. In addition, particles, debris, metal chips, and other materials flowing in the loop, gets filtered and kept away from the system components, preventing them from clogging (condenser, expansion valve, evaporator) or seizure (compressor). --- ## If the receiver dryer is worn out, spoiled or not operating, it will eventually lead to circuit clogs, system abnormal pressures and lack of performance. This will seriously affect other system components, where especially the compressor is at risk. [Język: EN] --- ## Always install new receiver dryer any time the compressor is replaced and always when a serious leakage has been noticed and repaired. During service procedures, such as flushing the system, the part must be bypassed and replaced after the procedure is completed. Follow user manuals and manufactures guidelines whenever applying additives such as UV dye agent, leak-stops, and/or flushing agents. Excessive volume or improper use of additives and/or oil will spoil the receiver dryer. [Język: EN] --- ## What can impact the receiver dryer function? [Język: EN] * Wear ‚Ä®Filtering and desiccant layers are normally worn out after a period of time. This will cause the receiver dryer to lose its ability to properly filter the refrigerant and oil. * System opening ‚Ä®If the system is opened during service procedures or the system is leaking, the extremely hygroscopic desiccant will attract moisture from the air, thus loss ability to remove any humidity from the system. Running the system empty due to leakages will also negatively impact the receiver dryer. * Excessive system pollution ‚Ä®Particles produced by chemical reactions caused by wrong use of additives (flushing, leak-stop agents), wrong oil mixtures, particles from compressor seizure, inner corrosion and/or carbonized oil caused by overheating, can quickly soil and clog the receiver dryer. * Too much oil in the system ‚Ä®Exceeded lubricant volume reduces the dryer ability to filter the system properly as the desiccant and filter layers become too oily or soaking. Too much UV agent or flushing agent residues in the system will have the same effect on the receiver dryer. * Co m≈Ø≈æe ovliv≈àovat funkƒçnost vysou≈°eƒçe ? * Opot≈ôeben√≠ ‚Ä®Filtraƒçn√≠ a vysu≈°uj√≠c√≠ vrstvy se obvykle opot≈ôebuj√≠ za urƒçitou dobu, co≈æ zp≈Øsob√≠ ztr√°tu funkce vysou≈°eƒçe resp. | schopnost spr√°vnƒõ filtrovat chladivo a olej. * Otev≈ôen√≠ okruhu ‚Ä®Pokud je okruh otev≈ôen bƒõhem servisn√≠ho √∫konu nebo je syst√©m netƒõsn√Ω, pak vysou≈°eƒç pohlcuje vlhkost ze vzduchu a ztr√°c√≠ schopnost odstra≈àovat vlhkost ze syst√©mu. Negativn√≠ dopad na vysou≈°eƒç m√° i provoz nenaplnƒõn√©ho okruhu. * Nadmƒõrnƒõ zneƒçi≈°tƒõn√Ω okruh ‚Ä®ƒå√°stice vznikl√© chemick√Ωmi reakcemi, kter√© jsou zp≈Øsoben√© pou≈æit√≠m ≈°patn√Ωch aditiv ( proplach, utƒõs≈àovaƒç ), nespr√°vn√Ωch smƒõs√≠ oleje, z opot≈ôeben√≠ kompresoru, vnit≈ôn√≠ koroze anebo zuhelnatƒõl√©ho oleje | ( | p≈ôeh≈ô√°t√≠ ), mohou rychle za≈°pinit a ucpat vysou≈°eƒç. * P≈ô√≠li≈° mnoho oleje v okruhu ‚Ä®V p≈ô√≠padƒõ, ≈æe filtraƒçn√≠ a vysu≈°uj√≠c√≠ vrstvy jsou mastn√© a promoƒçen√©, pak je v okruhu olej p≈ô√≠li≈° a vysou≈°eƒç ztratil svoji funkci. P≈ô√≠li≈° mnoho utƒõs≈àovac√≠ho nebo proplachovac√≠ho prost≈ôedku bude m√≠t na vysou≈°eƒç stejn√Ω dopad. --- ## ENGLISH [Język: EN] * TRANSLATION * NISSENS‚Äô TECHNICAL BULLETIN / KEY EFFICIENCY COMPONENTS * BULLETIN TECHNIQUE NISSENS / COMPOSANTS CL√âS D‚ÄôEFFICACIT√â --- ## PROBLEM [Język: EN] * PROBL√àME * Intercooler failure is often linked to turbocharger damage. Replacement of the turbocharger introduces several risks, if not carried out according to installation guides. Turbo residues can easily clog the intercooler, especially oil, but also other particles and broken off turbo parts. * La d√©faillance du refroidisseur interm√©diaire est souvent li√©e √† un dommage au niveau du turbocompresseur. Le remplacement du turbocompresseur entra√Æne plusieurs risques s‚Äôil n‚Äôest pas r√©alis√© conform√©ment aux instructions des manuels d‚Äôinstallation. Des r√©sidus de turbocompression, en particulier de l‚Äôhuile et d‚Äôautres particules, peuvent facilement obstruer le refroidisseur interm√©diaire et entra√Æner la rupture de pi√®ces du turbo. * A leaking intercooler is often due to high system pressure, which can eventually cause a deformation of the plastic tank, resulting in a leaking intercooler. If residues are left in the system after an installation, there is a risk of blockage, which will cause the pressure in the system to increase. Thus, the intercooler will have to withstand a much higher pressure than what it was built for, eventually causing the intercooler to fail. * Les fuites du refroidisseur interm√©diaire sont souvent dues √† une pression √©lev√©e du syst√®me, qui peut provoquer une d√©formation du r√©servoir en plastique, entra√Ænant une fuite du refroidisseur interm√©diaire. Si des r√©sidus restent dans le syst√®me apr√®s l'installation, il existe un risque d‚Äôobstruction et donc une augmentation de la pression √† l'int√©rieur du syst√®me. Le refroidisseur interm√©diaire devra ainsi supporter une pression beaucoup plus √©lev√©e que celle pour laquelle il a √©t√© con√ßu, ce qui peut l‚Äôendommager. * The same issue can arise when the output of a turbo is manually increased. The increased pressure takes an extra toll on the intercooler, increasing the risk of the tank blowing. * Le m√™me probl√®me peut survenir quand le rendement d‚Äôun turbo est augment√© manuellement. La pression accrue exerce des contraintes plus importantes sur le refroidisseur interm√©diaire, ce qui augmente le risque d‚Äôexplosion du r√©servoir. * If a mechanic installs a new turbocharger, without investigating the intercooler first, the system will run a high-pressure sequence, where oil and particles that have accumulated in the intercooler are at risk of being blown into the combustion chamber. If this debris enters the combustion chamber, they are at a great risk of damaging the engine. * Si un m√©canicien installe un nouveau turbocompresseur sans examiner le refroidisseur interm√©diaire au pr√©alable, le syst√®me ex√©cutera une s√©quence √† haute pression, dans laquelle l‚Äôhuile et les particules accumul√©es dans le refroidisseur interm√©diaire risquent d‚Äô√™tre projet√©es dans la chambre de combustion. Si ces r√©sidus p√©n√®trent dans la chambre de combustion, ils risquent fortement d‚Äôendommager le moteur. --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Danemark. * For further technical and contact information, visit our website: www.nissens.com. * Pour plus d'informations techniques et conna√Ætre nos interlocuteurs, visitez notre site Web www.nissens.com. --- ## 6NISSENS‚Äô TECHNICAL BULLETIN AC/EC SYSTEM [Język: EN] * Â∞ºÁõõÊñØÊäÄÊúØÂÖ¨Êä• Ê±ΩËΩ¶Á©∫Ë∞ÉÁ≥ªÁªüÂíåÂèëÂä®Êú∫Êï£ÁÉ≠Á≥ªÁªü --- ## PROBLEM [Język: EN] * ÈóÆÈ¢ò * There can be many causes for blowers to malfunction. The issues might arise right after installation or show itself in later stages. Furthermore, problems can be caused by not changing the cabin filter regularly. * ȺìÈ£éÊú∫ÊïÖÈöúÊúâ§öÁßçÂéüÂõ†„ÄÇËøô‰∫õÈóÆÈ¢òÂèØËÉΩ‰ºöÂú®ÂàöÂàöÂÆâË£ÖÂêéÂá∫Áé∞Ôºå‰πüÂèØËÉΩÂú®‰ª•ÂêéÈò∂ÊƵÊÖ¢ÊÖ¢ÂëàÁé∞Âá∫Êù•„ÄÇÊ≠§Â§ñÔºå‰∏çÂÆöÊúüÊõ¥Êç¢Á©∫Ê∞îʪ§Ëä؉πü‰ºöÈĆÊàêÈóÆÈ¢ò„ÄÇ --- ## ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * ¬©Â∞ºÁõõÊñØÂÖ¨Âè∏ÔºåÂú∞ÂùÄOrmh√∏jg√•rdvej 9, 8700 Horsens, Denmark„ÄÇ * For further technical and contact information visit our website www.nissens.com. * Êõ¥Â§öÁöÑÊäÄÊúØÂíåËÅîÁ≥ª‰ø°ÊÅØÔºåËØ∑ËÆøÈóÆÊà뉪¨ÁöÑÁΩëÁ´ôwww.nissens.com. --- ## NISSENS‚Äô TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] * Œ§ŒïŒßŒùŒôŒöŒü Œ¶Œ•ŒõŒõŒëŒîŒôŒü NISSENS ŒúŒïŒ°Œó Œ£Œ•Œ£Œ§ŒóŒúŒëŒ§ŒüŒ£ AC --- ## Problem [Język: EN] * Œ†œÅœåŒ≤ŒªŒ∑ŒºŒ± * The receiver dryer is crucial for optimal system operation and especially for the compressor vitality. Absorbing moisture in the AC system prevents inner corrosion and ensures a proper system/compressor lubrication. In addition, particles, debris, metal chips, and other materials flowing in the loop, gets filtered and kept away from the system components, preventing them from clogging (condenser, expansion valve, evaporator) or seizure (compressor). * Œü ŒæŒ∑œÅŒ±ŒΩœÑŒÆœÅŒ±œÇ Œ¥Œ≠Œ∫œÑŒ∑ ŒµŒØŒΩŒ±Œπ Œ∂œâœÑŒπŒ∫ŒÆœÇ œÉŒ∑ŒºŒ±œÉŒØŒ±œÇ Œ≥ŒπŒ± œÑŒ∑ Œ≤Œ≠ŒªœÑŒπœÉœÑŒ∑ ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒØŒ± œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ, Œ∫Œ±Œπ ŒµŒπŒ¥ŒπŒ∫Œ¨ Œ≥ŒπŒ± œÑŒ∑ŒΩ Œ¥ŒπŒ¨œÅŒ∫ŒµŒπŒ± Œ∂œâŒÆœÇ œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ. ŒëœÄŒøœÅœÅŒøœÜœéŒΩœÑŒ±œÇ œÑŒ∑ŒΩ œÖŒ≥œÅŒ±œÉŒØŒ± œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ± AC, ŒµŒºœÄŒøŒ¥ŒØŒ∂ŒµŒπ œÑŒ∑ŒΩ ŒµœÉœâœÑŒµœÅŒπŒ∫ŒÆ Œ¥ŒπŒ¨Œ≤œÅœâœÉŒ∑ Œ∫Œ±Œπ ŒµŒæŒ±œÉœÜŒ±ŒªŒØŒ∂ŒµŒπ œÑŒ∑ œÉœâœÉœÑŒÆ ŒªŒØœÄŒ±ŒΩœÉŒ∑ œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ/œÉœÖŒºœÄŒπŒµœÉœÑŒÆ. ŒïœÄŒπœÄŒªŒ≠ŒøŒΩ, œÑŒ± œÉœâŒºŒ±œÑŒØŒ¥ŒπŒ±, ŒøŒπ Œ±Œ∫Œ±Œ∏Œ±œÅœÉŒØŒµœÇ, œÑŒ± ŒºŒµœÑŒ±ŒªŒªŒπŒ∫Œ¨ œÅŒπŒΩŒØœÉŒºŒ±œÑŒ± Œ∫Œ±Œπ Œ¨ŒªŒªŒ± œÖŒªŒπŒ∫Œ¨ œÄŒøœÖ œÅŒ≠ŒøœÖŒΩ œÉœÑŒø Œ≤œÅœåœáŒø, œÜŒπŒªœÑœÅŒ¨œÅŒøŒΩœÑŒ±Œπ Œ∫Œ±Œπ œÉœÖŒ≥Œ∫œÅŒ±œÑŒøœçŒΩœÑŒ±Œπ ŒºŒ±Œ∫œÅŒπŒ¨ Œ±œÄœå œÑŒ± ŒµŒæŒ±œÅœÑŒÆŒºŒ±œÑŒ± œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ, ŒµŒºœÄŒøŒ¥ŒØŒ∂ŒøŒΩœÑŒ±œÇ œÑŒ∑ŒΩ Œ±œÄœåœÜœÅŒ±ŒæŒ∑ (œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒÆœÇ, Œ≤Œ±ŒªŒ≤ŒØŒ¥Œ± ŒµŒ∫œÑœåŒΩœâœÉŒ∑œÇ, ŒµŒæŒ±œÑŒºŒπœÉœÑŒÆœÇ) ŒÆ œÑŒ∑ŒΩ ŒµŒºœÄŒªŒøŒ∫ŒÆ œÑŒøœÖœÇ (œÉœÖŒºœÄŒπŒµœÉœÑŒÆœÇ). --- ## What can impact the receiver dryer function? [Język: EN] * Œ§Œπ ŒºœÄŒøœÅŒµŒØ ŒΩŒ± ŒµœÄŒ∑œÅŒµŒ¨œÉŒµŒπ œÑŒ∑ ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒØŒ± œÑŒøœÖ ŒæŒ∑œÅŒ±ŒΩœÑŒÆœÅŒ± Œ¥Œ≠Œ∫œÑŒ∑; * Wear ‚Ä®Filtering and desiccant layers are normally worn out after a period of time. This will cause the receiver dryer to lose its ability to properly filter the refrigerant and oil. * Œ¶Œ∏ŒøœÅŒ¨ ‚Ä®Œ§Œ± œÉœÑœÅœéŒºŒ±œÑŒ± œÜŒπŒªœÑœÅŒ±œÅŒØœÉŒºŒ±œÑŒøœÇ Œ∫Œ±Œπ ŒæŒÆœÅŒ±ŒΩœÉŒ∑œÇ œÜŒ∏ŒµŒØœÅŒøŒΩœÑŒ±Œπ œÜœÖœÉŒπŒøŒªŒøŒ≥ŒπŒ∫Œ¨ ŒºŒµœÑŒ¨ Œ±œÄœå Œ≠ŒΩŒ± œáœÅŒøŒΩŒπŒ∫œå Œ¥ŒπŒ¨œÉœÑŒ∑ŒºŒ±. ŒëœÖœÑœå œÄœÅŒøŒ∫Œ±ŒªŒµŒØ Œ±œÄœéŒªŒµŒπŒ± œÑŒ∑œÇ ŒπŒ∫Œ±ŒΩœåœÑŒ∑œÑŒ±œÇ œÑŒøœÖ ŒæŒ∑œÅŒ±ŒΩœÑŒÆœÅŒ± Œ¥Œ≠Œ∫œÑŒ∑ ŒΩŒ± œÜŒπŒªœÑœÅŒ¨œÅŒµŒπ œÉœâœÉœÑŒ¨ œÑŒø œàœÖŒ∫œÑŒπŒ∫œå ŒºŒ≠œÉŒø Œ∫Œ±Œπ œÑŒø ŒªŒ¨Œ¥Œπ * System opening ‚Ä®If the system is opened during service procedures or the system is leaking, the extremely hygroscopic desiccant will attract moisture from the air, thus loss ability to remove any humidity from the system. Running the system empty due to leakages will also negatively impact the receiver dryer. * ŒÜŒΩŒøŒπŒ≥ŒºŒ± œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ ‚Ä®ŒëŒΩ œÑŒø œÉœçœÉœÑŒ∑ŒºŒ± Œ±ŒΩŒøŒπœáŒ∏ŒµŒØ Œ∫Œ±œÑŒ¨ œÑŒ∑ Œ¥ŒπŒ¨œÅŒ∫ŒµŒπŒ± œÑœâŒΩ Œ¥ŒπŒ±Œ¥ŒπŒ∫Œ±œÉŒπœéŒΩ œÉŒ≠œÅŒ≤ŒπœÇ ŒÆ Œ±ŒΩ œÖœÄŒ¨œÅœáŒµŒπ Œ¥ŒπŒ±œÅœÅŒøŒÆ œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ±, œÑŒø ŒµŒæŒ±ŒπœÅŒµœÑŒπŒ∫Œ¨ œÖŒ≥œÅŒøœÉŒ∫ŒøœÄŒπŒ∫œå ŒæŒ∑œÅŒ±ŒΩœÑŒπŒ∫œå ŒºŒ≠œÉŒø Œ∏Œ± œÄœÅŒøœÉŒµŒªŒ∫œçœÉŒµŒπ œÖŒ≥œÅŒ±œÉŒØŒ± Œ±œÄœå œÑŒøŒΩ Œ±Œ≠œÅŒ± Œ∫Œ±Œπ, Œ∫Œ±œÑŒ¨ œÉœÖŒΩŒ≠œÄŒµŒπŒ±, Œ∏Œ± œáŒ¨œÉŒµŒπ œÑŒ∑ŒΩ ŒπŒ∫Œ±ŒΩœåœÑŒ∑œÑŒ¨ œÑŒøœÖ ŒΩŒ± œÉœÖŒ≥Œ∫œÅŒ±œÑŒµŒØ œÑŒ∑ŒΩ œÖŒ≥œÅŒ±œÉŒØŒ± Œ±œÄœå œÑŒø œÉœçœÉœÑŒ∑ŒºŒ±. Œó ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒØŒ± œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ ŒµŒΩœé ŒµŒØŒΩŒ±Œπ Œ∫ŒµŒΩœå ŒªœåŒ≥œâ Œ¥ŒπŒ±œÅœÅŒøœéŒΩ, Œ∏Œ± ŒµœÄŒ∑œÅŒµŒ¨œÉŒµŒπ ŒµœÄŒØœÉŒ∑œÇ Œ±œÅŒΩŒ∑œÑŒπŒ∫Œ¨ œÑŒøŒΩ ŒæŒ∑œÅŒ±ŒΩœÑŒÆœÅŒ± Œ¥Œ≠Œ∫œÑŒ∑. * Excessive system pollution ‚Ä®Particles produced by chemical reactions caused by wrong use of additives (flushing, leak-stop agents), wrong oil mixtures, particles from compressor seizure, inner corrosion and/or carbonized oil caused by overheating, can quickly soil and clog the receiver dryer. * Œ•œÄŒµœÅŒ≤ŒøŒªŒπŒ∫ŒÆ œÅœçœÄŒ±ŒΩœÉŒ∑ œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ ‚Ä®Œ§Œ± œÉœâŒºŒ±œÑŒØŒ¥ŒπŒ± œÄŒøœÖ œÄŒ±œÅŒ¨Œ≥ŒøŒΩœÑŒ±Œπ Œ±œÄœå œáŒ∑ŒºŒπŒ∫Œ≠œÇ Œ±ŒΩœÑŒπŒ¥œÅŒ¨œÉŒµŒπœÇ œÄŒøœÖ œÄœÅŒøŒ∫Œ±ŒªŒøœçŒΩœÑŒ±Œπ Œ±œÄœå ŒµœÉœÜŒ±ŒªŒºŒ≠ŒΩŒ∑ œáœÅŒÆœÉŒ∑ œÄœÅŒøœÉŒ∏Œ≠œÑœâŒΩ (œÄŒ±œÅŒ¨Œ≥ŒøŒΩœÑŒµœÇ Œ≠Œ∫œÄŒªœÖœÉŒ∑œÇ, ŒµœÄŒπœÉŒ∫ŒµœÖŒÆœÇ Œ¥ŒπŒ±œÅœÅŒøœéŒΩ), œÑŒ± ŒµœÉœÜŒ±ŒªŒºŒ≠ŒΩŒ± ŒºŒØŒ≥ŒºŒ±œÑŒ± ŒªŒ±Œ¥ŒπŒøœç, œÑŒ± œÉœâŒºŒ±œÑŒØŒ¥ŒπŒ± Œ±œÄœå œÑŒ∑ŒΩ ŒµŒºœÄŒªŒøŒ∫ŒÆ œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ, Œ∑ ŒµœÉœâœÑŒµœÅŒπŒ∫ŒÆ Œ¥ŒπŒ¨Œ≤œÅœâœÉŒ∑ Œ∫Œ±Œπ/ ŒÆ œÑŒø Œ∫Œ±œÅŒºœÄŒøŒΩŒ±œÅŒπœÉŒºŒ≠ŒΩŒø ŒªŒ¨Œ¥Œπ ŒªœåŒ≥œâ œÖœÄŒµœÅŒ∏Œ≠œÅŒºŒ±ŒΩœÉŒ∑œÇ, ŒºœÄŒøœÅŒøœçŒΩ Œ≥œÅŒÆŒ≥ŒøœÅŒ± ŒΩŒ± ŒºŒøŒªœçŒΩŒøœÖŒΩ Œ∫Œ±Œπ ŒΩŒ± œÜœÅŒ¨ŒæŒøœÖŒΩ œÑŒøŒΩ ŒæŒ∑œÅŒ±ŒΩœÑŒÆœÅŒ± Œ¥Œ≠Œ∫œÑŒ∑. * Too much oil in the system ‚Ä®Exceeded lubricant volume reduces the dryer ability to filter the system properly as the desiccant and filter layers become too oily or soaking. Too much UV agent or flushing agent residues in the system will have the same effect on the receiver dryer. * Œ•œÄŒµœÅŒ≤ŒøŒªŒπŒ∫ŒÆ œÄŒøœÉœåœÑŒ∑œÑŒ± | ŒªŒ±Œ¥ŒπŒøœç œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ±‚Ä®Œó œÖœÄŒ≠œÅŒ≤Œ±œÉŒ∑ œÑŒøœÖ œåŒ≥Œ∫ŒøœÖ œÑŒøœÖ ŒªŒπœÄŒ±ŒΩœÑŒπŒ∫Œøœç ŒºŒµŒπœéŒΩŒµŒπ œÑŒ∑ŒΩ ŒπŒ∫Œ±ŒΩœåœÑŒ∑œÑŒ± œÑŒøœÖ ŒæŒ∑œÅŒ±ŒΩœÑŒÆœÅŒ± ŒΩŒ± œÜŒπŒªœÑœÅŒ¨œÅŒµŒπ œÑŒø œÉœçœÉœÑŒ∑ŒºŒ± œÉœâœÉœÑŒ¨, Œ∫Œ±Œ∏œéœÇ œÑŒ± œÉœÑœÅœéŒºŒ±œÑŒ± ŒæŒÆœÅŒ±ŒΩœÉŒ∑œÇ Œ∫Œ±Œπ œÜŒπŒªœÑœÅŒ±œÅŒØœÉŒºŒ±œÑŒøœÇ Œ≥ŒØŒΩŒøŒΩœÑŒ±Œπ œÄŒøŒªœç ŒªŒπœÄŒ±œÅŒ¨ ŒÆ ŒºŒøœÖŒªŒπŒ¨Œ∂ŒøœÖŒΩ. Œ§Œ± œÖœÄŒµœÅŒ≤ŒøŒªŒπŒ∫Œ¨ Œ∫Œ±œÑŒ¨ŒªŒøŒπœÄŒ± œÄŒ±œÅŒ±Œ≥œåŒΩœÑœâŒΩ UV ŒÆ Œ≠Œ∫œÄŒªœÖœÉŒ∑œÇ œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ±, Œ≠œáŒøœÖŒΩ œÑŒ∑ŒΩ ŒØŒ¥ŒπŒ± ŒµœÄŒØŒ¥œÅŒ±œÉŒ∑ œÉœÑŒøŒΩ ŒæŒ∑œÅŒ±ŒΩœÑŒÆœÅŒ± Œ¥Œ≠Œ∫œÑŒ∑. --- ## ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information visit our website www.nissens.com. * ŒìŒπŒ± œÄŒµœÅŒπœÉœÉœåœÑŒµœÅŒµœÇ œÑŒµœáŒΩŒπŒ∫Œ≠œÇ œÄŒªŒ∑œÅŒøœÜŒøœÅŒØŒµœÇ Œ∫Œ±Œπ ŒµœÄŒπŒ∫ŒøŒπŒΩœâŒΩŒØŒ±, ŒµœÄŒπœÉŒ∫ŒµœÜŒ∏ŒµŒØœÑŒµ œÑŒ∑ŒΩ ŒπœÉœÑŒøœÉŒµŒªŒØŒ¥Œ± ŒºŒ±œÇ www.nissens.com. --- ## Nissens‚Äô Technical bulletin AC system / AC compressor [Język: EN] * Œ§ŒµœáŒΩŒπŒ∫œå œÜœÖŒªŒªŒ¨Œ¥ŒπŒø Nissens Œ£œçœÉœÑŒ∑ŒºŒ± AC / Œ£œÖŒºœÄŒπŒµœÉœÑŒÆœÇ AC * Theme: AC system/compressor lubrication‚Ä®Avoid mixing PAG with universal oils * ŒòŒ≠ŒºŒ±: ŒõŒØœÄŒ±ŒΩœÉŒ∑ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ AC/œÉœÖŒºœÄŒπŒµœÉœÑŒÆ‚Ä®ŒëœÄŒøœÜŒµœçŒ≥ŒµœÑŒµ œÑŒ∑ŒΩ Œ±ŒΩŒ¨ŒºŒµŒπŒæŒ∑ ŒªŒ±Œ¥ŒπœéŒΩ œÑœçœÄŒøœÖ PAG ŒºŒµ ŒªŒ¨Œ¥ŒπŒ± Œ≥ŒµŒΩŒπŒ∫ŒÆœÇ œáœÅŒÆœÉŒ∑œÇ * ‚Ä®Background * Œ•œÄœåŒ≤Œ±Œ∏œÅŒø‚Ä®PAG oil is the most common lubricant applied in modern automotive air conditioning systems running on R134A and R1234yf. It is a fully synthetic oil, offers efficient and universal lubricating parameters, is conductive, highly hygroscopic, and can be offered in several viscosity versions (46/100/150). * Œ§Œø ŒªŒ¨Œ¥Œπ œÑœçœÄŒøœÖ PAG ŒµŒØŒΩŒ±Œπ œÑŒø œÄŒπŒø Œ∫ŒøŒπŒΩœå ŒªŒπœÄŒ±ŒΩœÑŒπŒ∫œå œÄŒøœÖ ŒµœÜŒ±œÅŒºœåŒ∂ŒµœÑŒ±Œπ œÉŒµ œÉœçŒ≥œáœÅŒøŒΩŒ± œÉœÖœÉœÑŒÆŒºŒ±œÑŒ± Œ∫ŒªŒπŒºŒ±œÑŒπœÉŒºŒøœç Œ±œÖœÑŒøŒ∫ŒπŒΩŒÆœÑœâŒΩ œÄŒøœÖ ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒøœçŒΩ ŒºŒµ R134A Œ∫Œ±Œπ R1234yf. Œ†œÅœåŒ∫ŒµŒπœÑŒ±Œπ Œ≥ŒπŒ± Œ≠ŒΩŒ± œÄŒªŒÆœÅœâœÇ œÉœÖŒΩŒ∏ŒµœÑŒπŒ∫œå ŒªŒ¨Œ¥Œπ, œÑŒø ŒøœÄŒøŒØŒø œÄœÅŒøœÉœÜŒ≠œÅŒµŒπ Œ±œÄŒøœÑŒµŒªŒµœÉŒºŒ±œÑŒπŒ∫Œ≠œÇ Œ∫Œ±Œπ Œ∫Œ±Œ∏ŒøŒªŒπŒ∫Œ≠œÇ œÄŒ±œÅŒ±ŒºŒ≠œÑœÅŒøœÖœÇ ŒªŒØœÄŒ±ŒΩœÉŒ∑œÇ, ŒµŒØŒΩŒ±Œπ Œ±Œ≥œéŒ≥ŒπŒºŒø, œÖœàŒ∑ŒªŒ¨ œÖŒ≥œÅŒøœÉŒ∫ŒøœÄŒπŒ∫œå Œ∫Œ±Œπ Œ¥ŒπŒ±œÑŒØŒ∏ŒµœÑŒ±Œπ œÉŒµ Œ¥ŒπŒ¨œÜŒøœÅŒµœÇ ŒµŒ∫Œ¥œåœÉŒµŒπœÇ ŒπŒæœéŒ¥ŒøœÖœÇ (46/100/150). * AC compressor manufactures specify the precise lubricant type and quantity required for a proper operation of their compressor pump. The advanced mechanical construction, moving components, and operation in high temperatures and pressures, require an excellent-matched lubrication to ensure proper functionality and long vitality. * ŒüŒπ Œ∫Œ±œÑŒ±œÉŒ∫ŒµœÖŒ±œÉœÑŒ≠œÇ œÉœÖŒºœÄŒπŒµœÉœÑœéŒΩ AC œÄœÅŒøœÉŒ¥ŒπŒøœÅŒØŒ∂ŒøœÖŒΩ œÑŒøŒΩ Œ±Œ∫œÅŒπŒ≤ŒÆ œÑœçœÄŒø ŒªŒπœÄŒ±ŒΩœÑŒπŒ∫Œøœç Œ∫Œ±Œπ œÑŒ∑ŒΩ œÄŒøœÉœåœÑŒ∑œÑŒ± œÄŒøœÖ Œ±œÄŒ±ŒπœÑŒøœçŒΩœÑŒ±Œπ Œ≥ŒπŒ± œÑŒ∑ œÉœâœÉœÑŒÆ ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒØŒ± œÑŒ∑œÇ Œ±ŒΩœÑŒªŒØŒ±œÇ œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ œÑŒøœÖœÇ. Œó œÄœÅŒøŒ∑Œ≥ŒºŒ≠ŒΩŒ∑ ŒºŒ∑œáŒ±ŒΩŒπŒ∫ŒÆ Œ∫Œ±œÑŒ±œÉŒ∫ŒµœÖŒÆ, œÑŒ± Œ∫ŒπŒΩŒøœçŒºŒµŒΩŒ± ŒºŒ≠œÅŒ∑ Œ∫Œ±Œπ Œ∑ ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒØŒ± œÖœÄœå œÖœàŒ∑ŒªŒ≠œÇ Œ∏ŒµœÅŒºŒøŒ∫œÅŒ±œÉŒØŒµœÇ Œ∫Œ±Œπ œÄŒπŒ≠œÉŒµŒπœÇ Œ±œÄŒ±ŒπœÑŒøœçŒΩ ŒµŒæŒ±ŒπœÅŒµœÑŒπŒ∫Œ¨ Œ∫Œ±œÑŒ¨ŒªŒªŒ∑ŒªŒ∑ ŒªŒØœÄŒ±ŒΩœÉŒ∑ Œ≥ŒπŒ± œÑŒ∑ Œ¥ŒπŒ±œÉœÜŒ¨ŒªŒπœÉŒ∑ œÑŒ∑œÇ ŒøœÅŒ∏ŒÆœÇ ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒØŒ±œÇ Œ∫Œ±Œπ œÑŒ∑œÇ ŒºŒµŒ≥Œ¨ŒªŒ∑œÇ Œ¥ŒπŒ¨œÅŒ∫ŒµŒπŒ±œÇ Œ∂œâŒÆœÇ. * Problem * Œ†œÅœåŒ≤ŒªŒ∑ŒºŒ±‚Ä®A common reason for AC Compressor failure is applying oil different from the lubricant recommended by the compressor manufacturer. For instance by filling up the system, where the originally applied PAG oil (Poly Alkylene Glycol) is mixed with a universal PAO oil (Poly Aphaolefins Oil) with viscosity parameter 68. Although in general, the PAO and PAG characteristics seem be similar, their viscosity parameter is different. Applying an oil of a different viscosity than required by the compressor producer can lead to compressor serious failures, which, in most cases, will lead to a claim rejection. * ŒàŒΩŒ±œÇ œÉœÖœáŒΩœåœÇ ŒªœåŒ≥ŒøœÇ Œ≥ŒπŒ± œÑŒπœÇ Œ≤ŒªŒ¨Œ≤ŒµœÇ œÑœâŒΩ œÉœÖŒºœÄŒπŒµœÉœÑœéŒΩ AC ŒµŒØŒΩŒ±Œπ Œ∑ ŒµœÜŒ±œÅŒºŒøŒ≥ŒÆ ŒªŒ±Œ¥ŒπœéŒΩ Œ¥ŒπŒ±œÜŒøœÅŒµœÑŒπŒ∫Œøœç œÑœçœÄŒøœÖ Œ±œÄœå ŒµŒ∫ŒµŒØŒΩŒ± œÄŒøœÖ œÉœÖŒΩŒπœÉœÑŒ¨ Œø Œ∫Œ±œÑŒ±œÉŒ∫ŒµœÖŒ±œÉœÑŒÆœÇ œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ. ŒìŒπŒ± œÄŒ±œÅŒ¨Œ¥ŒµŒπŒ≥ŒºŒ±, Œ∫Œ±œÑŒ¨ œÑŒ∑ŒΩ œÄŒªŒÆœÅœâœÉŒ∑ ŒµŒΩœåœÇ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ, œÉœÑŒø ŒøœÄŒøŒØŒø ŒµŒØœáŒµ Œ±œÅœáŒπŒ∫Œ¨ ŒµœÜŒ±œÅŒºŒøœÉœÑŒµŒØ ŒªŒ¨Œ¥Œπ œÑœçœÄŒøœÖ PAG (œÄŒøŒªœÖŒ±ŒªŒ∫œÖŒªŒµŒΩŒøŒ≥ŒªœÖŒ∫œåŒªŒ∑), ŒºŒµ ŒªŒ¨Œ¥Œπ Œ≥ŒµŒΩŒπŒ∫ŒÆœÇ œáœÅŒÆœÉŒ∑œÇ œÑœçœÄŒøœÖ PAO | ( œÄŒøŒªœÖŒ±ŒªœÜŒ±ŒøŒªŒµœÜŒØŒΩŒµœÇ) ŒºŒµ œÄŒ±œÅŒ¨ŒºŒµœÑœÅŒø ŒπŒæœéŒ¥ŒøœÖœÇ 68. ŒëŒΩ Œ∫Œ±Œπ œÉŒµ Œ≥ŒµŒΩŒπŒ∫Œ≠œÇ Œ≥œÅŒ±ŒºŒºŒ≠œÇ œÑŒ± œáŒ±œÅŒ±Œ∫œÑŒ∑œÅŒπœÉœÑŒπŒ∫Œ¨ œÑœâŒΩ ŒªŒπœÄŒ±ŒΩœÑŒπŒ∫œéŒΩ œÑœçœÄŒøœÖ PAO Œ∫Œ±Œπ PAG œÜŒ±ŒØŒΩŒµœÑŒ±Œπ ŒΩŒ± ŒµŒØŒΩŒ±Œπ œÄŒ±œÅœåŒºŒøŒπŒ±, Œ∑ œÄŒ±œÅŒ¨ŒºŒµœÑœÅŒøœÇ œÑŒøœÖ ŒπŒæœéŒ¥ŒøœÖœÇ œÑŒøœÖœÇ ŒµŒØŒΩŒ±Œπ Œ¥ŒπŒ±œÜŒøœÅŒµœÑŒπŒ∫ŒÆ. Œó ŒµœÜŒ±œÅŒºŒøŒ≥ŒÆ ŒµŒΩœåœÇ ŒªŒ±Œ¥ŒπŒøœç Œ¥ŒπŒ±œÜŒøœÅŒµœÑŒπŒ∫Œøœç ŒπŒæœéŒ¥ŒøœÖœÇ Œ±œÄœå ŒµŒ∫ŒµŒØŒΩŒø œÄŒøœÖ Œ±œÄŒ±ŒπœÑŒµŒØœÑŒ±Œπ Œ±œÄœå œÑŒøŒΩ Œ∫Œ±œÑŒ±œÉŒ∫ŒµœÖŒ±œÉœÑŒÆ œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ ŒºœÄŒøœÅŒµŒØ ŒΩŒ± ŒøŒ¥Œ∑Œ≥ŒÆœÉŒµŒπ œÉŒµ œÉŒøŒ≤Œ±œÅŒ≠œÇ Œ≤ŒªŒ¨Œ≤ŒµœÇ œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ, ŒøŒπ ŒøœÄŒøŒØŒµœÇ, œÉœÑŒπœÇ œÄŒµœÅŒπœÉœÉœåœÑŒµœÅŒµœÇ œÄŒµœÅŒπœÄœÑœéœÉŒµŒπœÇ, Œ∏Œ± ŒøŒ¥Œ∑Œ≥ŒÆœÉŒøœÖŒΩ œÉŒµ Œ±œÄœåœÅœÅŒπœàŒ∑ Œ∫Œ¨Œ∏Œµ Œ±ŒæŒØœâœÉŒ∑œÇ. * Recommended Solution * Œ£œÖŒΩŒπœÉœÑœéŒºŒµŒΩŒ∑ ŒªœçœÉŒ∑‚Ä®‚Ä®Always follow the compressor or car manufacturer guidelines for the right selection of the lubricant for the AC compressor. Nissens compressors are always delivered with a warranty and installation guide book describing the proper installation procedure. * ŒùŒ± Œ±Œ∫ŒøŒªŒøœÖŒ∏ŒµŒØœÑŒµ œÄŒ¨ŒΩœÑŒ± œÑŒπœÇ Œ∫Œ±œÑŒµœÖŒ∏œÖŒΩœÑŒÆœÅŒπŒµœÇ Œ≥œÅŒ±ŒºŒºŒ≠œÇ œÑŒøœÖ Œ∫Œ±œÑŒ±œÉŒ∫ŒµœÖŒ±œÉœÑŒÆ œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ ŒÆ œÑŒøœÖ Œ±œÖœÑŒøŒ∫ŒπŒΩŒÆœÑŒøœÖ Œ≥ŒπŒ± œÑŒ∑ œÉœâœÉœÑŒÆ ŒµœÄŒπŒªŒøŒ≥ŒÆ ŒªŒπœÄŒ±ŒΩœÑŒπŒ∫Œøœç Œ≥ŒπŒ± œÑŒøŒΩ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ AC. ŒüŒπ œÉœÖŒºœÄŒπŒµœÉœÑŒ≠œÇ Nissens œÄŒ±œÅŒ±Œ¥ŒØŒ¥ŒøŒΩœÑŒ±Œπ œÄŒ¨ŒΩœÑŒ± ŒºŒµ ŒµŒ≥Œ≥œçŒ∑œÉŒ∑ Œ∫Œ±Œπ ŒøŒ¥Œ∑Œ≥œå ŒµŒ≥Œ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑œÇ œÄŒøœÖ œÄŒµœÅŒπŒ≥œÅŒ¨œÜŒµŒπ œÑŒ∑ œÉœâœÉœÑŒÆ Œ¥ŒπŒ±Œ¥ŒπŒ∫Œ±œÉŒØŒ± ŒµŒ≥Œ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑œÇ. * Furthermore, Nissens compressors are always pre-filled with the right quantity and viscosity PAG oil and there is therefore no need to add any extra oil. Nissens applies solely a high quality double end-capped PAG lubricant. A double end-capped PAG oil is chemically inactive and stable, offering exceptionally good lubrication characteristics, high moisture tolerance at high temperatures, and does not react chemically to form harmful acids/compounds. * ŒïœÄŒπœÄŒªŒ≠ŒøŒΩ, ŒøŒπ œÉœÖŒºœÄŒπŒµœÉœÑŒ≠œÇ Nissens ŒµŒØŒΩŒ±Œπ œÄŒ¨ŒΩœÑŒ± œÄœÅŒø-œÉœÖŒºœÄŒªŒ∑œÅœâŒºŒ≠ŒΩŒøŒπ ŒºŒµ ŒªŒπœÄŒ±ŒΩœÑŒπŒ∫œå œÑœçœÄŒøœÖ PAG œÉœÑŒ∑ œÉœâœÉœÑŒÆ œÄŒøœÉœåœÑŒ∑œÑŒ± Œ∫Œ±Œπ ŒºŒµ œÑŒø œÉœâœÉœÑœå ŒπŒæœéŒ¥ŒµœÇ Œ∫Œ±Œπ œÉœÖŒΩŒµœÄœéœÇ Œ¥ŒµŒΩ œÖœÄŒ¨œÅœáŒµŒπ Œ±ŒΩŒ¨Œ≥Œ∫Œ∑ ŒΩŒ± œÄœÅŒøœÉœÑŒµŒ∏ŒµŒØ ŒµœÄŒπœÄŒªŒ≠ŒøŒΩ ŒªŒπœÄŒ±ŒΩœÑŒπŒ∫œå. Œó Nissens œáœÅŒ∑œÉŒπŒºŒøœÄŒøŒπŒµŒØ Œ±œÄŒøŒ∫ŒªŒµŒπœÉœÑŒπŒ∫Œ¨ œÖœàŒ∑ŒªŒÆœÇ œÄŒøŒπœåœÑŒ∑œÑŒ±œÇ ŒªŒπœÄŒ±ŒΩœÑŒπŒ∫Œ¨ Œ¥ŒπœÄŒªŒøœç œÄœéŒºŒ±œÑŒøœÇ œÑœçœÄŒøœÖ PAG. Œ§Œø ŒªŒ¨Œ¥Œπ œÑœçœÄŒøœÖ PAG Œ¥ŒπœÄŒªŒøœç œÄœéŒºŒ±œÑŒøœÇ ŒµŒØŒΩŒ±Œπ œáŒ∑ŒºŒπŒ∫Œ¨ Œ±Œ¥œÅŒ±ŒΩŒ≠œÇ Œ∫Œ±Œπ œÉœÑŒ±Œ∏ŒµœÅœå, œÄœÅŒøœÉœÜŒ≠œÅŒµŒπ ŒµŒæŒ±ŒπœÅŒµœÑŒπŒ∫Œ¨ Œ∫Œ±ŒªŒ¨ œáŒ±œÅŒ±Œ∫œÑŒ∑œÅŒπœÉœÑŒπŒ∫Œ¨ ŒªŒØœÄŒ±ŒΩœÉŒ∑œÇ, œÖœàŒ∑ŒªŒÆ Œ±ŒΩŒøœáŒÆ œÉŒµ œÖŒ≥œÅŒ±œÉŒØŒ± œÖœÄœå œÖœàŒ∑ŒªŒ≠œÇ Œ∏ŒµœÅŒºŒøŒ∫œÅŒ±œÉŒØŒµœÇ Œ∫Œ±Œπ Œ¥ŒµŒΩ Œ±ŒΩœÑŒπŒ¥œÅŒ¨ œáŒ∑ŒºŒπŒ∫Œ¨ Œ≥ŒπŒ± ŒΩŒ± œÉœáŒ∑ŒºŒ±œÑŒØœÉŒµŒπ ŒµœÄŒπŒ≤ŒªŒ±Œ≤ŒÆ ŒøŒæŒ≠Œ±/ŒµŒΩœéœÉŒµŒπœÇ. * ‚Ä®Why avoid mixing PAG with universal oils? * ŒìŒπŒ±œÑŒØ œÄœÅŒ≠œÄŒµŒπ ŒΩŒ± Œ±œÄŒøœÜŒµœçŒ≥ŒµœÑŒ±Œπ Œ∑ Œ±ŒΩŒ¨ŒºŒπŒæŒ∑ ŒªŒπœÄŒ±ŒΩœÑŒπŒ∫œéŒΩ PAG ŒºŒµ ŒªŒπœÄŒ±ŒΩœÑŒπŒ∫Œ¨ Œ≥ŒµŒΩŒπŒ∫ŒÆœÇ œáœÅŒÆœÉŒ∑œÇ; * The two oils do not mix completely and cannot create a long lasting homogenous mixture to ensure a proper lubrication of the compressor mechanical parts. Initially, mixed oils will visually seem well-mixed. However, after a short period of time, when compressor is not running, the two oils will separate again. (pictures) * Œ§Œ± Œ¥œçŒø ŒªŒ¨Œ¥ŒπŒ± Œ¥ŒµŒΩ Œ±ŒΩŒ±ŒºŒπŒ≥ŒΩœçŒøŒΩœÑŒ±Œπ œÄŒªŒÆœÅœâœÇ Œ∫Œ±Œπ Œ¥ŒµŒΩ ŒºœÄŒøœÅŒµŒØ ŒΩŒ± Œ¥Œ∑ŒºŒπŒøœÖœÅŒ≥Œ∑Œ∏ŒµŒØ Œ≠ŒΩŒ± ŒºŒ±Œ∫œÅŒ¨œÇ Œ¥ŒπŒ±œÅŒ∫ŒµŒØŒ±œÇ ŒøŒºŒøŒπŒøŒ≥ŒµŒΩŒ≠œÇ ŒºŒØŒ≥ŒºŒ± œÄŒøœÖ Œ∏Œ± Œ¥ŒπŒ±œÉœÜŒ±ŒªŒØŒ∂ŒµŒπ œÑŒ∑ŒΩ ŒøœÅŒ∏ŒÆ ŒªŒØœÄŒ±ŒΩœÉŒ∑ œÑœâŒΩ ŒºŒ∑œáŒ±ŒΩŒπŒ∫œéŒΩ ŒºŒµœÅœéŒΩ œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ. Œ§Œ± ŒªŒ¨Œ¥ŒπŒ± œÜŒ±ŒØŒΩŒøŒΩœÑŒ±Œπ Œ±œÅœáŒπŒ∫Œ¨ Œ∫Œ±ŒªŒ¨ Œ±ŒΩŒ±ŒºŒµŒºŒπŒ≥ŒºŒ≠ŒΩŒ±. ŒúŒµœÑŒ¨ Œ±œÄœå Œ≠ŒΩŒ± œÉœçŒΩœÑŒøŒºŒø œáœÅŒøŒΩŒπŒ∫œå Œ¥ŒπŒ¨œÉœÑŒ∑ŒºŒ± œâœÉœÑœåœÉŒø, œåœÑŒ±ŒΩ Œø œÉœÖŒºœÄŒπŒµœÉœÑŒÆœÇ Œ¥ŒµŒΩ ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒµŒØ, œÑŒ± Œ¥œçŒø ŒªŒ¨Œ¥ŒπŒ± Œ¥ŒπŒ±œáœâœÅŒØŒ∂ŒøŒΩœÑŒ±Œπ Œ∫Œ±Œπ œÄŒ¨ŒªŒπ. (ŒµŒπŒ∫œåŒΩŒµœÇ)‚Ä® * When compressor starts from cold, separated oil of higher density and viscosity will lead to a restricted lubrication of precisely fixed moving elements inside the AC compressor, for example between the piston and cylinder. As the more viscous oil or the oils mixture will not penetrate the moving parts precisely, friction will cause the compressors to overheat and seize * ŒåœÑŒ±ŒΩ Œø œÉœÖŒºœÄŒπŒµœÉœÑŒÆœÇ ŒæŒµŒ∫ŒπŒΩŒ¨ ŒΩŒ± ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒµŒØ Œ±œÄœå Œ∫œÅœçŒ± Œ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑, œÑŒø Œ¥ŒπŒ±œáœâœÅŒπœÉŒºŒ≠ŒΩŒø ŒªŒ¨Œ¥Œπ œÖœàŒ∑ŒªœåœÑŒµœÅŒ∑œÇ œÄœÖŒ∫ŒΩœåœÑŒ∑œÑŒ±œÇ Œ∫Œ±Œπ ŒπŒæœéŒ¥ŒøœÖœÇ Œ∏Œ± ŒøŒ¥Œ∑Œ≥ŒÆœÉŒµŒπ œÉœÑŒ∑ŒΩ œÄŒµœÅŒπŒøœÅŒπœÉŒºŒ≠ŒΩŒ∑ ŒªŒØœÄŒ±ŒΩœÉŒ∑ œÑœâŒΩ Œ∫ŒπŒΩŒ∑œÑœéŒΩ ŒºŒµœÅœéŒΩ Œ±Œ∫œÅŒπŒ≤ŒµŒØŒ±œÇ œÉœÑŒø ŒµœÉœâœÑŒµœÅŒπŒ∫œå œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ AC, Œ≥ŒπŒ± œÄŒ±œÅŒ¨Œ¥ŒµŒπŒ≥ŒºŒ± ŒºŒµœÑŒ±Œæœç œÑŒøœÖ ŒµŒºŒ≤œåŒªŒøœÖ Œ∫Œ±Œπ œÑŒøœÖ Œ∫œÖŒªŒØŒΩŒ¥œÅŒøœÖ. ŒîŒµŒ¥ŒøŒºŒ≠ŒΩŒøœÖ œåœÑŒπ œÑŒø œÄŒπŒø œÄŒ±œáœçœÅœÅŒµœÖœÉœÑŒø ŒªŒ¨Œ¥Œπ ŒÆ œÑŒø ŒºŒØŒ≥ŒºŒ± ŒªŒ±Œ¥ŒπœéŒΩ Œ¥ŒµŒΩ Œ∏Œ± Œ¥ŒπŒµŒπœÉŒ¥œçœÉŒµŒπ ŒµœÄŒ±Œ∫œÅŒπŒ≤œéœÇ œÉœÑŒ± Œ∫ŒπŒΩŒøœçŒºŒµŒΩŒ± ŒºŒ≠œÅŒ∑, Œ∑ œÑœÅŒπŒ≤ŒÆ Œ∏Œ± œÄœÅŒøŒ∫Œ±ŒªŒ≠œÉŒµŒπ œÖœÄŒµœÅŒ∏Œ≠œÅŒºŒ±ŒΩœÉŒ∑ Œ∫Œ±Œπ ŒµŒºœÄŒªŒøŒ∫ŒÆ œÑœâŒΩ œÉœÖŒºœÄŒπŒµœÉœÑœéŒΩ‚Ä® * Universal oils do not mix the same way with the refrigerant as the PAG oil, thus the lubricant circulation in the system may be restricted exposing the compressor components to friction and the system other components such as expansion valve or seals to fail * Œ§Œ± ŒªŒ¨Œ¥ŒπŒ± Œ≥ŒµŒΩŒπŒ∫ŒÆœÇ œáœÅŒÆœÉŒ∑œÇ Œ¥ŒµŒΩ Œ±ŒΩŒ±ŒºŒµŒπŒ≥ŒΩœçŒøŒΩœÑŒ±Œπ ŒºŒµ œÑŒø œàœÖŒ∫œÑŒπŒ∫œå ŒºŒµ œÑŒøŒΩ ŒØŒ¥ŒπŒø œÑœÅœåœÄŒø, œåœÄœâœÇ œÑŒø ŒªŒ¨Œ¥Œπ œÑœçœÄŒøœÖ PAG, Œ∫Œ±Œπ Œ∫Œ±œÑŒ¨ œÉœÖŒΩŒ≠œÄŒµŒπŒ± Œ∑ Œ∫œÖŒ∫ŒªŒøœÜŒøœÅŒØŒ± œÑŒøœÖ ŒªŒπœÄŒ±ŒΩœÑŒπŒ∫Œøœç œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ± ŒºœÄŒøœÅŒµŒØ ŒΩŒ± œÄŒµœÅŒπŒøœÅŒπœÉœÑŒµŒØ, ŒµŒ∫Œ∏Œ≠œÑŒøŒΩœÑŒ±œÇ œÑŒ± ŒºŒ≠œÅŒ∑ œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ œÉŒµ œÑœÅŒπŒ≤ŒÆ Œ∫Œ±Œπ œÄœÅŒøŒ∫Œ±ŒªœéŒΩœÑŒ±œÇ œÜŒ∏ŒøœÅŒ≠œÇ œÉœÑŒ± ŒªŒøŒπœÄŒ¨ ŒºŒ≠œÅŒ∑ œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ, œåœÄœâœÇ Œ∑ Œ≤Œ±ŒªŒ≤ŒØŒ¥Œ± ŒµŒ∫œÑœåŒΩœâœÉŒ∑œÇ ŒÆ ŒøŒπ œÜŒªŒ¨ŒΩœÑŒ∂ŒµœÇ --- ## ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. ‚Ä®For further technical and contact information visit our website www.nissens.com. [Język: EN] * ŒìŒπŒ± œÄŒµœÅŒπœÉœÉœåœÑŒµœÅŒµœÇ œÑŒµœáŒΩŒπŒ∫Œ≠œÇ œÄŒªŒ∑œÅŒøœÜŒøœÅŒØŒµœÇ Œ∫Œ±Œπ ŒµœÄŒπŒ∫ŒøŒπŒΩœâŒΩŒØŒ±, ŒµœÄŒπœÉŒ∫ŒµœÜŒ∏ŒµŒØœÑŒµ œÑŒ∑ŒΩ ŒπœÉœÑŒøœÉŒµŒªŒØŒ¥Œ± ŒºŒ±œÇ www.nissens.com. --- ## Nissens‚Äô Technical bulletin AC system / AC compressor [Język: EN] * Â∞ºÁõõÊñØÊäÄÊúØÁÆÄÊä•ÔºöÁ©∫Ë∞ÉÁ≥ªÁªü/Á©∫Ë∞ÉÂéãÁº©Êú∫ * Theme: AC system/compressor lubrication‚Ä®Avoid mixing PAG with universal oils * ‰∏ªÈ¢òÔºöÁ©∫Ë∞ÉÁ≥ªÁªü/ÂéãÁº©Êú∫Ê∂¶Êªë‚Ä®ÈÅøÂÖçÂ∞ÜPAG‰∏éÈÄöÁî®Ê≤πÊ∑∑Áî® * ‚Ä®BackgroundËÉåÊôØ‚Ä®PAG oil is the most common lubricant applied in modern automotive air conditioning systems running on R134A and R1234yf. It is a fully synthetic oil, offers efficient and universal lubricating parameters, is conductive, highly hygroscopic, and can be offered in several viscosity versions (46/100/150). * PAGÊ≤πÊò؉ΩøÁî®R134AÂíåR1234yfÁöÑÁé∞‰ª£Ê±ΩËΩ¶Á©∫Ë∞ÉÁ≥ªÁªü‰∏≠ÊúÄÂ∏∏Áî®ÁöÑÊ∂¶ÊªëÂâÇ„ÄÇËøôÊò؉∏ÄÁßçÂÖ®ÂêàÊàêÊ≤πÔºåÊèê‰æõÈ´òÊïà„ÄÅÈÄöÁî®ÁöÑÊ∂¶ÊªëÂèÇÊï∞ÔºåÂèØÂغÁîµÔºåÂê∏ÊπøÊÄßÈ´òÔºåÂπ∂‰∏îÊúâ§öÁßçÁ≤òÂ∫¶ÂèØÈÄâÔºà46/100/150Ôºâ„ÄÇ --- ## ProblemÈóÆÈ¢ò‚Ä®A common reason for AC Compressor failure is applying oil different from the lubricant recommended by the compressor manufacturer. For instance by filling up the system, where the originally applied PAG oil (Poly Alkylene Glycol) is mixed with a universal PAO oil (Poly Aphaolefins Oil) with viscosity parameter 68. Although in general, the PAO and PAG characteristics seem be similar, their viscosity parameter is different. Applying an oil of a different viscosity than required by the compressor producer can lead to compressor serious failures, which, in most cases, will lead to a claim rejection. [Język: EN] * Á©∫Ë∞ÉÂéãÁº©Êú∫ÊïÖÈöúÁöÑÂ∏∏ËßÅÂéüÂõ†‰πã‰∏ĉ∏∫‰ΩøÁ∏éÂéãÁº©Êú∫ÂéÇÂïÜÊé®ËçêÊ∂¶ÊªëÂâlj∏çÂêåÁöÑÊ≤πÂìÅ„Äljæã¶ÇÂú®Âä†Ê≥®Á≥ªÁªüÊó∂Â∞ÜÂéüÊúâÁöÑPAGÊ≤πÔºàËÅöÁÉ∑Êíë‰πô‰∫åÈÜáÔºâ‰∏éÁ≤òÂ∫¶ÂèÇÊï∞‰∏∫68ÁöÑÈÄöÁî®PAOÊ≤πÔºàËÅöŒ±ÁÉØÁÉÉÊ≤πÔºâÊ∑∑Âêà„ÄÇËôΩÁÑ∂ÊĪ‰ΩìËÄåË®ÄÔºåPAOÂíåPAGÊÄßË¥®Áõ∏ËøëÔºå‰Ω܉∏§ËÄÖÁ≤òÂ∫¶‰∏çÂêå„ÄljΩøÁî®Ê≤πÂìÅÁ≤òÂ∫¶‰∏éÂéãÁº©Êú∫ÂéÇÂïÜ˶Åʱlj∏ç‰∏ÄËá¥ÂèØÈĆÊàêÂéãÁº©Êú∫‰∏•ÈáçÊïÖÈöúÔºå‰∏î§ß§öÊï∞ÊÉÖÂܵ‰∏ãÂ∞ÜÂغËá¥Êãí˵î„ÄÇ --- ## Recommended Solution Êé®ËçêËߣÂÜ≥ÊñπÊ°à‚Ä®Always follow the compressor or car manufacturer guidelines for the right selection of the lubricant for the AC compressor. Nissens compressors are always delivered with a warranty and installation guide book describing the proper installation procedure. [Język: EN] * ÂßãÁªàʆπÊçÆÂéãÁº©Êú∫ÊàñËΩ¶ËæÜÂéÇÂïÜÊåáÂغÈÄâÊã©Ê≠£Á°ÆÁöÑÁ©∫Ë∞ÉÂéãÁº©Êú∫Ê∂¶ÊªëÂâÇ„ÄÇÂ∞ºÁõõÊñØÂéãÁº©Êú∫‰∫§‰ªòÊó∂ÂùáÊúâË¥®‰øùËØʼnπ¶ÂèäÂÆâË£ÖÊåáÂçóËØ¥ÊòéÊ≠£Á°ÆÁöÑÂÆâË£ÖÊ≠•È™§„ÄÇ --- ## Furthermore, Nissens compressors are always pre-filled with the right quantity and viscosity PAG oil and there is therefore no need to add any extra oil. Nissens applies solely a high quality double end-capped PAG lubricant. A double end-capped PAG oil is chemically inactive and stable, offering exceptionally good lubrication characteristics, high moisture tolerance at high temperatures, and does not react chemically to form harmful acids/compounds. [Język: EN] * ËÄå‰∏îÂ∞ºÁõõÊñØÂéãÁº©Êú∫ÂùáÂ∑≤È¢ÑÂÖàÂä†Ê≥®Ê≠£Á°ÆÁî®ÈáèÂíåÁ≤òÂ∫¶ÁöÑPAGÊ≤πÔºåÊó†ÈúÄÂè¶Ë°åÂä†Ê≥®„ÄÇÂ∞ºÁõõÊñ؉∫ßÂìÅÂÖ®ÈÉ®ÈááÁî®È´òË¥®ÈáèÂèåÂ∞ÅÁ´ØPAGÊ∂¶ÊªëÂâÇ„ÄÇÂèåÂ∞ÅÁ´ØPAGÊ≤πÂåñÂ≠¶ÊÄßË¥®Á®≥ÂÆö„Äʼn∏çÊ¥ªË∑ÉÔºåÊ∂¶ÊªëÊÄßËÉΩÂçìË∂äÔºåÈ´òÊ∏©‰∏ãËÄêÊπøÊÄß•ΩÔºå‰∏牺öÂèçÂ∫îÁîüÊàêÊúâÂÆ≥ÁöÑÈÖ∏/ÂåñÂêàÁâ©„ÄÇ * ‚Ä®Why avoid mixing PAG with universal oils? * ‰∏∫‰Ωï˶ÅÈÅøÂÖçÂ∞ÜPAG‰∏éÈÄöÁî®Ê≤πÊ∑∑Áî®Ôºü * The two oils do not mix completely and cannot create a long lasting homogenous mixture to ensure a proper lubrication of the compressor mechanical parts. Initially, mixed oils will visually seem well-mixed. However, after a short period of time, when compressor is not running, the two oils will separate again. * ‰∏§ÁßçÊ≤πÂìÅÊó†Ê≥ïÂÆåÂÖ®Ê∑∑ÂêàÂπ∂ÂΩ¢ÊàêÊåʼnπÖÁöÑÂùáÂåÄÊ∑∑ÂêàÁâ©ÔºåÂõ†Ê≠§Êó†Ê≥ïÁ°Æ‰øùÂéãÁº©Êú∫Êú∫Ê¢∞Èõ∂‰ª∂ÁöÑÊ≠£Á°ÆÊ∂¶Êªë„ÄÇÊ∑∑ÂêàÂêéÁöÑÊ≤πÂìÅÂàùÁúãÊ∑∑ÂêàÂçÅÂàÜÂùáÂåÄ„ÄljΩ܉∏ç‰πÖ‰πãÂêéÔºå¶ÇÊûúÂéãÁº©Êú∫‰∏çËøêË°åÔºå‰∏§ÁßçÊ≤πÂìʼnºöÂÜçʨ°ÂàÜÁ¶ª„ÄÇ(pictures) ÔºàÂõæÁâáÔºâ‚Ä® * When compressor starts from cold, separated oil of higher density and viscosity will lead to a restricted lubrication of precisely fixed moving elements inside the AC compressor, for example between the piston and cylinder. As the more viscous oil or the oils mixture will not penetrate the moving parts precisely, friction will cause the compressors to overheat and seize * ÂÜ∑Âç¥ÁöÑÂéãÁº©Êú∫ÂêØÂä®Êó∂ÔºåÂØÜÂ∫¶ÂíåÁ≤òÂ∫¶ËæÉÈ´òÁöÑÂàÜÁ¶ªÊ≤πÂìʼnºöÂغËá¥Á©∫Ë∞ÉÂéãÁº©Êú∫ÂÜÖÈÉ®Á≤æÂØÜÁöÑÂõ∫ÂÆöÂíåËøêÂä®ÈÉ®‰ª∂Ê∂¶ÊªëÂèóÈôêÔºå¶ÇÊ¥ªÂ°ûÂíåʱΩÁº∏‰πãÈó¥„ÄÇÁ∫éÁ≤òÂ∫¶ËæÉÈ´òÁöÑÊ≤πÂìÅÊàñÊ≤πÂìÅÊ∑∑ÂêàÁâ©Êó†Ê≥ïÂáÜÁ°ÆÊ∏óÂÖ•ÁߪÂä®Èõ∂‰ª∂Ôºå‰∫ßÁîüÁöÑÊë©Ê춉ºöÂغËá¥ÂéãÁº©Êú∫ËøáÁÉ≠Âπ∂Âí¨Ê≠ª„ÄÇ‚Ä® * Universal oils do not mix the same way with the refrigerant as the PAG oil, thus the lubricant circulation in the system may be restricted exposing the compressor components to friction and the system other components such as expansion valve or seals to fail * ÈÄöÁî®Ê≤πÂíåPAGÊ≤π‰∏éÂà∂ÂÜ∑ÂâÇÊ∑∑ÂêàÊïàÊûú‰∏çÂêåÔºåÂõ†Ê≠§Á≥ªÁªüÂÜÖÊ∂¶ÊªëÂâÇÂæ™ÁéØÂèØËÉΩÂèóÈôêÔºå‰ΩøÂéãÁº©Êú∫ÈÉ®‰ª∂ÊòìÂèóÊë©Êì¶ÔºåÂπ∂ÂغËá¥Á≥ªÁªüÂÖ∂‰ªñÈÉ®‰ª∂ÊïÖÈöúÔºå‰æã¶ÇËÜ®ËÉÄÈòÄÊàñÂØÜÂ∞ʼnª∂„ÄÇ --- ## ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. ‚Ä® ¬©Â∞ºÁõõÊñØA/SÔºåOrmh√∏jg√•rdvej 9Ôºå8700 HorsensÔºå‰∏πÈ∫¶ ‚Ä®For further technical and contact information visit our website www.nissens.com. [Język: EN] * Êõ¥Â§öÊäÄÊúØÂÜÖÂÆπÂíåËÅîÁ≥ªÊñπºèËØ∑ʵèËßàÊà뉪¨ÁöÑÁΩëÁ´ôwww.nissens.com„ÄÇ --- ## Nissens‚Äô Technical bulletin AC system / AC compressor [Język: EN] * –¢–µ—Ö–Ω–∏—á–µ—Å–∫–∏ –±—é–ª–µ—Ç–∏–Ω –Ω–∞ NISSENS - –ö–õ–ò–ú–ê–¢–ò–ß–ù–ê –°–ò–°–¢–ï–ú–ê/ –ö–û–ú–ü–†–ï–°–û–† –ó–ê –ö–õ–ò–ú–ê–¢–ò–ö --- ## Theme: AC system/compressor lubrication‚Ä®Additives harmful to the lubricant [Język: EN] * –¢–µ–º–∞: –ö–ª–∏–º–∞—Ç–∏—á–Ω–∞ —Å–∏—Å—Ç–µ–º–∞/—Å–º–∞–∑–≤–∞–Ω–µ –Ω–∞ –∫–æ–º–ø—Ä–µ—Å–æ—Äa * –î–æ–±–∞–≤–∫–∏ –Ω–∞–Ω–∞—Å—è—â–∏ –≤—Ä–µ–¥–∞ –Ω–∞ —Å–º–∞–∑–∫–∞—Ç–∞ --- ## The compressor manufacturers carefully select the most appropriate lubrication type, in order to ensure maximum vitality and performance for the compressor and for the entire AC system. [Język: EN] --- ## When the originally applied oil is mixed with another substance, it can affect the structure and composition of the oil film and thereby weaken its lubrication abilities. This will impair the compressor performance and shorten its lifespan. A lubricant that is not optimized to the compressor specifications can lead to overheating, friction, and seizure in the compressor. [Język: EN] * –ö–æ–≥–∞—Ç–æ —Ñ–∞–±—Ä–∏—á–Ω–æ –Ω–∞–ª—è—Ç–æ—Ç–æ –º–∞—Å–ª–æ —Å–µ —Å–º–µ—Å–∏ —Å –¥—Ä—É–≥–∞ —Å—É–±—Å—Ç–∞–Ω—Ü–∏—è, —Å–µ –ø—Ä–æ–º–µ–Ω—è —Å—Ç—Ä—É–∫—Ç—É—Ä–∞—Ç–∞ –∏ —Å—ä—Å—Ç–∞–≤–∞ –º—É, –∫–æ–µ—Ç–æ –º–æ–∂–µ –¥–∞ –±—ä–¥–µ –ø—Ä–µ–¥–ø–æ—Å—Ç–∞–≤–∫–∞ –∑–∞ –æ—Ç—Å–ª–∞–±–≤–∞–Ω–µ –Ω–∞ —Å–º–∞–∑–æ—á–Ω–∏—Ç–µ –º—É –∫–∞—á–µ—Å—Ç–≤–∞. –¢–æ–≤–∞ —â–µ –≤–ª–æ—à–∏ —Ä–∞–±–æ—Ç–∞—Ç–∞ –Ω–∞ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –∏ —â–µ —Å–∫—ä—Å–∏ –ø—Ä–æ–¥—ä–ª–∂–∏—Ç–µ–ª–Ω–æ—Å—Ç—Ç–∞ –º—É –Ω–∞ –∂–∏–≤–æ—Ç. –°–º–∞–∑–∫–∞, –∫–æ—è—Ç–æ –Ω–µ –µ —Å—ä–æ–±—Ä–∞–∑–µ–Ω–∞ | —Å —Ç–µ—Ö–Ω–∏—á–µ—Å–∫–∏—Ç–µ –∏–∑–∏—Å–∫–≤–∞–Ω–∏—è –Ω–∞ –ø—Ä–æ–∏–∑–≤–æ–¥–∏—Ç–µ–ª—è –Ω–∞ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞, | –º–æ–∂–µ –¥–∞ –¥–æ–≤–µ–¥–µ –¥–æ –ø—Ä–µ–≥—Ä—è–≤–∞–Ω–µ, —Ç—Ä–∏–µ–Ω–µ –≤ –Ω–µ–≥–æ –∏–ª–∏ –¥–æ –ø–æ–≤—Ä–µ–∂–¥–∞–Ω–µ—Ç–æ –º—É. --- ## Recommended Solution / –ü—Ä–µ–ø–æ—Ä—ä–∫–∏‚Ä®It is of vast importance to always follow the compressor manufacturer‚Äôs installation instructions to ensure proper lubrication. Always apply the lubricant type and volume required by the compressor manufacturer. When using an UV dye agent, leak-stop agents, or system flushing solution, always follow instructions strictly. System service procedures like flushing, drying or vacuuming require great attention to detail, following every step to the point and in correct order. [Język: EN] * –û—Ç | –æ–≥—Ä–æ–º–Ω–æ –∑–Ω–∞—á–µ–Ω–∏–µ –µ –¥–∞ —Å–µ | —Å–ª–µ–¥–≤–∞—Ç –∏–Ω—Å—Ç—Ä—É–∫—Ü–∏–∏—Ç–µ –Ω–∞ –ø—Ä–æ–∏–∑–≤–æ–¥–∏—Ç–µ–ª—è –∑–∞ –∏–Ω—Å—Ç–∞–ª–∏—Ä–∞–Ω–µ/–º–æ–Ω—Ç–∞–∂ –Ω–∞ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞, –∑–∞ –¥–∞ —Å–µ –≥–∞—Ä–∞–Ω—Ç–∏—Ä–∞ –ø—Ä–∞–≤–∏–ª–Ω–æ—Ç–æ —Å–º–∞–∑–≤–∞–Ω–µ. –í–∏–Ω–∞–≥–∏ —Ç—Ä—è–±–≤–∞ –¥–∞ —Å–µ –ø—Ä–∏–ª–∞–≥–∞ | —Ç–∏–ø–∞ –∏ –æ–±–µ–º–∞ —Å–º–∞–∑–∫–∞, –ø–æ—Å–æ—á–µ–Ω–∏ –æ—Ç | –ø—Ä–æ–∏–∑–≤–æ–¥–∏—Ç–µ–ª—è. –ö–æ–≥–∞—Ç–æ –∏–∑–ø–æ–ª–∑–≤–∞—Ç–µ UV -–∞–≥–µ–Ω—Ç, –¥–æ–±–∞–≤–∫–∞ | –∑–∞ —Å–ø–∏—Ä–∞–Ω–µ –Ω–∞ —Ç–µ—á –∏–ª–∏ –ø—Ä–æ–º–∏–≤–∞—Ç–µ —Å–∏—Å—Ç–µ–º–∞—Ç–∞, –≤–∏–Ω–∞–≥–∏ —Å–ª–µ–¥–≤–∞–π—Ç–µ –∏—Å—Ç—Ä—É–∫—Ü–∏–∏—Ç–µ —Å—Ç—Ä–∏–∫—Ç–Ω–æ. –ü—Ä–æ—Ü–µ–¥—É—Ä–∏—Ç–µ –ø–æ –ø—Ä–æ—Ñ–∏–ª–∞–∫—Ç–∏–∫–∞ –Ω–∞ —Å–∏—Å—Ç–µ–º–∞—Ç–∞ –∫–∞—Ç–æ | –ø—Ä–æ–º–∏–≤–∞–Ω–µ, –∏–∑—Å—É—à–∞–≤–∞–Ω–µ –∏ –≤–∞–∫—É—É–º–∏—Ä–∞–Ω–µ | —Ç—Ä—è–±–≤–∞ –¥–∞ –±—ä–¥–∞—Ç –∏–∑–≤—ä—Ä—à–≤–∞–Ω–∏ –≤–Ω–∏–º–∞—Ç–µ–ª–Ω–æ –∏ –¥–µ—Ç–∞–π–ª–Ω–æ, —Å–ª–µ–¥–≤–∞–π–∫–∏ –≤—Å—è–∫–∞ —Å—Ç—ä–ø–∫–∞ –∏ —Å—ä–æ—Ç–≤–µ—Ç–Ω–∞—Ç–∞ –ø–æ—Å–ª–µ–¥–æ–≤–∞—Ç–µ–ª–Ω–æ—Å—Ç. --- ## Flushing agent residues in the system - Flushing agent residues in the circuit will significantly impair the oil lubricative abilities. Furthermore, it can deteriorate the Teflon coating in the compressor, causing particles to peel off thus clog the system. After flushing, nitrogen must always be used to remove the flushing agent remains and to effectively dry the circuit. [Język: EN] * –û—Å—Ç–∞—Ç—ä—Ü–∏ –æ—Ç –ø–æ—á–∏—Å—Ç–≤–∞—â –ø—Ä–µ–ø–∞—Ä–∞—Ç –≤ —Å–∏—Å—Ç–µ–º–∞—Ç–∞ - –û—Å—Ç–∞—Ç—ä—Ü–∏—Ç–µ –æ—Ç –ø–æ—á–∏—Å—Ç–≤–∞—â –ø—Ä–µ–ø–∞—Ä–∞—Ç –≤ —Å–∏—Å—Ç–µ–º–∞—Ç–∞ –∑–Ω–∞—á–∏—Ç–µ–ª–Ω–æ –≤–ª–æ—à–∞–≤–∞—Ç —Å–º–∞–∑–æ—á–Ω–∏—Ç–µ —Å–ø–æ—Å–æ–±–Ω–æ—Å—Ç–∏ –Ω–∞ –º–∞—Å–ª–æ—Ç–æ. –û—Å–≤–µ–Ω —Ç–æ–≤–∞ —Ç–µ –º–æ–≥–∞—Ç –¥–∞ –Ω–∞—Ä—É—à–∞—Ç —Ç–µ—Ñ–ª–æ–Ω–æ–≤–æ—Ç–æ –ø–æ–∫—Ä–∏—Ç–∏–µ –Ω–∞ –∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –∏ –æ—Ç–ª–µ–ø–∏–ª–∏—Ç–µ —Å–µ –æ—Ç –Ω–µ–≥–æ —á–∞—Å—Ç–∏—Ü–∏ –¥–∞ –∑–∞–ø—É—à–∞—Ç —Å–∏—Å—Ç–µ–º–∞—Ç–∞. –°–ª–µ–¥ –ø—Ä–æ–º–∏–≤–∞–Ω–µ –≤–∏–Ω–∞–≥–∏ —Ç—Ä—è–±–≤–∞ –¥–∞ —Å–µ –∏–∑–ø–æ–ª–∑–≤–∞ –∞–∑–æ—Ç –∑–∞ –æ—Ç—Å—Ç—Ä–∞–Ω—è–≤–∞–Ω–µ –Ω–∞ –ø–æ—á–∏—Å—Ç–≤–∞—â–∏—è –ø—Ä–µ–ø–∞—Ä–∞—Ç –∏ –∑–∞ –µ—Ñ–µ–∫—Ç–∏–≤–Ω–æ –ø–æ–¥—Å—É—à–∞–≤–∞–Ω–µ –Ω–∞ —Å–∏—Å—Ç–µ–º—Ç–∞. --- ## Leak-stop contaminated oil ‚Ä®Improper evacuation of vacuum will leave moisture in the compressor system. As some leak-stop agents work by crystalizing moisture in leakage areas, a poorly vacuumed system will experience extensive crystallization. This will cause contamination inside the circuit, reduce lubrication abilities of the oil, and eventually cause the compressor to seize. [Język: EN] --- ## The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to comply with the right service and maintenance procedures. Nissens A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. [Język: EN] --- ## SoMe Post [Język: EN] * Condenser - after the compressor, the most crucial and the most sensitive element of the AC system. This seemingly simple heat exchanger is of a colossal importance for the efficiency and durability of the system. But did you know‚Ķ * üëâ Why is it worth to include it in a basic and regular inspection that does not have to be complicated?‚Ä®üëâ How to diagnose if the condenser is working properly or is not the cause of the AC system failure?‚Ä®üëâ When should you decide to replace the condenser? * No worries. We know the answers and we will gladly share them with you! --- ## VERHINDERUNG VON AUSF√ÑLLEN DER TURBOSCHMIERUNG [Język: EN] * Wenden Sie die folgenden Hinweise bei der Fehlerbehebung und beim Austausch des Turbos an. * ‚Ä¢ Uneingeschr√§nkte √ñlzufuhr zum/vom Turbo ist entscheidend - stellen Sie sicher, dass der √ñlvorlaufdruck korrekt ist und der R√ºcklauf ungehindert erfolgt. * ‚Ä¢ √ñlzufuhr-/R√ºcklaufleitungen reinigen oder vorzugsweise ersetzen. Bei der Reinigung m√ºssen die Leitungen frei von jeglicher Form von Einschr√§nkungen sein, insbesondere von Kohlenstoff/Verschlammung. * ‚Ä¢ Verwenden Sie niemals Silikon/Fl√ºssigkeitsdichtungen zur Abdichtung der √ñlleitungen. * ‚Ä¢ √ñl und √ñlfilter beim Einbau eines neuen Turboladers wechseln * ‚Ä¢ F√ºllen Sie den Ersatz-Turbolader vor dem Einbau mit √ñl * ‚Ä¢ Wenn ein √ºberm√§√üiger √ñlabbau/Schlamm im System vorhanden ist, f√ºhren Sie eine Motorsp√ºlung durch (anwendbar f√ºr bestimmte Motormodelle, siehe Nissens' Turbo Bulleting f√ºr PSA-Motoren) --- ## Fins corroded over time will fall out of the condenser. Even if the condenser does not leak and seems tight, with the number of fins reduced, the condensation process will become significantly more ineffective, creating an increased overload on the compressor. [Język: EN] --- ## Learn how to avoid common condenser problems.‚Ä®‚Ä®Visit our technical stories library at www.nissens.com/experts or take one of our training www.nissens.com/ntc [Język: EN] --- ## ISSUE [Język: EN] * PROBLEM * 93073 - TURBO-EXHAUST SEALING * 93073 - TURBO-ABGASDICHTUNG * IMPROPER INSTALLATION OF THE GASKET * FALSCHER EINBAU DER DICHTUNG --- ## BACKGROUND [Język: EN] * HINTERGRUND * The gasket to seal the connection between turbo and exhaust pipe can be fitted in two different orientations. Each will fit with the stretching bolts; only one, however, is correct. Mounting the gasket in the improper orientation will impair the exhaust flow, instantly affecting proper turbocharger/engine operation (increased back-pressure, turbine wheel cannot operate properly) as well as not sealing the connection properly. * Die Dichtung zur Abdichtung der Verbindung zwischen Turbo und Abgasrohr kann in zwei verschiedenen Ausrichtungen montiert werden. Beide Ausrichtungen sind mit den Streckschrauben m√∂glich, aber nur eine ist die korrekte. Eine falsch ausgerichtete Dichtung beeintr√§chtigt den Abgasstrom, was sich sofort auf den ordnungsgem√§√üen Betrieb des Turboladers/Motors auswirkt (erh√∂hter Gegendruck, das Turbinenrad kann nicht korrekt arbeiten), und die Verbindung ist nicht ordnungsgem√§√ü abgedichtet. * Common signs of improper gasket installation: * H√§ufige Anzeichen f√ºr den unsachgem√§√üen Einbau der Dichtung: * A whistling noise from the turbo-exhaust connection, no proper boost generated by turbo, thus lack of engine power * Ein pfeifendes Ger√§usch aus der Turbo-Auspuff-Verbindung, kein ordnungsgem√§√üer Ladedruck des Turbos, daher mangelnde Motorleistung --- ## ENG [Język: EN] * Translation * OTHER ISSUES * OTROS PROBLEMAS * THERE ARE OTHER REASONS FOR FREQUENT TURBO FAILURES ON THE DV6 ENGINES: * EXISTEN OTRAS RAZONES PARA LOS FRECUENTES FALLOS DEL TURBO EN LOS MOTORES DV6: * ‚Ä¢ Failed DPF regeneration > Excessive backpressure builds up, caused by restrictions in the filter * ‚Ä¢ Fallo en la regeneraci√≥n del DPF > Se acumula una contrapresi√≥n excesiva, causada por restricciones en el filtro * ‚Ä¢ Foreign objects in the air intake/exhaust system > compressor/turbine wheel and shaft damage * ‚Ä¢ Objetos extra√±os en el sistema de admisi√≥n/escape de aire > da√±os en las ruedas y ejes del compresor/turbina * ‚Ä¢ Air intake system leaks > turbo overspeeding > premature wear of the shaft and the compressor wheel * ‚Ä¢ Fugas en el sistema de admisi√≥n de aire > sobrevelocidad del turbo > desgaste prematuro del eje y de la rueda del compresor --- ## RECOMMENDED SOLUTION [Język: EN] * SOLUCI√ìN RECOMENDADA * To avoid critical failures of the new turbo we highly recommend the following actions: * Para evitar fallos cr√≠ticos del nuevo turbo, recomendamos encarecidamente las siguientes acciones: * ‚Ä¢ Eliminate any other system-related issues and their root causes * ‚Ä¢ Elimine cualquier otro problema relacionado con el sistema y sus causas fundamentales * ‚Ä¢ Follow a separate fitting instruction for the DV6 engines‚Äô turbo ‚Äì issued by Nissens and complementary instructions issued by the car manufacturer * ‚Ä¢ Siga las instrucciones de montaje separadas para el turbo de los motores DV6 emitidas por Nissens y las instrucciones complementarias emitidas por el fabricante del veh√≠culo * ‚Ä¢ Perform an effective engine flushing * ‚Ä¢ Realice un lavado eficaz del motor * ‚Ä¢ Besides standard and recommended parts, replace all other parts required specifically for the proper DV6 engine turbo installation ‚Äì e.g. Nissens kit no. 9300906 including: turbo oil feed + return lines, fittings, connectors and seals, the oil sump pickup/strainer. * ‚Ä¢ Adem√°s de las piezas est√°ndar y recomendadas, sustituya todas las dem√°s piezas necesarias espec√≠ficamente para la correcta instalaci√≥n del turbo del motor DV6, por ejemplo, el kit Nissens n.¬∞ 9300906 que incluye: conductos de alimentaci√≥n + recuperaci√≥n de aceite del turbo, racores, conectores y juntas, colector/filtro del c√°rter de aceite. --- ## The material and its contents are provided without warranty of any kind, and by publishing it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to comply with the right service and maintenance procedures. Nissens Automotive shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. [Język: EN] * El material y su contenido se proporcionan sin garant√≠a alguna y, tras su publicaci√≥n, renunciamos a cualquier responsabilidad. Siga siempre las instrucciones dadas por el fabricante del veh√≠culo para cumplir con los procedimientos adecuados de revisi√≥n y mantenimiento. Nissens Automotive no se hace responsable de ning√∫n da√±o a la propiedad o lesi√≥n personal, directo o indirecto, por un fallo o tiempo de inactividad en el funcionamiento del veh√≠culo a causa de una aplicaci√≥n incorrecta, una instalaci√≥n inadecuada o un abuso de nuestros productos. --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com/turbo [Język: EN] * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Dinamarca. Para obtener m√°s informaci√≥n t√©cnica y conocer los datos de contacto, visite www.nissens.com/turbo --- ## D√©fis et risques de s√©curit√© pour les techniciens [Język: EN] * Lors de l'entretien de v√©hicules ayant subi des collisions frontales, les techniciens sont confront√©s √† plusieurs d√©fis et risques¬†: * ‚Ä¢ Dommages cach√©s¬†: De nombreuses pi√®ces critiques se cachent derri√®re des √©l√©ments structurels ou des protections. Les inspections visuelles peuvent passer √† c√¥t√© de fissures ou de courbures qui n'apparaissent que sous pression ou pendant le fonctionnement. * ‚Ä¢ Syst√®mes sous pression : Les syst√®mes de refroidissement et de climatisation sont tous deux sous pression. L'ouverture d'un syst√®me de climatisation endommag√© sans d√©pressurisation appropri√©e peut entra√Æner une exposition au r√©frig√©rant, ce qui constitue un risque pour la sant√© et pour l'environnement. * ‚Ä¢ Ar√™tes vives et pi√®ces fragiles¬†: Un accident peut d√©former les supports et les rendre tranchants et irr√©guliers, et fragiliser des pi√®ces comme les radiateurs et les condenseurs. Une mauvaise manipulation peut causer des dommages suppl√©mentaires. * ‚Ä¢ Effets sur l'ensemble du syst√®me : Un refroidisseur interm√©diaire ou un radiateur endommag√© peut affecter les capteurs du moteur ou l'ECU (Engine Control Unit), ce qui rend le diagnostic plus complexe. * Qu'est-ce qui est recommand√© aux techniciens ? * Pour √©viter des cons√©quences co√ªteuses et dangereuses, les techniciens doivent adopter une approche approfondie et syst√©matique lors de l'inspection et de l'entretien des v√©hicules endommag√©s par un accident : * ‚Ä¢ Effectuez une inspection visuelle¬†: l'≈ìil du technicien peut d√©tecter de nombreuses d√©faillances potentiellement dangereuses. Par exemple, la pr√©sence de poussi√®re et de salet√©s, de taches huileuses sur les composants du syst√®me de climatisation et les joints indiquent des fuites. * ‚Ä¢ Effectuez un test de pression approfondi : Les syst√®mes de refroidissement et de climatisation doivent √™tre test√©s sous pression pour identifier les fuites ou les faiblesses, m√™me si aucun dommage visible n‚Äôest constat√©. * ‚Ä¢ Inspectez tous les points de fixation et les supports : Un support d√©log√© peut ne pas sembler critique, mais il peut entra√Æner des dommages √† long terme dus aux vibrations et aux frottements, ou un d√©salignement du syst√®me. * ‚Ä¢ V√©rifiez les d√©formations des lignes : Examinez attentivement toutes les conduites de liquide de refroidissement et de r√©frig√©rant pour d√©tecter les pincements, les plis, les plis ou les marques de contrainte. Remplacez ceux qui montrent des signes de fatigue ou de flexion. * ‚Ä¢ Contr√¥ler les pressions et les temp√©ratures du syst√®me : Utilisez un outil de diagnostic appropri√© pour v√©rifier que les syst√®mes de climatisation et de refroidissement maintiennent des niveaux de pression ad√©quats et que les capteurs transmettent des informations exactes. * ‚Ä¢ Remplacez les pi√®ces endommag√©es ou douteuses de mani√®re proactive : m√™me s'il peut √™tre tentant de conserver un condenseur pli√© ou un radiateur l√©g√®rement d√©form√©, le remplacer d√®s le d√©part peut √©viter au client une panne ou une r√©paration co√ªteuse du moteur plus tard. * ‚Ä¢ V√©rifier le fonctionnement des ventilateurs : Les ventilateurs sont souvent mont√©s √† proximit√© de ces composants et peuvent √™tre d√©salign√©s ou endommag√©s, ce qui entra√Æne une mauvaise circulation de l'air et un manque d'efficacit√© du syst√®me. Outre le bruit et la baisse de performance, un ventilateur d√©s√©quilibr√© apr√®s une collision peut endommager les √©changeurs de chaleur sur lesquels il est mont√©. * ‚Ä¢ Remplacer l'huile du compresseur de climatisation¬†: Le lubrifiant doit √™tre enti√®rement remplac√© d√®s que la boucle de climatisation perd son int√©grit√©. Il faut garder √† l'esprit qu'environ la moiti√© du volume total d'huile reste dans le compresseur de climatisation. * ‚Ä¢ Remplacer le filtre d√©shydrateur du syst√®me CA : Chaque fois que le circuit CA est ouvert en raison de fuites importantes ou d'une perte d'int√©grit√©, la nature hygroscopique du filtre n√©cessite son remplacement.‚Ä® * ‚Ä¢ Si vous suspectez ou confirmez des fuites, il est essentiel de rincer le syst√®me avant de recharger. Le syst√®me de climatisation est sensible √† la salet√© et √† l'humidit√©¬†; le rin√ßage est donc essentiel, surtout apr√®s une panne majeure ou lors du remplacement de composants cl√©s comme le compresseur de climatisation. * Consid√©rations particuli√®res pour les v√©hicules hybrides et √©lectriques (VEH et VE) * Pour les v√©hicules hybrides et √©lectriques , les enjeux sont encore plus importants. Ces v√©hicules sont con√ßus avec des compartiments moteur plus compacts et des syst√®mes de gestion thermique plus complexes que les voitures √† moteur thermique traditionnelles. Pour optimiser l'espace, le poids et l'efficacit√©, les constructeurs int√®grent souvent des boucles de refroidissement multicouches et des syst√®mes CVC √† pompe √† chaleur , en particulier dans les v√©hicules √©lectriques modernes. Ces syst√®mes utilisent plusieurs √©changeurs de chaleur , vannes , actionneurs et un r√©seau dense de capteurs et d'unit√©s de contr√¥le. * M√™me un impact frontal mineur peut avoir des cons√©quences disproportionn√©es dans une telle conception. Un petit d√©salignement ou un raccord fissur√© pourrait compromettre l‚Äôensemble de la boucle thermique, affectant le confort de la cabine et la mobilit√© globale, car l‚Äô√©lectronique, l‚Äôefficacit√© de l‚Äôonduleur, l‚Äôentra√Ænement de la puissance et le refroidissement de la batterie d√©pendent du bon fonctionnement du syst√®me thermique. * Lorsque vous travaillez sur des v√©hicules hybrides √©lectriques (HEV) et des v√©hicules √©lectriques (VE) endommag√©s par un accident, il est essentiel de proc√©der avec prudence et de proc√©der √† des inspections approfondies. N'oubliez jamais les mesures de s√©curit√© et les certifications n√©cessaires pour travailler avec une installation haute tension. Concentrez-vous sur le circuit thermique, qui comprend les syst√®mes de climatisation et de refroidissement du moteur, et v√©rifiez s'il n'y a pas d'√©cart par rapport aux param√®tres de fonctionnement normaux. Les dommages caus√©s aux composants avanc√©s peuvent ne pas √™tre imm√©diatement visibles, et m√™me des d√©fauts mineurs peuvent entra√Æner des probl√®mes de performances. Le diagnostic de ces d√©fauts n√©cessite un √©quipement sp√©cialis√© et une formation appropri√©e. --- ## Faites confiance aux experts Nissens [Język: EN] * Nissens Automotive est un leader dans la fourniture de pi√®ces de rechange haut de gamme pour les syst√®mes thermiques et d'efficacit√© des v√©hicules ICE, PHEV et EV. Le large portefeuille de produits de Nissan couvre les principales pi√®ces du syst√®me qui peuvent souffrir apr√®s la collision du v√©hicule, c'est-√†-dire les radiateurs, les refroidisseurs interm√©diaires, les condenseurs, les ventilateurs des syst√®mes AC et EC, ainsi que les capteurs de temp√©rature et de pression. Pour en savoir plus sur l'ensemble de la gamme Nissens, visitez le site www.nissens.com. * De plus, l‚Äôentreprise s‚Äôengage √† fournir aux techniciens les informations dont ils ont besoin pour une installation correcte. * Pour la saison climatique 2025, Nissens a cr√©√© une affiche utile qui regroupe les principales proc√©dures d'entretien et de diagnostic des climatiseurs. Cette ressource peut √™tre affich√©e dans les ateliers pour s'assurer que les v√©rifications essentielles ne sont pas n√©glig√©es. * La version √©lectronique de l'affiche : https://support.nissens.com/en/material/service-diagnostics-procedures * Des centaines de guides de d√©pannage d√©taill√©s, de bonnes pratiques et de proc√©dures d‚Äôessai recommand√©es pour les diff√©rentes inspections thermiques et efficaces des syst√®mes sont disponibles gratuitement sur www.nissens.com/experts --- ## 005 [Język: EN] * Lorsque le syst√®me de climatisation a √©t√© expos√© √† un contact prolong√© avec l'air atmosph√©rique, il est n√©cessaire de remplacer le lubrifiant. * 006 * Structure complexe d'un syst√®me bas√© sur une pompe √† chaleur. M√™me en cas de collision l√©g√®re, de nombreuses pi√®ces fragiles du syst√®me risquent de ne pas fonctionner correctement et devraient √™tre inspect√©es et remplac√©es. * PLEASE LEAVE ALL ENGLISH TEXT AND ADD YOUR TRANSLATION SECTION BY SECTION IN ORDER FOR US TO IMPLEMENT/UNDERSTAND THE MEANING OF ALL TEXT, THANK YOU. * ENG * Translation * TECHNICAL BULLETIN TURBOCHARGER INSTALLATION * TECHNISCHE MITTEILUNG EINBAU DES TURBOLADERS --- ## SUBJECT [Język: EN] * THEMA * COOLANT CONNECTION‚Ä®CAN BE LEFT EMPTY IN VEHICLES WITHOUT WATER COOLING SYSTEM FOR THE TURBO * K√úHLMITTELANSCHLUSS‚Ä®ENTF√ÑLLT BEI FAHRZEUGEN OHNE TURBO-WASSERK√úHLSYSTEM * ‚Ä®NISSENS TURBO #93233‚Ä®‚Ä®Coolant connection flange.‚Ä®Can be left empty (as not connected) by applications without water cooling for the turbo. * ‚Ä®NISSENS TURBO #93233‚Ä®‚Ä®K√ºhlmittelanschlussflansch.‚Ä®Entf√§llt bei Anwendungen ohne Wasserk√ºhlung des Turbos (da nicht angeschlossen). * ‚Ä®BACKGROUND * ‚Ä®HINTERGRUND * Depending on application, various turbocharger models are designed with a coolant circuit enclosing the bearing housing. If the vehicle, however, is not equipped with a dedicated water cooling circuit for the turbo, i.e. without dedicated ducts system from the engine cooling system to the turbo, the turbo does not require the connection. One Nissens turbo model applies for both vehicles with and without water cooling of the turbo and covers two various OE items.‚Ä®‚Ä®RECOMMENDED SOLUTION‚Ä®‚Ä®If the vehicle where Nissens part no. #93233 is to be fitted does not apply dedicated water cooling for the turbo, you can install it leaving the coolant connection flange empty. * Je nach Anwendung sind verschiedene Turboladermodelle mit einem K√ºhlmittelkreislauf ausgestattet, der das Lagergeh√§use umschlie√üt. Ist das Fahrzeug jedoch nicht mit einem eigenen Wasserk√ºhlkreislauf f√ºr den Turbo ausgestattet, d. h. ohne eigenes Kanalsystem vom Motork√ºhlsystem zum Turbo, ben√∂tigt der Turbo den Anschluss nicht. Ein Nissens-Turbomodell gilt sowohl f√ºr Fahrzeuge mit als auch ohne Wasserk√ºhlung des Turbos und deckt zwei verschiedene OE-Artikel ab.‚Ä®‚Ä®EMPFOHLENE L√ñSUNG‚Ä®‚Ä®Wenn das Fahrzeug, in das das Teil mit der Nissens-Teilenummer 93233 eingebaut werden soll, keine spezielle Turbo-Wasserk√ºhlung besitzt, k√∂nnen Sie es installieren und den K√ºhlmittelanschlussflansch unbenutzt lassen. * Always consult Nissens‚Äô catalogue to make sure that the turbo model fits the given vehicle/engine version. NB! Installing the new turbo from Nissens, always conform to the installation instruction included in the product box. ‚Ä® * Konsultieren Sie stets den Nissens-Katalog, um sicherzugehen, dass das Turbomodell f√ºr das jeweilige Fahrzeug/den jeweiligen Motor geeignet ist. ANMERKUNG! Beim Einbau des neuen Turbos von Nissens stets die in der Produktverpackung enthaltenen Einbauanweisungen beachten. ‚Ä® --- ## Nissens' tekniske artikler april 2021 [Język: DK] --- ## Defekt ekspansionsventil (TXV) [Język: DK] * P√•virkning af AC-systemets ydeevne og kompressorens levetid --- ## Problemer med ekspansionsventilen vil hurtigt have effekt p√• den p√•kr√¶vede styring af flow af k√∏lemiddel i AC-systemet og rykke balancen af dets driftsparametre. Det medf√∏rer, at systemets ydeevne forstyrres, s√• det ikke kan afk√∏le kabineluften som p√•kr√¶vet. Som f√∏lge af TXV-fejlfunktionerne uds√¶ttes AC-kompressoren for alt for store arbejdsbelastninger, mangel p√• olie eller for meget olie, hvilket f√∏rer til alvorlig beskadigelse. [Język: DK] --- ## I ethvert AC-system er ekspansionsventilen fabriksindstillet til at opretholde den korrekte Super Heat (Delta T, forskellen p√• indgangstemperaturen og udgangstemperaturen) ved fordamperen og dermed sikre, at systemets drift er s√• optimal som mulig. Ud over den prim√¶re funktion til m√•ling og regulering af flowet af k√∏lemiddel i AC-systemet er ekspansionsventilen ogs√• vigtig for AC-kompressorens levetid. Forsinket ventilreaktion eller forkert, ubalanceret m√•ling, n√•r ventilen sidder fast i en √•ben eller lukket position, h√∏rer til de mest almindelige fejlfunktioner.¬† [Język: DK] --- ## Materialet og dets indhold stilles til r√•dighed uden nogen form for garanti, og vi fral√¶gger os ethvert ansvar ved dets udgivelse. F√∏lg altid anvisningerne fra den givne k√∏ret√∏jsproducent for at overholde de korrekte service- og vedligeholdelsesprocedurer. Nissens Automotive A/S er ikke ansvarlig for nogen skader p√• ejendom eller personskader, direkte eller indirekte skader p√• grund af fejl eller driftsstop for k√∏ret√∏jet, som er for√•rsaget af forkert anvendelse, montering og/eller misbrug af vores produkter. [Język: DK] * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Danmark. ‚Ä®Bes√∏g vores hjemmeside www.nissens.com for at f√• yderligere tekniske oplysninger og kontaktoplysninger. --- ## Forkert m√•ling af k√∏lemiddelflow [Język: DK] * Fejlen med forringet m√•ling forekommer ofte i ventiler af lav kvalitet som f√∏lge af slidtage p√• biler med h√∏jt kilometertal, p√• grund af l√¶kager i ventilens regulering og forkert indstilling af Super Heat (Se forklaring ovenfor). * ¬† * Den opst√•r, n√•r ekspansionsventilen ikke regulerer korrekt. Fejlen kan f√∏re til utilstr√¶kkelig eller for h√∏jt flow af k√∏lemiddel til fordamperen, og ingen af disse scenarier er gode for systemet. N√•r der frigives for lidt k√∏lemiddel, reduceres fordamperens effektivitet betydeligt, da kun en lille del af selve fordamperen anvendes. Det vil f√∏re til, at systemets ydelse bliver for lav og vil uds√¶tte kompressoren for en for stor belastning og eventuel overophedning samt hurtigere slidtage (mindre k√∏lemiddel betyder ogs√•, at der f√∏res mindre olie rundt til de indvendige dele). P√• den anden side kan for meget k√∏lemiddel f√∏re til v√¶skeslag. Der er stor risiko for, at flydende k√∏lemiddel l√∏ber ud af fordamperen (ingen overophedningstilstand) og for√•rsager alvorlige kompressorfejl som f√∏lge af s√•kaldt v√¶skeslag.¬†¬† --- ## F√∏r du skyder skylden for isdannelse p√• fordamperen og ekspansionsventilen, skal du kontrollere, at kabinefilteret ikke er snavset/tilstoppet, og at systemet ikke har lav k√∏lemiddelm√¶ngde eller l√¶kker, samt at der ikke er fugt i systemet.¬† [Język: DK] --- ## Fastsiddende ventil [Język: DK] * For det meste er grund√•rsagen til problemet urenheder og rester inden i AC-systemet, som er forbundet med forkert brug af additiver i AC-systemet, slidt filter, partikeldannelse efter kompressorens nedbrud eller forkert/manglende aftapningssprocedure. * ¬†¬† * Der er flere mulige √•rsager afh√¶ngigt af positionen, hvori ventilen sidder fast. En helt lukket eller tilstoppet ventil vil f√∏re til begr√¶nset k√∏lemiddelflow. Ud over reduceret effektivitet, manglende olie og let/ingen frembragt k√∏ling, vil det ogs√• drastisk √∏ge systemets h√∏jtryk og for√•rsage, at AC-kompressoren overopheder/br√¶nder sammen. I nogle moderne k√∏ret√∏jer anvendes tryksensorer lige efter kompressoren. Det beskytter den mod sammenbr√¶nding ved at slukke den p√• det rigtige tidspunkt. I systemer med et enklere design eller systemer med Fixed Displacement eller kompressorer af Scroll eller ‚Äì Rotary Vane-typen kan ventilen for√•rsage alvorlige kompressorfejl, hvis den sidder fast i lukket tilstand. En anden situation er, n√•r ventilen sidder fast i delvist/helt √•ben tilstand. Det betyder, at der forekommer intet/utilstr√¶kkeligt trykfald i ekspansionsventilen. Der vil s√• v√¶re for h√∏jt tryk p√• serviceporten i den lave side. Denne type fejl vil sandsynligvis medf√∏re, at der ikke forekommer nogen √¶ndring af k√∏lemiddelm√¶ngde, s√• effektiviteten (oliefortyndinger) mistes, og sugeledningen potentielt fryser. I s√• fald vil det f√∏rste symptom, der m√¶rkes, v√¶re ringe systemydelse, men til sidst vil kompressoren sandsynligvis br√¶nde sammen p√• grund af v√¶skeslag eller overophedning, fordi k√∏lemidlet ikke giver nogen k√∏ling. --- ## (table/bar/separate color) [Język: DK] * Du kan undg√• mange kompressorfejl ved at huske ekspansionsventilen under fejls√∏gning af systemet. V√¶r ekstra opm√¶rksom p√• ventilen, n√•r den oprindelige kompressor er br√¶ndt sammen, og der kr√¶ves en udskiftning.¬† * ¬† * Se hvad AC-specialisterne anbefaler:¬† * ¬† * ‚Ä¢ L√¶r systemdesignet godt at kende, f√∏r du foretager fejls√∏gning af systemet for at finde de potentielle TXV-problemer. Der findes mange systemdesign, og symptomerne kan variere efter kompressortype, antal og type af tryksensorer og systemtypen. * ¬† * ‚Ä¢ Gennemf√∏r en udvidet diagnose af AC-systemet. Fejls√∏gning af systemets driftstryk ved hj√¶lp af trykm√•lere kan afsl√∏re de mest almindelige problemer med ekspansionsventilen. Se Nissens' serviceplakat med driftstryksscenarier. * ¬† * ‚Ä¢ Overophedning m√•lt ved fordamperens udl√∏b kan hj√¶lpe dig med at afg√∏re, om ekspansionsventilen, og dermed systemet, fungerer optimalt. M√•l fordamperens udl√∏bstemperatur og det faktiske tryk p√• lavtrykssiden. Forbind LP-trykket med temperaturen for k√∏lemiddelm√¶tning ved hj√¶lp af P-T-tabellen for den givne k√∏lemiddeltype. Fratr√¶kning af de to temperaturer vil give den faktiske overophedningsv√¶rdi. --- ## ‚Ä¢ Sammen med andre dele skal du altid udskifte ekspansionsventilen ved udskiftning af AC-kompressoren. Ekspansionsventilen har en relativt lille ekstra omkostning, som dog kan betyde, at du undg√•r alvorlige fejl. Udskift altid ventilen, hvis systemet diagnosticeres med sv√¶r kontamination og efter kompressornedbrud som f√∏lge af sammenbr√¶nding/overophedning. [Język: DK] * ¬† * ‚Ä¢ Husk at gennemskylle AC-systemet f√∏r montering af den nye AC-kompressor og ved TXV-udskiftning. S√∏rg for, at der ikke er rester, fugt eller skyllemiddel tilbage i systemet. Udskift kondensoren med et mikror√∏rsdesign, da den er umulig at skylle.¬† * ¬† * ‚Ä¢ Der skal gennemf√∏res en nitrogenbaseret tryktest og l√¶ngere tids vakuum f√∏r genfyldning af systemet, da det hj√¶lper med at fjerne resterende fugt i kredsl√∏bet. * ¬† * (table/bar )‚Ä®L√¶s mere om fejls√∏gning af TXV og AC-systemet i de relaterede materialer fra Nissens * ¬†¬† * ‚Ä¢ Teknisk nyhedsblad ‚Äì TXV-fejlfunktion * ‚Ä¢ Eksempelstudie ‚Äì hvorfor det kan betale sig at udskifte TXV ved kompressorudskiftning * ‚Ä¢ Kort film: TXV udskiftet i garagen * ‚Ä¢ Plakat over diagnose af systemtryk --- ## (table/bar/small text)‚Ä®Denne serie af tekniske artikler er blevet skrevet p√• grundlag af de tekniske indsigter fra AC-systemteknikere med mange √•rs erfaring i systemservice, Nissens' kvalitetsteknikere og Nissens' tekniske tr√¶nere, der er involveret i deling af de bedste m√•der at udf√∏re AC-service p√•. [Język: DK] --- ## (Highlights this block + picture/s) [Język: DK] * Picture NTC_AC_HeatPump_12_Electrical_Expansion_Valve_simple_flows‚Ä®if place enough, integrate also HEV car NTC_AC_HeatPump_4_hybrid_Car_front_Layers.png * ‚Ä®TXV i hybrid- og elk√∏ret√∏jer‚Ä®‚Ä®I mange k√∏ret√∏jer med nye energiforsyningstyper anvendes avancerede varme/ventilation/aircondition-systemer, der er baseret p√• varmepumpel√∏sninger med flere eldrevne ventiler, der regulerer systemets drift i forskellige tilstande. For at opn√• den mest finjusterede systemeffektivitet er TXV drevet via elsignaler og er designet med et specielt V-formet lukkespj√¶ld, der muligg√∏r trinl√∏s str√∏mningskontrol fra 0 til 100 %. --- ## NISSENS‚Äô TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] * Theme: Condenser mechanical damages * Reduced system performance --- ## Problem ‚Ä®Mechanical damages to the condenser are often disregarded as reasons for reduced system performance or for compressor failure. [Język: EN] --- ## Furthermore, limited flow will cause an abnormal high pressures and temperatures in the loop. These will increase the compressor workload an effectively reduce its lifespan or, in worst cases, cause it to break down. [Język: EN] --- ## Transport and/or handling damages - The thin aluminum, which the condenser is made of, makes the construction fragile. This requires handling with significant care. Throwing the condenser box, or improper handling during installation, will quickly spoil fragile parts. Even small surface dents or seemingly light bends can impair or limit the condenser inner flow, thus reduce operation capacity. Other areas exposed to mechanical damages are mounting brackets and connection sockets.¬† [Język: EN] * ‚Ä®Nakliye ve/veya ambalajlama hasarlarƒ± - Kondans√∂r√ºn yapƒ±ldƒ±ƒüƒ± ince al√ºminyum, yapƒ±yƒ± kƒ±rƒ±lgan yapar. Bu dikkate deƒüer bir ambalajlama gerektirir. Kondans√∂r kutunun fƒ±rlatƒ±lmasƒ± veya yerle≈ütirme esnasƒ±nda hatalƒ± ambalajlama ile kƒ±rƒ±labilir par√ßalar √ßabucak bozulacaktƒ±r. Ufak y√ºzey √ßukurlarƒ± veya g√∂r√ºn√ºrde hafif kƒ±vrƒ±mlar dahi kondans√∂r√º zayƒ±flatabilecek veya i√ß akƒ±ntƒ±yƒ± kƒ±sƒ±tlayabilecek, b√∂ylece i≈ülem kapasitesi azalacaktƒ±r. Mekanik hasarlara maruz kalan diƒüer b√∂lgeler baƒülantƒ± par√ßalarƒ± ve baƒülantƒ± soketleridir. --- ## Application [Język: EN] * ‚Ķ * TECHNICAL BULLETIN * Engine Cooling System * ALL radiator types * All vehicle application with water-cooled engines.‚Ä® * PROBLEM * Various Radiator FAILURES * Coolant leaks / coolant flow restrictions > improper cooling of the engine > engine overheating/severe failures --- ## BACKGROUND [Język: EN] * There are several common radiator failures and majority are provoked rather by external factors than by the radiator itself. In all instances, a faulty, leaking or restricted flow radiator will significantly affect the engine operation and may lead to its unrepairable failures. * Common radiator problems, symptoms and root causes: * SYMPTOMS * POSSIBLE ROOT CAUSE --- ## 1 [Język: EN] * CORROSION > LEAKS AND RESTRICTED COOLANT FLOW * Aluminium powder and rust deposits at the radiator header plate / inside the radiator /at inlet and outlet * ‚Ä¢ Improper use of coolant, i.e. tap water/dirty water, reuse of antifreeze, mixing of different kinds of antifreeze, improper coolant/coolant mixture * ‚Ä¢ Saline air in coast regions or road salt * ‚Ä®2 * DEBRIS/DEPOSITS BUILT UP INSIDE TUBES > LEAKS AND RESTRICTED COOLANT FLOW * Various contaminants built up inside the coolant channels: scale, jelly-like substance, other debris/particles concentration * ‚Ä¢ Improper use of coolant, i.e. tap water/dirty water, reuse of antifreeze, mixing of different kinds of antifreeze, improper coolant/coolant mixture * ‚Ä¢ Improper / lack of flushing of the system prior to radiator replacement‚Ä® * 3 * SURFACE SOILING > INSUFFICIENT HEAT EXCHANGE‚Ä®‚Ä®Radiator surface covered by various contaminants restricting air flow through the fins‚Ä®‚Ä®Excessive pollution environment, lack of vehicle maintenance, oil/coolant leaks causing the surface being sticky thus attract debris/contaminants --- ## 4 [Język: EN] * ELECTROLYSIS > LEAKS AND RESTRICTED COOLANT FLOW * Visible white powder inside / at header plates, greenish fins and tubes * Vehicle‚Äôs fault current affecting the cooling system causing an electrochemical reaction --- ## 5 [Język: EN] * SYSTEM OVERPRESSURE > BLOWN/BURST TANKS / RADIATOR TUBES > COOLANT LEAKS * Visible bursts or deformation on the radiator parts * Defective radiator cap, restricted flow within expansion tank, blown engine‚Äôs header gasket, improper coolant (too low boiling point) --- ## 6‚Ä®‚Ä®BROKEN RADIATOR THREADS > COOLANT LEAKS [Język: EN] * Leaks/loose couplings within oil cooler fittings (if integrated with the radiator), coolant sensor socket, drain plugs * Threads stripped due to careless/improper service * ‚Ä®7 * MECHANICAL DAMAGES > BROKEN/BENT TUBES, CRACKED TANKS > LEAKS / RESTRICTED COOLANT FLOW * Visible surface/elements injuries and leaks * Careless handling/transportation, vehicle collision --- ## RECOMMENDED SOLUTION [Język: EN] * Inspect the radiator surface, cap, expansion tank and ducts on a regular basis. ‚Ä®Use solely coolant/coolant mixture prescribed by the car manufacturer * Before installing a new radiator, inspect what caused the previous part to fail and eliminate its root cause. Specifically: * ‚Ä¢ The entire cooling system must be flushed * ‚Ä¢ Inspect the vehicle electrical system, make sure the cooling system is not exposed to/in contact with a fault current * ‚Ä¢ Inspect the radiator cap, expansion tank and ducts as well as make sure the engine header gasket is intact * ‚Ä¢ Inspect the oil cooler connection (if applicable) and make sure the oil circuit is not overpressurized * Handle the radiator with proper care. It is fragile and its sticking out elements such as mounting brackets, inlet/outlet or drain plugs can easily get broken in transport or by installation.‚Ä® * Continues on the next page --- ## Pictures [Język: EN] * 1. Aluminum corrosion > leaks. Caused by improper coolant reacting chemically.‚Ä®‚Ä®2. Scale built up / corrosion > flow restrictions, leaks. Improper coolant, chemical reaction with aluminum.‚Ä®‚Ä®3. Excessive scale built up > flow restriction, overpressure. Scale precipitating from tap water used as coolant. * 4. Inner soiling / scale / corrosion seen at the radiator outlet. Improper coolant applied.‚Ä®‚Ä®5. Poor quality repairs / broken plastic tank elements. Leaks.‚Ä®‚Ä®6. Careless service / transportation. Broken drain plug. * 7. Excessively soiled radiator surface. Disable its heat dissipating function thus leads to engine overheating. * 8. Blown radiator / radiator tank. Caused by system ovepressure and e.g. engine header gasket blown, faulty radiator cap/expansion reservoir or restriction within the cooling system/radiator inner channels. * 9. Inner flow restrictions. Impurities in the cooling system not flushed properly. --- ## Nissens‚Äô Technical bulletin AC system / AC compressor [Język: PL] * BIULETYN TECHNICZNY NISSENS * Theme: AC system/compressor lubrication‚Ä®Avoid mixing PAG with universal oils * TEMAT: Smarowanie sprƒô≈ºarki klimatyzacji * Konsekwencje mieszania olej√≥w PAG z olejami uniwersalnymi * ‚Ä®Background‚Ä®PAG oil is the most common lubricant applied in modern automotive air conditioning systems running on R134A and R1234yf. It is a fully synthetic oil, offers efficient and universal lubricating parameters, is conductive, highly hygroscopic, and can be offered in several viscosity versions (46/100/150). * AC compressor manufactures specify the precise lubricant type and quantity required for a proper operation of their compressor pump. The advanced mechanical construction, moving components, and operation in high temperatures and pressures, require an excellent-matched lubrication to ensure proper functionality and long vitality. --- ## Wstƒôp [Język: PL] * Oleje typu PAG sƒÖ najczƒô≈õciej stosowane w nowoczesnych uk≈Çadach klimatyzacji samochodowej dzia≈ÇajƒÖcych na czynnikach R134A oraz R1234yf. SƒÖ to oleje w pe≈Çni syntetyczne, oferujƒÖce wydajne i uniwersalne parametry smarowania, przewodzƒÖce prƒÖd, higroskopijne, mogƒÖ byƒá oferowane w kilku wariantach lepko≈õci (popularne: PAG 46, 100, 150). * Producent sprƒô≈ºarki klimatyzacji precyzyjnie okre≈õla typ, lepko≈õƒá oraz ilo≈õƒá oleju wymaganego do poprawnego funkcjonowania sprƒô≈ºarki. Zaawansowana konstrukcja, du≈ºa ilo≈õƒá ruchomych element√≥w a tak≈ºe praca w wysokich ci≈õnieniach i temperaturach wymaga doskona≈Çego smarowania, aby zapewniƒá prawid≈Çowe dzia≈Çanie i d≈ÇugƒÖ ≈ºywotno≈õƒá sprƒô≈ºarki. * Problem‚Ä®A common reason for AC Compressor failure is applying oil different from the lubricant recommended by the compressor manufacturer. For instance by filling up the system, where the originally applied PAG oil (Poly Alkylene Glycol) is mixed with a universal PAO oil (Poly Aphaolefins Oil) with viscosity parameter 68. Although in general, the PAO and PAG characteristics seem be similar, their viscosity parameter is different. Applying an oil of a different viscosity than required by the compressor producer can lead to compressor serious failures, which, in most cases, will lead to a claim rejection. * Problem‚Ä®Czƒôstym powodem uszkodzenia sprƒô≈ºarki jest stosowanie innego oleju, ni≈º zalecany przez producenta sprƒô≈ºarki. Na przyk≈Çad poprzez zmieszanie oleju PAG (glikol polialkilenowy) stosowanego przez producenta sprƒô≈ºarki z olejem uniwersalnym PAO 68. Chocia≈º og√≥lne parametry olej√≥w PAG i PAO wydajƒÖ siƒô podobne, r√≥≈ºniƒÖ siƒô one m.in. lepko≈õciƒÖ (ponad 40%!). Zastosowanie oleju o innej lepko≈õci ni≈º wymagana przez producenta sprƒô≈ºarki mo≈ºe doprowadziƒá do jej awarii i jest to du≈ºy b≈ǃÖd w sztuce serwisowej, powodujƒÖcy si≈ÇƒÖ rzeczy odrzucenie reklamacji sprƒô≈ºarki przez producenta. --- ## Recommended Solution‚Ä®‚Ä®Always follow the compressor or car manufacturer guidelines for the right selection of the lubricant for the AC compressor. Nissens compressors are always delivered with a warranty and installation guide book describing the proper installation procedure. [Język: PL] * Furthermore, Nissens compressors are always pre-filled with the right quantity and viscosity PAG oil and there is therefore no need to add any extra oil. Nissens applies solely a high quality double end-capped PAG lubricant. A double end-capped PAG oil is chemically inactive and stable, offering exceptionally good lubrication characteristics, high moisture tolerance at high temperatures, and does not react chemically to form harmful acids/compounds. * Zalecane rozwiƒÖzania‚Ä®Zawsze postƒôpuj zgodnie ze wskaz√≥wkami producenta sprƒô≈ºarki lub pojazdu przy doborze oleju do uk≈Çadu AC. Sprƒô≈ºarki Nissens zawsze zawierajƒÖ w kartonie ksiƒÖ≈ºeczkƒô z warunkami instalacji i gwarancji. Ponadto, sprƒô≈ºarki Nissens zawsze sƒÖ zalane olejem PAG o w≈Ça≈õciwej lepko≈õci, w odpowiedniej ilo≈õci. Typ oleju oraz ilo≈õƒá oleju, jakƒÖ zalana jest dana sprƒô≈ºarka Nissens, podane sƒÖ w katalogu Nissens dla danej ref. sprƒô≈ºarki (www.nissens.com.pl/katalog). Po p≈Çukaniu uk≈Çadu (uk≈Çad oczyszczony ze starego oleju), w wiƒôkszo≈õci przypadk√≥w nie ma potrzeby dolewania oleju do nowej sprƒô≈ºarki Nissens, chyba ≈ºe instrukcja producenta auta stanowi inaczej (np. auto z uk≈Çadem AC z dwoma parownikami). Nissens stosuje w swoich sprƒô≈ºarkach wy≈ǃÖcznie oleje typu | PAG o ≈Ça≈Ñcuchach chemicznych obustronnie zablokowanych (ang. double end-capped), czyli stosuje najwy≈ºszej jako≈õci oleje PAG. SƒÖ one w zakresie normalnej pracy nieaktywne chemicznie i stabilne przez co oferujƒÖ wyjƒÖtkowo dobre w≈Ça≈õciwo≈õci smarne oraz sƒÖ odporne na wysokie temperatury a tak≈ºe mieszajƒÖ siƒô z czynnikiem ch≈Çodniczym. * ‚Ä®Why avoid mixing PAG with universal oils? * Dlaczego nale≈ºy unikaƒá mieszania olej√≥w PAG z uniwersalnymi ? * The two oils do not mix completely and cannot create a long lasting homogenous mixture to ensure a proper lubrication of the compressor mechanical parts. Initially, mixed oils will visually seem well-mixed. However, after a short period of time, when compressor is not running, the two oils will separate again. (pictures) * Oba typy olej√≥w nie mieszajƒÖ siƒô ze sobƒÖ i nie tworzƒÖ jednorodnej mieszaniny, przez co ich mieszanina nie zapewnia prawid≈Çowego smarowania sprƒô≈ºarki. PoczƒÖtkowo wizualnie oleje wydajƒÖ siƒô wymieszane. Jednak w kr√≥tkim okresie czasu (1 h) gdy sprƒô≈ºarka nie pracuje, oba oleje oddzielajƒÖ siƒô od siebie.‚Ä® * When compressor starts from cold, separated oil of higher density and viscosity will lead to a restricted lubrication of precisely fixed moving elements inside the AC compressor, for example between the piston and cylinder. As the more viscous oil or the oils mixture will not penetrate the moving parts precisely, friction will cause the compressors to overheat and seize * Gdy sprƒô≈ºarka klimatyzacji rozpoczyna pracƒô, zimne i rozdzielone oleje o zr√≥≈ºnicowanej lepko≈õci nie zapewniajƒÖ w≈Ça≈õciwego smarowania ruchomych element√≥w wewnƒÖtrz sprƒô≈ºarki. Mieszanina o nieprawid≈Çowej lepko≈õci nie dociera do precyzyjnych element√≥w sprƒô≈ºarki gdzie tarcie doprowadza do przegrzania i zatarcia sprƒô≈ºarki. * Universal oils do not mix the same way with the refrigerant as the PAG oil, thus the lubricant circulation in the system may be restricted exposing the compressor components to friction and the system other components such as expansion valve or seals to fail * Oleje uniwersalne PAO nie mieszajƒÖ siƒô prawid≈Çowo z czynnikiem ch≈Çodniczym (w przeciwie≈Ñstwie do olej√≥w typu PAG), a tym samym obieg oleju w uk≈Çadzie mo≈ºe zostaƒá zak≈Ç√≥cony. Doprowadziƒá to mo≈ºe do zatarcia sprƒô≈ºarki i uszkodzenia innych element√≥w uk≈Çadu takich jak zaw√≥r rozprƒô≈ºny lub wycieku czynnika (brak doszczelnienia po≈ǃÖcze≈Ñ mechanicznych). * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to follow the right service and maintenance procedures. Nissens A/S shall not be responsible for any property damage or personal injury, direct or indirect damage from failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * Niniejsze opracowanie i jego zawarto≈õƒá nie sƒÖ podstawƒÖ dochodzenia roszcze≈Ñ. Zawsze nale≈ºy postƒôpowaƒá zgodnie z instrukcjami producenta pojazdu oraz instrukcjami dostawcy czƒô≈õci celem dope≈Çnienia wszelkich procedur serwisowych oraz gwarancyjnych. Nissens A/S nie ponosi odpowiedzialno≈õci za ewentualne uszkodzenie mienia lub cia≈Ça, szkody bezpo≈õrednie i po≈õrednie oraz roszczenia wynikajƒÖce z awarii lub przestoju w pracy pojazd√≥w spowodowane niew≈Ça≈õciwym stosowaniem, monta≈ºem lub wykorzystaniem naszych produkt√≥w. --- ## ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. ‚Ä®For further technical and contact information visit our website www.nissens.com. [Język: EN] * ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. ‚Ä®Wiƒôcej porad technicznych na naszej stronie www.nissens.com --- ## Nissens Technical Article April 2021 [Język: EN] * Nissens Tekninen artikkeli huhtikuu 2021 * CLIMATE COMFORT SYSTEM * ILMASTOINTIJ√ÑRJESTELM√Ñ * (table/bar/small text)‚Ä®This series of technical articles have been written based on the technical insights from AC system professionals with many years in the system service field, Nissens' quality engineers, and Nissens' technical trainers involved in the best AC service practice sharing. --- ## AC System Flushing [Język: EN] * Ilmastointij√§rjestelm√§n huuhtelu‚Ä®Complete review of the most basic and the most critical service procedure recommended by experts and by the major compressor manufacturers --- ## ‚Ä®‚Ä®‚Ä®The modern AC system design employs many components with very narrow passages. The majority of today‚Äôs cars apply micro tube-design condensers with tiny diameter channels. Another example is the externally controlled AC compressors with precise and very sensitive to impurities ECV valve steering the pumping capacity. The system's expansion device and the TXV, in particular, are other types of loop components that can quickly suffer from impurities limiting their proper function. All of these can get clogged by particles, splinters or even by a too viscous lubricant that doesn't match the car's specification.¬† [Język: EN] * Any system flow restriction or stoppage can have catastrophic consequences. The limited refrigerant flow will lead to a decrease in the system's performance, cause instant pressure increases, impair the overall system lubrication, and consequently create an abnormal temperature load that is very dangerous for the AC compressor.¬† --- ## Huuhtelun ABC [Język: EN] * ‚Ä®There are several basic rules you have to observe to flush appropriately. The AC compressor must be detached. You will probably be replacing the compressor after, but if not, the compressor must be separated or bypassed from the flushing. The system expansion devices, such as either orifice tube or expansion valve, should be detached or bypassed, too. The receiver dryer or desiccant should be removed and replaced after flushing. Parallel-flow, thin and micro-tubes condensers, and evaporators cannot be flushed effectively and should be replaced or back flushed whenever serious contaminants impaired the system or by the previous compressor seizure. --- ## ‚Ä®‚Ä®‚Ä®Compressor suction port‚Ä®Jelly-like or crystallized sticky substance at the compressor‚Äôs suction port. This severe pollution was caused by uncontrolled chemical reaction of moisture and additives like leak-stop agents. Only flushing can remove it all from the loop. [Język: EN] --- ## To find more technical support assets as well as possible training and learning modules from Nissens, visit showroom. ‚Ä®‚Ä®Visit Showroom (button) [Język: EN] --- ## RECOMMENDED SOLUTION [Język: EN] * SOLUZIONE CONSIGLIATA * To avoid critical failures of the new turbo we highly recommend the following actions. * Per evitare guasti critici del nuovo turbo, consigliamo vivamente le seguenti azioni. * Before installing the new turbo * Prima di installare il nuovo turbo * ‚Ä¢ Depending on the OE version: Remove the factory-installed pre-filter from the oil feed line coupling or install a new banjo bolt without the filter * ‚Ä¢ A seconda della versione OE: Rimuovere il prefiltro installato in fabbrica dal raccordo della linea di alimentazione dell'olio o installare un nuovo bullone orientabile senza filtro * ‚Ä¢ Replace the oil feed line * ‚Ä¢ Sostituire la linea di alimentazione dell'olio * ‚Ä¢ Perform engine flushing/cleaning to eliminate any sludge/carbonized oil particles * ‚Ä¢ Eseguire il lavaggio/la pulizia del motore per eliminare eventuali particelle di morchia/olio carbonizzato * Once the turbo is installed, remember to check the oil pressure on the oil feed line or check the oil flow when decoupling the oil return line from the installed turbo * Una volta installato il turbo, ricordarsi di controllare la pressione dell'olio sulla linea di alimentazione dell'olio oppure controllare il flusso dell'olio quando si disaccoppia la linea di ritorno dell'olio dal turbo installato * NB! When installing the new turbo from Nissens, always comply with the installation instructions included in the product box. Disregarding any of the above instructions may lead to serious, irreversible failures of the newly installed turbocharger and/or of the engine. * NB! Quando si installa il nuovo turbo Nissens, attenersi sempre alle istruzioni di installazione incluse nella confezione del prodotto. La mancata osservanza di qualsiasi istruzione sopra riportata potrebbe comportare guasti gravi e irreversibili del turbocompressore appena installato e/o del motore. --- ## #2 to prepare [Język: EN] * <-- mini series / episode break --> * Foreign objects * Objects that fly into the car may kill the turbo. Besides wheel blade devastation, in some cases, foreign bodies can cause the shaft to break as it gets thrown out of the balance under high rotation speeds. * The most obvious source of foreign bodies is the air intake side. A speeding turbo acts like a vacuum cleaner. Any debris, impurities or objects left or present there will end up on the compressor wheel, causing serious damages. Lack of regular inspection or a careless service is often the reason for debris or objects like screws to be present in the air supply system. Look at this wheel and the pits on the blades. (02+02.A) It looks like some hard particles, or even stones were present in the air supply and caused this damage, smashing the wheel blades. * The same thing can also happen on the exhaust side on the turbine wheel. Hardened particles of soot are a side-effect of an uncleaned combustion with | oil burning may hit the turbine wheel equally hard, causing the blades to fail (O2.B). This variable turbo mechanism is a system of vanes routing the exhaust gas flow, it was also exposed and took damage from foreign objects. The pits, furrows and even fin dents have damaged the mechanism, causing the turbo to fail. * Foreign objects and Overspeeding * The foreign objects defect can also be a consequential failure of another problem, called turbo overspeeding. In some cases, the turbo spins much faster than it is designed to and this leads to the compressor wheel bursting. Remember, we‚Äôre talking about speeds exceeding 250.000 RPM, where aluminum starts creeping | like a play dough. The wheel blades start breaking off and the hitting splinters intensify the mechanical destruction of the turbo. * This is a turbo after the failure. (Picture 01). All inside its destroyed, including the shaft that broke as the final stage. You can easily see the compressor wheel after creeping and losing blades. Its even clearer when separated (01.A)‚Ķ the wheel is torn, it bears signs of several hits, and the blades are torn off. You can also recognize the overspeeding failure when seeing an orange peel pattern on the back of the aluminum wheel. This is due to the material creeping. * The overspeeding failure may have several root causes. Let me highlight the major ones. --- ## Ovepressure [Język: EN] * The last type of turbo failure I want to show you is overpressure within the turbine or compressor sides. When operating, the compressor and turbine wheels are exposed to some pressure impact of either the compressed air or the exhaust gases. On one of the sides, its the pressure of the compressed air leaving the compressor outlet. On the other hand, pressure from the exhaust downpipe ‚Äì so called backpressure ‚Äì where the utilized exhaust flow is directed. The thrust bearing on the shaft is designed to level the impact of the side pressures occurring during the normal operation conditions. Along with the journal bearing, it ensures the shaft proper balance and friction-free rotation. * Any inaccuracies causing the side pressures to raise abnormally will lead to serious failures. At first, the thrust bearing will be impaired and consequently, the shaft set out of balance. This will typically end up on the wheels touching the housings, tearing and damaging. This compressor wheel got blades torn out completely as the shaft started moving. (07.A). Leaking oil seals may occur, as the shaft moves back and forth. In the end, the shaft may break totally too. --- ## Application [Język: EN] * ‚Ķ * TECHNICAL BULLETIN * Engine Cooling System * Radiators, intercoolers, condensers ‚Äì larger size heat exchangers with mounting brackets applying shock-absorbing bushing. ‚Ä®. * Truck and some light van / passenger car applications * PROBLEM * PREMATURE RADIATOR/Heat Exchanger FAILURE * EXCESSIVE VIBRATION LEADS TO RADIATOR COMPONENTS BURSTING THUS CAUSE LEAKS --- ## BACKGROUND [Język: EN] * Truck and commercial applications as well as some of the passenger cars apply large size radiators for engine cooling. These heat exchangers are of heavy weight and often embraced by a fitting frame for a secure positioning in the engine compartment. Massive vibration caused by the engine operation as well as the heavy vehicle‚Äôs move may be destructive for large and heavy but still pretty fragile radiators / other heat exchangers (intercooler / condenser). That is why shock-absorbing bushing is applied on the exchanger bracket‚Äôs fitting points. They secure the component to the vehicle and eliminate excessive vibration. Being often lost/disregarded during radiator servicing / replacement causes the vibration transfer to the part‚Äôs fragile areas such as header plates, tanks or long tubes causing their premature failures, mainly cracks, bursting or deformation. --- ## RECOMMENDED SOLUTION [Język: EN] * Whenever installing a larger size heat exchanger (radiator / intercooler / condenser) in a truck or a commercial vehicle, make sure the fitting requires shock-absorbing bushings. * Do not reuse old bushing by the part replacement as the rubber may be worn, thus its shock absorbing ability is lowered significantly. ‚Ä®‚Ä®Fitment bushings are typically inexpensive and a simple rubber/metal rubber design components. They are easy to install and ensure the heat exchanger secure, vibration-free fitment, thus a long, trouble-free operation. --- ## CAUTION! Consult the vehicle OE documentation to figure out the proper OE replacement for the radiator/heat exchanger bushings if not delivered with the replacement radiator/heat exchanger. [Język: EN] --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com [Język: EN] --- ## Pictures [Język: EN] * ‚Ä®1 * Shock absorbing bushing may apply various design. Majority are inexpensive and easy to install. * ‚Ä®2‚Ä®Bushing placement on the radiator frame‚Äôs bracket in a truck application‚Ä®‚Ä®3‚Ä®Radiator core‚Äôs header plate bursting caused by insufficient vibration absorption --- ## 93172‚Ä®V2 JAZ, BIS [Język: EN] * ‚Ä®Issue * Intake air system‚Ä®Compressor wheel damages by foreign objects * One of the most common causes of turbo failure are foreign objects damaging the compressor wheel. * The objects are typically drawn in via the air intake system. When they hit the compressor wheel, moving at its high RPM, they can cause serious damages to its blades. The blades break off and the splinters cause further damage to the entire wheel assembly. * Frequent sources of foreign objects --- ## (disclaimer)‚Ä®The material and its contents are provided without warranty of any kind, and by publishing it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to comply with the right service and maintenance procedures. Nissens A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. [Język: EN] * ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com/turbo --- ## RECOMMENDED SOLUTION [Język: EN] * –†–ï–ö–û–ú–ï–ù–î–û–í–ê–ù–ï –í–ò–†–Ü–®–ï–ù–ù–Ø –ü–†–û–ë–õ–ï–ú–ò * To avoid critical failures of the new turbo we highly recommend the following actions. * –©–æ–± —É–Ω–∏–∫–Ω—É—Ç–∏ –∫—Ä–∏—Ç–∏—á–Ω–∏—Ö –Ω–µ—Å–ø—Ä–∞–≤–Ω–æ—Å—Ç–µ–π –Ω–æ–≤–æ–≥–æ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞, –º–∏ –Ω–∞–ø–æ–ª–µ–≥–ª–∏–≤–æ —Ä–µ–∫–æ–º–µ–Ω–¥—É—î–º–æ –≤–∂–∏—Ç–∏ –Ω–∞–≤–µ–¥–µ–Ω–∏—Ö –Ω–∏–∂—á–µ –∑–∞—Ö–æ–¥—ñ–≤. * Before installing the new turbo * –ü–µ—Ä–µ–¥ —É—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è–º –Ω–æ–≤–æ–≥–æ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ * ‚Ä¢ Depending on the OE version: Remove the factory-installed pre-filter from the oil feed line coupling or install a new banjo bolt without the filter * ‚Ä¢ –ó–∞–ª–µ–∂–Ω–æ –≤—ñ–¥ –≤–µ—Ä—Å—ñ—ó –æ—Ä–∏–≥—ñ–Ω–∞–ª—å–Ω–æ–≥–æ –æ–±–ª–∞–¥–Ω–∞–Ω–Ω—è. –ó–Ω—ñ–º—ñ—Ç—å –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–∏–π –Ω–∞ –∑–∞–≤–æ–¥—ñ —Ñ—ñ–ª—å—Ç—Ä –ø–æ–ø–µ—Ä–µ–¥–Ω—å–æ–≥–æ –æ—á–∏—â–µ–Ω–Ω—è –∑ –º—É—Ñ—Ç–∏ –Ω–∞ –ª—ñ–Ω—ñ—ó –ø–æ–¥–∞—á—ñ –æ–ª–∏–≤–∏ –∞–±–æ –≤—Å—Ç–∞–Ω–æ–≤—ñ—Ç—å –Ω–æ–≤–∏–π –±–∞–Ω–¥–∂–æ-–±–æ–ª—Ç –±–µ–∑ —Ñ—ñ–ª—å—Ç—Ä–∞. * ‚Ä¢ Replace the oil feed line * ‚Ä¢ –ó–∞–º—ñ–Ω—ñ—Ç—å –ª—ñ–Ω—ñ—é –ø–æ–¥–∞—á—ñ –æ–ª–∏–≤–∏. * ‚Ä¢ Perform engine flushing/cleaning to eliminate any sludge/carbonized oil particles * ‚Ä¢ –í–∏–∫–æ–Ω–∞–π—Ç–µ –ø—Ä–æ–º–∏–≤–∞–Ω–Ω—è/–æ—á–∏—â–µ–Ω–Ω—è –¥–≤–∏–≥—É–Ω–∞, —â–æ–± –≤–∏–¥–∞–ª–∏—Ç–∏ —à–ª–∞–º/—á–∞—Å—Ç–∏–Ω–∫–∏ –∫–∞—Ä–±–æ–Ω—ñ–∑–æ–≤–∞–Ω–æ—ó –æ–ª–∏–≤–∏. * Once the turbo is installed, remember to check the oil pressure on the oil feed line or check the oil flow when decoupling the oil return line from the installed turbo * –ü—ñ—Å–ª—è –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –ø–µ—Ä–µ–≤—ñ—Ä—Ç–µ —Ç–∏—Å–∫ –æ–ª–∏–≤–∏ –Ω–∞ –ª—ñ–Ω—ñ—ó –ø–æ–¥–∞—á—ñ –æ–ª–∏–≤–∏ –∞–±–æ –ø–µ—Ä–µ–≤—ñ—Ä—Ç–µ –ø–æ—Ç—ñ–∫ –æ–ª–∏–≤–∏ –ø—ñ–¥ —á–∞—Å –≤—ñ–¥‚Äô—î–¥–Ω–∞–Ω–Ω—è –ª—ñ–Ω—ñ—ó –≤—ñ–¥–≤–µ–¥–µ–Ω–Ω—è –æ–ª–∏–≤–∏ –≤—ñ–¥ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–æ–≥–æ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. * NB! When installing the new turbo from Nissens, always comply with the installation instructions included in the product box. Disregarding any of the above instructions may lead to serious, irreversible failures of the newly installed turbocharger and/or of the engine. * –£–í–ê–ì–ê! –ü—ñ–¥ —á–∞—Å —É—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è –Ω–æ–≤–æ–≥–æ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ Nissens –∑–∞–≤–∂–¥–∏ –¥–æ—Ç—Ä–∏–º—É–π—Ç–µ—Å—è —ñ–Ω—Å—Ç—Ä—É–∫—Ü—ñ–π –∑—ñ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è, —â–æ –≤—Ö–æ–¥—è—Ç—å —É –∫–æ–º–ø–ª–µ–∫—Ç. –ù–µ—Ö—Ç—É–≤–∞–Ω–Ω—è –Ω–∞–≤–µ–¥–µ–Ω–∏–º–∏ –≤–∏—â–µ —ñ–Ω—Å—Ç—Ä—É–∫—Ü—ñ—è–º–∏ –º–æ–∂–µ –ø—Ä–∏–∑–≤–µ—Å—Ç–∏ –¥–æ —Å–µ—Ä–π–æ–∑–Ω–∏—Ö –Ω–µ–∑–≤–æ—Ä–æ—Ç–Ω–∏—Ö –Ω–µ—Å–ø—Ä–∞–≤–Ω–æ—Å—Ç–µ–π —â–æ–π–Ω–æ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–æ–≥–æ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ —Ç–∞/–∞–±–æ –¥–≤–∏–≥—É–Ω–∞. --- ## Nissens Technical Articles April 2021 [Język: EN] * Articole tehnice Nissens aprilie 2021 --- ## Impact on the AC System Performance and the compressor's life span [Język: EN] * Impactul asupra performan»õei sistemului AC »ôi a perioadei de func»õionare a compresorului --- ## Possible TXV problems will quickly disable the required refrigerant flow control in the AC system and set its working parameters out of the proper balance. Consequently, the system output is unsettled, and it cannot cool the cabin air as needed. Equally, by the TXV malfunctions, the AC compressor is exposed to excessive workloads, lubrication shortages, or flooding, leading to severe damage. [Język: EN] * Apari»õia problemelor la supapa de expansiune termicƒÉ va destabiliza fluxul agentului frigorific √Æn sistemul AC »ôi va influen»õa negativ parametrii de func»õionare ai acestuia. √én consecin»õƒÉ, capacitatea sistemului este si ea destabilizatƒÉ, iar aerul din habitaclu nu poate fi rƒÉcit a»ôa cum trebuie. √én acela»ôi timp, √Æn urma defectƒÉrii supapei de expansiune compresorul AC este expus suprasarcinilor, este lubrifiat insuficient sau chiar √Ænecat, ceea ce duce la apari»õia unor defec»õiuni severe. --- ## In each AC system, the thermal expansion valve is factory preset to maintain the right superheat condition at the evaporator outlet and, by this, to ensure the system's most optimal operation. Besides the primary function of the refrigerant's metering and flow regulating function within the AC cycle, the TXV also has importance for the AC compressor's lifespan. Delay in the valve reaction or improper, unbalanced metering, along with the valve being stuck in an open or closed position, belong to the most common TXV malfunctions.¬† [Język: EN] * Supapa de expansiune termicƒÉ este presetatƒÉ din fabricƒÉ pentru fiecare sistem AC √Æn parte »ôi are rolul de a men»õine condi»õiile optime √Æn vederea prevenirii supra√ÆncƒÉlzirii la ie»ôirea din evaporator, asigur√¢nd astfel func»õionarea sistemului √Æn parametri. Pe l√¢ngƒÉ func»õia primarƒÉ de mƒÉsurare »ôi monitorizare a agentului frigorific, dar »ôi cea de reglare a debitului din circuitul sistemului AC, supapa de expansiune influen»õeazƒÉ direct durata de func»õionare a compresorului AC. Reac»õia √Ænt√¢rziatƒÉ a supapei, mƒÉsurarea improprie, dezechilibratƒÉ sau blocarea supapei √Æn pozi»õie deschisƒÉ sau √ÆnchisƒÉ se numƒÉrƒÉ printre cele mai comune defec»õiuni. --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. ‚Ä®For further technical and contact information visit our website www.nissens.com. [Język: EN] * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Danemarca. * DacƒÉ dori»õi informa»õii tehnice sau sƒÉ ne contacta»õi vizita»õi site-ul: www.nissens.com. --- ## The impaired metering failure often occurs in low-quality valves, high-mileage vehicles by wear or by leaks within the power-sensing element fill of the valve, and improper setting of the valve's superheat. [Język: EN] * Imposibilitatea mƒÉsurƒÉrii adecvate a fluxului agentului frigorific apare √Æn cazul supapelor de calitate inferioarƒÉ, a ma»ôinilor cu numƒÉr mare de km la bord ca urmare a uzurii sau atunci c√¢nd apar scurgeri la senzorul supapei. O altƒÉ cauzƒÉ poate fi setarea inadecvatƒÉ a senzorului cu func»õie de detectare a supra√ÆncƒÉlzirii supapei. * ¬† * It occurs when the valve's primary control (power) element is out of the proper sensing and reaction settings. The fault may lead to insufficient or excessive refrigerant flow to the evaporator, and none of these scenarios are good for the system. When too little refrigerant is released, the evaporator's heat exchange efficiency reduces significantly as only a small part of its core is utilized. It will cause the system to underperform and expose the compressor to an extensive load and possibly overheating and faster wear (less refrigerant also means less oil carried around to lubricate the inner parts). On the other side, too much refrigerant flow may lead to uncontrolled system performance. There is a high risk of liquid refrigerant exiting the evaporator (No superheat condition), leading to severe compressor failures by so-called slugging.¬† * MƒÉsurarea inadecvatƒÉ are loc atunci c√¢nd componenta de comandƒÉ a supapei (senzorul) este √Æn afara domeniului setat pentru care a fost creat(ƒÉ). AceastƒÉ eroare poate duce la circularea insuficientƒÉ sau excesivƒÉ a agentului frigorific cƒÉtre evaporator cu men»õiunea cƒÉ nici unul din aceste scenarii nu este benefic pentru sistem. Atunci c√¢nd se elibereazƒÉ o cantitate prea micƒÉ de agent frigorific, eficien»õa evaporatorului se reduce semnificativ pe partea de schimb de cƒÉldurƒÉ, deoarece se folose»ôte doar o micƒÉ parte din serpentina / microtubulaturile de lucru. Drept urmare, sistemul va avea performan»õe slabe, iar compresorul va fi expus suprasarcinii »ôi unei posibile supra√ÆncƒÉlziri »ôi uzuri rapide (o cantitate mai micƒÉ de agent frigorific presupune circularea unei cantitƒÉ»õi mai mici de ulei, care sƒÉ lubrifieze componentele interne). Pe cealaltƒÉ parte, o cantitate prea mare de agent frigorific poate avea drept rezultat o performan»õƒÉ necontrolatƒÉ. ExistƒÉ un risc mare ca agentul frigorific √Æn stare lichidƒÉ sƒÉ iasƒÉ din evaporator (fƒÉrƒÉ supra√ÆncƒÉlzire) »ôi sƒÉ ducƒÉ la apari»õia unor defec»õiuni severe ale compresorului prin a»ôa numitul »ôoc hidraulic. --- ## Stuck valve [Język: EN] * Blocarea supapei * Most commonly, the problem has a root cause in impurities and debris inside the¬†AC loop linked to the inappropriate use of additives for the AC system, worn receiver-dryer, particle formation after compressor seizure, or improper/lack of flushing procedure. * De cele mai multe ori, cauza problemei o reprezintƒÉ prezen»õa impuritƒÉ»õilor »ôi reziduurilor √Æn circuitul AC corelatƒÉ cu folosirea inadecvatƒÉ a aditivilor destina»õi sistemului AC, dar »ôi cu uzarea filtrului uscƒÉtor, formarea de particule ca urmare a defectƒÉrii compresorului sau cu o procedurƒÉ neadecvatƒÉ de curƒÉ»õare a sistemului, respectiv neefectuarea unei astfel de proceduri. * ¬†¬† * Depending on the position where the valve is stuck, several outcome scenarios are possible. A fully closed or clogged valve will lead to a limited flow of the refrigerant. Besides reduced efficiency, lack of lubrication, slight/no cooling produced, this will also drastically increase the system's high-pressure side pressure and cause the AC compressor to overheat/seize. Some modern vehicles applying pressure sensors right after the compressor will protect it from seizure, shutting it at the right time. In simpler design systems or those with fixed displacement or scroll-type compressors, the valve can lead to severe compressor failures when stuck closed. Another case is when the valve is stuck fully/partially opened. That means there will be no/insufficient pressure drop occurring within the TXV; thus, the low side service port will show too high pressure. This type of failure will most probably provoke no refrigerant state change, thus losing thermal efficiency (Oil dilutes), potentially frosted suction line. In this case, poor system performance will be noticed as the first symptom, but in the end, the compressor is probably seizing due to slugging or overheating as the refrigerant provides no cooling factor. * √én func»õie de pozi»õia √Æn care se blocheazƒÉ supapa, apar c√¢teva scenarii posibile. DacƒÉ supapa este blocatƒÉ sau colmatatƒÉ, se limiteazƒÉ circularea agentului frigorific √Æn sistem. Pe l√¢ngƒÉ reducerea eficien»õei, lipsa de lubrifiere, rƒÉcirea insuficientƒÉ / lipsa procesului de rƒÉcire, presiunea din sistem va cre»ôte drastic »ôi va duce la supra√ÆncƒÉlzirea / defectarea compresorului AC. ExistƒÉ »ôi ma»ôini moderne cu senzori de presiune amplasa»õi chiar dupƒÉ compresor, care √Æl protejeazƒÉ »ôi √Æl opresc la momentul potrivit. La sistemele cu design mai simplu, cele cu pozi»õie fixƒÉ sau compresoarele cu spiralƒÉ, blocarea supapei √Æn pozi»õie √ÆnchisƒÉ poate duce la defectarea gravƒÉ a compresorului. Un alt scenariu apare atunci c√¢nd supapa este blocatƒÉ complet / deschisƒÉ par»õial. Acest lucru √ÆnseamnƒÉ cƒÉ presiunea nu va scƒÉdea deloc sau va scƒÉdea pu»õin la supapa de expansiune, iar portul de servisare din partea de joasƒÉ presiune va indica o presiune prea mare. Cel mai probabil acest tip de eroare nu va avea drept rezultat schimbarea stƒÉrii de agregare a agentului frigorific, iar eficien»õa termicƒÉ se va pierde (uleiul se va dilua), exist√¢nd posibilitatea sƒÉ fie √Ænghe»õatƒÉ conducta de aspira»õie. √én acest caz, primul simptom observat va fi func»õionarea sistemului sub parametri. √én cele din urmƒÉ compresorul se va gripa, cel mai probabil din cauza »ôocului hidraulic sau supra√ÆncƒÉlzirii, deoarece agentul frigorific nu va mai asigura rƒÉcirea. --- ## (table/bar/separate color) [Język: EN] * You can avoid many severe compressor failures by considering the TXV during system troubleshooting. Pay extra attention to the valve when the original compressor is seized and replacement is needed.¬† * Defectarea compresorului poate fi evitatƒÉ dacƒÉ se »õine cont de supapa de expansiune atunci c√¢nd se fac verificƒÉri. Acorda»õi aten»õie sporitƒÉ supapei atunci c√¢nd compresorul original e gripat »ôi se impune √Ænlocuirea acestuia. * ¬† * See what's recommended by AC specialists:¬† * Vede»õi recomandƒÉrile speciali»ôtilor AC: * ¬† * ‚Ä¢ Learn the system design before troubleshooting the system to find the potential TXV problems. There are many system designs, and symptoms may differ depending on the compressor type, number, and type of pressure sensors and the system control type. * Studia»õi schema sistemului √Ænainte de detectarea defec»õiunilor pentru a putea descoperi poten»õialele probleme ale supapei de expansiune. ExistƒÉ multe sisteme cu arhitecturƒÉ diferitƒÉ, iar simptomele pot sƒÉ difere √Æn func»õie de tipul de compresor, model, tipul de senzori de presiune »ôi tipul de comandƒÉ al sistemului. * ¬† * ‚Ä¢ Perform an extended AC system diagnostics. Troubleshooting the system operating pressures using pressure gauges may reveal the most common issues with the expansion valve. Refer to Nissens' service poster with the operating pressures scenario. * Efectua»õi o diagnozƒÉ extinsƒÉ a sistemului AC. Folosirea manometrului pentru mƒÉsurarea presiunii de func»õionare a sistemului poate indica cele mai comune defec»õiuni ale supapei de expansiune. Vede»õi posterul Nissens referitor la presiunile de func»õionare. * ¬† * ‚Ä¢ Superheat measured at the evaporator's outlet can help you conclude whether the TXV, thus the system, operates optimally. Measure the evaporator's outlet temperature and the actual LP side pressure. Link the LP pressure to the refrigerant saturation temperature using the P-T table for the given refrigerant type. Subtracting the two temperatures will read the actual superheat value. * Supra√ÆncƒÉlzirea mƒÉsuratƒÉ la ie»ôirea din evaporator vƒÉ poate ajuta sƒÉ vede»õi dacƒÉ supapa de suprapresiune »ôi implicit sistemul func»õioneazƒÉ √Æn parametri. MƒÉsura»õi temperatura la ie»ôirea din evaporator »ôi presiunea LP pe partea de joasƒÉ presiune. Corela»õi presiunea LP cu temperatura de satura»õie a agentului frigorific, folosindu-vƒÉ de tabelul P-T alocat tipului de agent frigorific dat. Prin scƒÉderea celor douƒÉ temperaturi se va afla valoarea actualƒÉ a gradului de supra√ÆncƒÉlzire. --- ## ‚Ä¢ Along with other parts, always replace the TXV valve with the AC¬†compressor replacement. TXV is a relatively small cost add-on but can save you from severe failures. Always replace the valve if the system is diagnosed with severe contamination and after the compressor breakdown caused by seizure/overheating. [Język: EN] * Se recomandƒÉ √Ænlocuirea supapei de expansiune, dar »ôi a altor componente, odatƒÉ cu √Ænlocuirea compresorului AC. Supapa de expansiune este o piesƒÉ relativ ieftinƒÉ, care vƒÉ poate ajuta sƒÉ evita»õi defec»õiuni majore. √énlocui»õi supapa dacƒÉ sistemul este diagnosticat cu contaminare severƒÉ, dar »ôi dacƒÉ compresorul se defecteazƒÉ din cauza gripƒÉrii / supra√ÆncƒÉlzirii. * ¬† * ‚Ä¢ Remember to flush the AC system before fitting the new AC compressor and by the TXV replacement. Make sure no debris, no moisture, or flushing agent residues are left in the system. Replace the condenser with a micro-tube design as it is impossible to flush.¬† * Aminti»õi-vƒÉ sƒÉ curƒÉ»õa»õi sistemul AC √Ænainte de montarea noului compresor AC »ôi a supapei de expansiune. Asigura»õi-vƒÉ cƒÉ √Æn sistem nu au rƒÉmas impuritƒÉ»õi, umiditate sau reziduuri ale solu»õiei de curƒÉ»õare. √énlocui»õi condensatorul cu design micro-tubular, deoarece acesta nu poate fi curƒÉ»õat. * ¬† * ‚Ä¢ A nitrogen-based pressure test and a long-term vacuum are obligatory before recharging the system as they help eliminate moisture remaining in the loop. * Testul de presiune pe bazƒÉ de azot »ôi vacuumarea pe o perioadƒÉ mai lungƒÉ de timp sunt obligatorii √Ænainte de re√ÆncƒÉrcarea sistemului, deoarece ajutƒÉ la eliminarea umiditƒÉ»õii din circuit. * ¬† * (table/bar )‚Ä®Learn more about the TXV and AC system troubleshooting in the¬†related materials from Nissens * Afla»õi mai multe despre detectarea defec»õiunilor la supapa de expansiune »ôi sistemul AC din materialele Nissens pe aceea»ôi temƒÉ. * ¬†¬† * ‚Ä¢ Technical Bulletin ‚Äì TXV malfunction * Buletinul tehnic ‚Äì defectarea supapei de expansiune * ‚Ä¢ Case Study ‚Äì why it is worth replacing TXV by the compressor replacement * Studiu de caz ‚Äì de ce e importantƒÉ √Ænlocuirea supapei de expansiune odatƒÉ cu compresorul * ‚Ä¢ Short movie, TXV replaced in the garage * Video scurt, supapƒÉ de expansiune √ÆnlocuitƒÉ √Æn garaj * ‚Ä¢ System Pressure Diagnostics Poster * Poster cu privire la diagnosticarea presiunii din sistem --- ## Technical Bulletin ‚Äì TXV malfunction [Język: EN] * Case Study ‚Äì why it is worth replacing TXV by the compressor replacement * Short movie, TXV replaced in the garage * System Pressure Diagnostics Poster --- ## (table/bar/small text)‚Ä®This series of technical articles have been written based on the technical insights from the AC system professionals with many years in the system service field, Nissens' quality engineers, and Nissens' technical trainers involved in the best AC service practice sharing. [Język: EN] * AceastƒÉ serie de articole tehnice a fost scrisƒÉ √Æn baza observa»õiilor fƒÉcute de profesioni»ôtii experimenta»õi din domeniul sistemelor AC, a inginerilor de calitate »ôi a trainerilor tehnici Nissens implica»õi √Æn cele mai bune »ôcolarizƒÉri bazate pe practica fƒÉcutƒÉ. --- ## (2 x Pictures ‚Äì From TB TXV + descirptions)‚Ä®‚Ä®Impurities and debris concentration inside the TXV. System contamination, additives, worn receiver-dryer, particle formation after AC compressor seizure, improper flushing - all these may lead to inner blockages of the valve. [Język: EN] * ImpuritƒÉ»õi »ôi particule de murdƒÉrie √Æn supapa de expansiune. Contaminarea sistemului, aditivii, uzarea filtrului uscƒÉtor, formarea de particule dupƒÉ griparea compresorului AC, curƒÉ»õarea inadecvatƒÉ pot duce la formarea de blocaje √Æn interiorul supapei. * Severe AC compressor failure > seizure. Impaired lubrication caused by overheating, lubricant dilution or excessive impurities formation. All can be linked with a faulty TXV. * Defectarea gravƒÉ a compresorului AC > griparea compresorului. Lubrifierea defectuoasƒÉ cauzatƒÉ de supra√ÆncƒÉlzire, diluarea lubrifiantului sau formarea excesivƒÉ de impuritƒÉ»õi pot fi corelate cu defectarea supapei de expansiune. --- ## Nissens‚Äô Technical bulletin Trucks [Język: PL] * BIULETYN TECHNICZNY NISSENS ‚Äì samochody ciƒô≈ºarowe --- ## Consequence for engine and CHARGE AIR COOLING [Język: EN] * WP≈ÅYW EURO 6 NA UK≈ÅAD CH≈ÅODZENIA SILNIKA I INTERCOOLER * The introduction of the Euro 6 standards requires increased cooling performance of the engine. In some cases the increase exceeds 25 percent compared to the engines based on the Euro 5 standards. * Wprowadzenie normy Euro 6 wymaga≈Ço zwiƒôkszenia wydajno≈õci ch≈Çodzenia silnika. W niekt√≥rych przypadkach wzrost ten wynosi ponad 25% w por√≥wnaniu do silnik√≥w opartych na normie Euro 5. --- ## In addition, there is also a higher operating strength as both temperatures and pressure cycles increase in intensity and frequency. [Język: EN] * Ponadto wymagana jest wiƒôksza wytrzyma≈Ço≈õƒá element√≥w uk≈Çadu ch≈Çodzenia, poniewa≈º ro≈õnie zar√≥wno temperatura, jak i ci≈õnienie pracy. * Charging air cooling also requires improvement as the charge pressure and turbo output temperature increase. * Uk≈Çad ch≈Çodzenia powietrza r√≥wnie≈º wymaga≈Ç udoskonalenia, gdy≈º wzros≈Ço ci≈õnienie oraz temperatura wyj≈õciowa gaz√≥w z turbosprƒô≈ºarki. --- ## Perfect Fitting [Język: EN] * Idealne dopasowanie * Perfect finish in every detail such as water tanks, connections, threads, bolts, gaskets, mounting brackets, etc. This enables a quick and trouble-free installation. * Doskona≈Çe wyko≈Ñczenie element√≥w sk≈Çadowych ch≈Çodnicy, tj. zbiorniki, kr√≥ƒáce, gwinty, ≈õruby, uszczelki, wsporniki monta≈ºowe itp., zapewniajƒÖ szybki i bezproblemowy monta≈º. --- ## Top quality raw materials. Truck radiators aluminium sourced solely from European suppliers. [Język: EN] * Zoptymalizowany proces spiekania aluminium, realizowany w technologii controlled atmosphere brazing (CAB), powoduje powstawanie wysokowydajnych rdzeni ch≈Çodnic, pozbawionych zanieczyszcze≈Ñ powierzchniowych. * Surowce najwy≈ºszej jako≈õci. Materia≈Çy na rdzenie do ch≈Çodnic przeznaczonych do aut ciƒô≈ºarowych pozyskiwane wy≈ǃÖcznie od europejskich dostawc√≥w. --- ## Enhanced Pressure Impulse Stress Resistance [Język: EN] * Zwiƒôkszona odporno≈õƒá na impulsy ci≈õnienia * Specially designed metal profile installed between mounting frame and the radiator core to ensure enhanced durability of the radiator construction. construction * Specjalnie zaprojektowane profile metalowe, umieszczony pomiƒôdzy rdzeniem ch≈Çodnicy a ramƒÖ monta≈ºowƒÖ, w celu ograniczenia wp≈Çywu rozszerzalno≈õci cieplnej na rdze≈Ñ ch≈Çodnicy. --- ## Improved design of frame bolts. Nissens‚Äô pin-bolts ensure much higher flexibility to the radiator construction when exposed to thermal expansion effects. Nissens‚Äô pin-bolts are also delivered with no-frame radiators for selected models. [Język: EN] * Ulepszona konstrukcja ram ch≈Çodnic Nissens, z wykorzystaniem suwliwych sworzni monta≈ºowych, zapewniajƒÖcych wysoki stopie≈Ñ redukcji naprƒô≈ºe≈Ñ termicznych. Do wybranych modeli ch≈Çodnic oferowanych w sprzeda≈ºy jako opcja ‚Äûbez ram‚Äù, sworznie monta≈ºowe sƒÖ dostarczane razem z ch≈ÇodnicƒÖ, w standardzie. --- ## The s.l. Truck racing expirence [Język: EN] * NISSENS ‚Äì PARTNER TECHNICZNY ZESPO≈ÅU WY≈öCIGOWEGO S.L TRUCK RACING * Nissens is technical partner, and supplier of engine cooling components, to FIA Truck Racing Rookie of the Year, Sascha Lenz. * Nissens jest partnerem technicznym i oficjalnym dostawcƒÖ element√≥w ch≈Çodzenia silnika dla S.L TRUCK RACING TEAM, startujƒÖcego w europejskich wy≈õcigach ciƒô≈ºar√≥wek. * ‚ÄúWe tested the Nissens system during our race at Hungaroring. With a 38C¬∞ air temperature, the Nissens cooler kept the temperature at 90C¬∞ while the OE cooler reached 113C¬∞. The performance of Nissens components gives us an competitive advantage‚Äù - Sascha Lenz, FIA Truck Racing Rookie of the Year. * ‚Äú Testowali≈õmy uk≈Çad ch≈Çodzenia Nissens podczas naszego wy≈õcigu na torze Hungaroring. Przy temperaturze powietrza 38C¬∞ * Ch≈Çodnica Nissens utrzymywa≈Ça bezpiecznƒÖ temperaturƒô na poziomie 90C¬∞, podczas gdy ch≈Çodnica OE osiƒÖga≈Ça temperaturƒô 113C¬∞. Wydajno≈õƒá komponent√≥w Nissens daje nam przewagƒô na konkurencjƒÖ‚Äù ‚Äì m√≥wi Sasha Lenz ‚Äì Debiutant Roku FIA Truck Racing. * Jan Zieleskiewicz | J a n | Z i e l e s k i e w i c z | ‚àö√ò√é/ | √† | ) | ¬ø√ò√ã/ | √Ñ ¬°@√î‚Äö | Nissens Technical Article April 2021 * CLIMATE COMFORT SYSTEM * SISTEMA DI COMFORT CLIMATICO * (table/bar/small text)‚Ä®This series of technical articles have been written based on the technical insights from AC system professionals with many years in the system service field, Nissens' quality engineers, and Nissens' technical trainers involved in the best AC service practice sharing. * Questa serie di articoli tecnici √® stata scritta sulla base delle intuizioni tecniche da parte dei professionisti del sistema di aria condizionata con molti anni nel campo dell‚Äôassistenza, ingegneri di qualit√† ed i formatori tecnici di Nissens sono coinvolti nella condivisione delle migliori pratiche di assistenza per l‚Äôaria condizionata. --- ## AC System Flushing [Język: EN] * Lavaggio del sistema di aria condizionata‚Ä®Complete review of the most basic and the most critical service procedure recommended by experts and by the major compressor manufacturers * Revisione completa delle procedure di assistenza pi√π semplici e critiche che sono raccomandate dagli esperti e dai principali produttori di compressori. * ‚Ä®One of the major problems that any AC system can suffer from is inner impurities. The refrigerant and lubricant necessary for the system's vital operation can get contaminated by various substances. Moisture, particle formation due to uncontrolled chemical reactions, or careless use of additives such as UV dye or leak-stop agents are among the most common contaminant sources. All of these problems can quickly cause clogs in the narrow system channels leading to consequential severe failures.¬† --- ## Il design moderno del Sistema di aria condizionata utilizza molti componenti con passaggi molto stretti. La maggior parte delle auto odierne applica condensatori a micro tubi con canali di piccolo diametro. Un altro esempio sono i compressori dell‚Äôaria condizionata controllati esternamente con valvola ECV precisa e molto sensibile alle impurit√†, che regola la capacit√† di pompaggio. Il dispositivo di espansione del sistema e del TXV, in particolare, sono altri tipi di componenti a ciclo continuo che possono rapidamente soffrire le impurit√† limitando il corretto funzionamento. Tutti questi possono essere ostruiti da particelle, schegge o persino da un lubrificante troppo viscoso che non corrisponde alle specifiche dell‚Äôauto. Qualsiasi restrizione o arresto del flusso pu√≤ avere conseguenze catastrofiche. Il flusso refrigerante limitato porter√† ad una diminuzione delle prestazioni del sistema, causer√† aumenti istantanei della pressione, comprometter√† la lubrificazione complessiva del sistema e di conseguenza creer√† un carico di temperatura anormale che √® molto pericoloso per il compressore dell‚Äôaria condizionata. [Język: EN] --- ## Inoltre, √® anche fondamentale menzionare che i potenziali contaminanti del sistema e l‚Äôumidit√† influenzano il lubrificante, alternandone le caratteristiche. Questi possono influenzare istantaneamente le parti meccaniche del compressore, esponendolo a grippaggi. Allo stesso modo, se il lubrificante viene diluito da un uso eccessivo di additivi (come il sovradosaggio con colorante UV), la condizione impropria porter√† a guasti irreversibili del compressore. [Język: EN] --- ## Flushing ABC¬† [Język: EN] * Risciacquo ABC * ‚Ä®There are several basic rules you have to observe to flush appropriately. The AC compressor must be detached. You will probably be replacing the compressor after, but if not, the compressor must be separated or bypassed from the flushing. The system expansion devices, such as either orifice tube or expansion valve, should be detached or bypassed, too. The receiver dryer or desiccant should be removed and replaced after flushing. Parallel-flow, thin and micro-tubes condensers, and evaporators cannot be flushed effectively and should be replaced or back flushed whenever serious contaminants impaired the system or by the previous compressor seizure. * Ci sono diverse regola di base che vanno osservate per effettuare il risciacquo corretto. Il compressore dell‚Äôaria condizionata deve essere staccato. Probabilmente il compressore verr√† sostituito successivamente, ma in caso contrario, il compressore deve essere separato o passato al lavaggio. I dispositivi di espansione del sistema, come il tubo dell‚Äôorifizio o la valvola di espansione, devono essere staccati o passati. L‚Äôessicatore deve essere rimosso e sostituito dopo il lavaggio. Condensatori ed evaporatori a flusso parallelo, a tubi sottili e microtubi, non possono essere lavati in modo efficace e devono essere sostituiti o risciacquati ogni volta che contaminanti gravi hanno danneggiato il sistema o dal precedente grippaggio del compressore. * When it comes to the flushing methods, several are worth considering and are relatively accessible. It all depends on the garage equipment and possible access to extra tools. In general, the flushing must be effective and should not harm the system, which might be the case by the use of improper methods.¬† * Quando si tratta dei metodi di lavaggio, molti meritano di essere presi in considerazione e sono relativamente accessibili. Tutto dipende dall‚Äôattrezzatura del garage e dal possibile accesso a strumenti extra. In generale, il risciacquo deve essere efficace e non deve danneggiare il sistema, come potrebbe essere dovuto all‚Äôuso di metodi impropri. * Keep in mind! For any of the methods, the cleaning agent residues must be thoroughly removed after flushing, and the AC loop must always be thoroughly dried, preferably by means of nitrogen and a long-process vacuum. Once the AC system is properly flushed, and all of the necessary components have been replaced, you can proceed with the system charge by the prescribed type and volume of refrigerant and lubricant. Remember, flushing is not courtesy and can save you from a repeat repair after installing a new compressor.¬† * Tieni a mente! Per qualsiasi metodo, i residui di detergente devono essere completamente rimossi dopo il lavaggio ed il circuito di aria condizionata deve essere sempre completamente asciutto, preferibilmente mediante azoto ed un processo a vuoto. Una volta che il sistema di aria condizionata √® stato lavato correttamente e tutti i componenti necessari sono stati sostituiti, √® possibile procedere con il caricamento del sistema in base al tipo ed al volume prescritti di refrigerante e lubrificante. Ricorda, il lavaggio √® raccomandato e pu√≤ salvarti da una riparazione ripetuta dopo l‚Äôinstallazione di un nuovo compressore. --- ## (Pictures+descriptions) [Język: EN] * ‚Ä®Micro tube * Micro tubo‚Ä®The newest condenser design applies extremely narrow passages within the micro tubes below 1 mm thickness. The design offers a superior heat exchange but is also very susceptible to impurities. * Il nuovo design del condensatore applica passaggi estremamente stretti all‚Äôinterno dei micro tubi di spessore inferiore a 1 mm. Il design offre uno scambio termico superiore ma √® anche molto sensibile alle impurit√†. * Receiver dryer * Essicatore del ricevitore.‚Ä®Excessive contamination spotted on the receiver dryer‚Äôs couplings. This system suffer from severe contamination and must critically be flushed. * Eccessiva contaminazione individuate sugli accoppiamenti del ricevitore essicatore. Questo sistema soffre di una grave contaminazione e deve essere lavato in modo critico. * Compressor suction port * Porta di aspirazione del compressore.‚Ä®Jelly-like or crystallized sticky substance at the compressor‚Äôs suction port. This severe pollution was caused by uncontrolled chemical reaction of moisture and additives like leak-stop agents. Only flushing can remove it all from the loop. * Sostanza appiccicosa-gelatinosa o cristallizzata alla porta di aspirazione del compressore. Questo grave inquinamento √® stato causato da una reazione chimica incontrollata di umidit√† e additivi come agenti di arresto delle perdite. Solo il lavaggio pu√≤ rimuovere tutto dal circuito. * (Tip frame + Sight glass isolated) * (cornice punta + | vetro spia isolato) --- ## To find more technical support assets as well as possible training and learning modules from Nissens, visit showroom. [Język: EN] * Per trovare ulteriori risorse di support tecnico e possibili moduli di formazione ed apprendimento da Nissens, visitate il nostro showroom. * ‚Ä®Visit Showroom (button) --- ## PLEASE LEAVE ALL ENGLISH TEXT AND ADD YOUR TRANSLATION SECTION BY SECTION IN ORDER FOR US TO IMPLEMENT/UNDERSTAND THE MEANING OF ALL TEXT, THANK YOU. ALSO KEEP ALL BOLD TEXT BOLD. [Język: DK] * ‚Ä® * ENGLISH * TRANSLATION * TECHNICAL BULLETIN TURBOCHARGER INSTALLATION * TEKNISK NYHEDSBLAD INSTALLATION AF TURBOLADER --- ## ISSUE [Język: EN] * PROBLEM * INTAKE AIR SYSTEM‚Ä®COMPRESSOR WHEEL DAMAGES BY FOREIGN OBJECTS * LUFTTILF√òRSELSSYSTEM‚Ä®BESKADIGELSER P√Ö KOMPRESSORHJUL SOM F√òLGE AF FREMMEDLEGEMER --- ## (Picture)‚Ä®Compressor wheel damage caused by foreign objects [Język: DK] * (Billede)‚Ä®Beskadigelse af kompressorhjul, for√•rsaget af fremmedlegemer. * ‚Ä®The material and its contents are provided without warranty of any kind, and by publishing it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to comply with the right service and maintenance procedures. Nissens Automotive shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * ‚Ä®Materialet og dets indhold stilles til r√•dighed uden nogen form for garanti, og vi fral√¶gger os ethvert ansvar ved dets udgivelse. F√∏lg altid anvisningerne fra den givne k√∏ret√∏jsproducent for at overholde de korrekte service- og vedligeholdelsesprocedurer. Nissens Automotive er ikke ansvarlig for nogen skader p√• ejendom eller personskader, direkte eller indirekte skader p√• grund af fejl eller driftsstop for k√∏ret√∏jet, som er for√•rsaget af forkert anvendelse, montering og/eller misbrug af vores produkter. * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com/turbo * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Danmark. Bes√∏g www.nissens.com/turbo for at f√• flere tekniske oplysninger og kontaktoplysninger. --- ## NISSENS‚Äô TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] * NISSENS TEHNIƒåKI BILTEN KOMPONENTE KLIMA SISTEMA --- ## ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information visit our website www.nissens.com. * ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. ‚Ä®Za daljnje tehniƒçke informacije i kontakt molimo posjetite na≈°u web stranicu www.nissens.com. --- ## ENGLISH [Język: DK] * TRANSLATION * TECHNICAL BULLETIN TURBOCHARGER INSTALLATION * TEKNISK NYHEDSBLAD INSTALLATION AF TURBOLADER * ISSUE * PROBLEM * POSSIBLE OIL CARBONIZING AND FLOW RESTRICTIONS‚Ä®OIL FEED LINE PLACED VERY CLOSE TO THE EXHAUST MANIFOLD * MULIG OLIEFORKULNING OG STR√òMNINGSBEGR√ÜNSNINGER‚Ä®OLIETILF√òRSELSLINJE PLACERET MEGET T√ÜT P√Ö UDST√òDNINGSMANIFOLDEN * The turbo oil feed line in this particular engine model is placed very near the engine‚Äôs exhaust manifold. ‚Ä®The high temperatures generated by the exhaust gases flowing through the manifold exposes the oil stream inside the feed line to high thermal stress. This leads to the formation of solid particles inside the pipe due to oil coking and carbonizing. * Turboens olietilf√∏rselslinje i denne bestemte motormodel er placeret meget t√¶t p√• motorens udst√∏dningsmanifold. ‚Ä®De h√∏je temperaturer, der genereres af de udst√∏dningsgasser, der l√∏ber gennem manifolden, uds√¶tter oliestr√∏mmen i tilf√∏rselslinjen for h√∏j termisk belastning. Det f√∏rer til dannelse af faste partikler inden i r√∏ret p√• grund af olietilsodning og -forkulling. * Consequently, the feed oil flow gets restricted. An excessive formation of the particles will contaminate the lubricant. Particles, when loosened (e.g. by moving the pipe) can then get to the turbo bearing/shaft. All these instances are very harmful to the shaft operation. The shaft gets under-lubricated and will seize. Seizure can block the shaft completely and cause the compressor nut to unscrew, leading to further mechanical damages. * Derfor bliver olietilf√∏rselsstr√∏mmen begr√¶nset. For stor dannelse af partikler vil kontaminere sm√∏remidlet. N√•r partikler l√∏snes (f.eks. ved bev√¶gelse af r√∏ret), kan de derefter n√• til turbolejet/-akslen. Alle disse forekomster er meget skadelige for akselfunktionen. Akslen bliver undersmurt og vil s√¶tte sig fast. Sammenbr√¶nding kan blokere akslen helt og f√• kompressorm√∏trikken til at skrue sig l√∏s, hvilket f√∏rer til yderligere mekanisk beskadigelse. * RECOMMENDED SOLUTION * ANBEFALET L√òSNING * To avoid critical failures of the new turbo we highly recommend the following actions ‚Ä®‚Ä® Before installing the new turbo * S√• du kan undg√• kritiske fejl i den nye turbo, anbefaler vi st√¶rkt, at du udf√∏rer f√∏lgende handlinger ‚Ä®‚Ä® F√∏r installation af den nye turbo * ‚Ä¢ Install new oil feed line (Effective cleaning impossible due to design) * ‚Ä¢ Install√©r en ny olietilf√∏rselslinje (effektiv reng√∏ring umuligt p√• grund af design) * Once turbo is installed, remember to check the oil pressure on the oil feed line ‚Ä®or check the oil flow when decoupling the oil return line from the installed turbo * N√•r turboen er installeret, skal du huske at kontrollere olietrykket i olietilf√∏rselslinjen ‚Ä®eller kontrollere oliestr√∏mmen, n√•r olietilf√∏rselslinjen kobles fra den installerede turbo. * NB! When installing the new turbo from Nissens, always comply with the installation instructions included in the product box. Disregarding of the above instructions may lead to serious, irreversible failures of the newly installed turbocharger or/and of the engine. * BEM√ÜRK! N√•r du installerer den nye turbo fra Nissens, skal du altid overholde de installationsvejledninger, der er inkluderet i produktpakken. Manglende overholdelse af de ovenn√¶vnte vejledninger kan f√∏re til alvorlige, uoprettlige fejl i den nyinstallerede turbolader eller/og motoren. * (picture)‚Ä®Design of the oil feed with bends interferes with an effective cleaning * (billede)‚Ä®Design af olietilf√∏rslen med b√∏jninger forhindrer effektiv reng√∏ring. * OIL FEED LINE OE PART NO. * OLIETILF√òRSELSLINJE OE-DELNR. * ‚Ä®The material and its contents are provided without warranty of any kind, and by publishing it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to comply with the right service and maintenance procedures. Nissens Automotive A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * ‚Ä®Materialet og dets indhold stilles til r√•dighed uden nogen form for garanti, og vi fral√¶gger os ethvert ansvar ved dets udgivelse. F√∏lg altid anvisningerne fra den givne k√∏ret√∏jsproducent for at overholde de korrekte service- og vedligeholdelsesprocedurer. Nissens Automotive A/S er ikke ansvarlig for nogen skader p√• ejendom eller personskader, direkte eller indirekte skader p√• grund af fejl eller driftsstop for k√∏ret√∏jet, som er for√•rsaget af forkert anvendelse, montering og/eller misbrug af vores produkter. * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com/turbo * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Danmark. Bes√∏g www.nissens.com/turbo for at f√• flere tekniske oplysninger og kontaktoplysninger. --- ## What can impact the receiver dryer function? [Język: EN] * Ce anume poate afecta func»õionarea filtrului uscƒÉtor? * Wear ‚Ä®Filtering and desiccant layers are normally worn out after a period of time. This will cause the receiver dryer to lose its ability to properly filter the refrigerant and oil. * Uzura‚Ä®Straturile, care ajutƒÉ la filtrare »ôi uscare, se uzeazƒÉ √Æn mod normal dupƒÉ o anumitƒÉ perioadƒÉ de timp. Drept urmare, filtrul uscƒÉtor √Æ»ôi va pierde √Æn timp capacitatea de filtrare a agentului de refrigerare »ôi a uleiului. * System opening ‚Ä®If the system is opened during service procedures or the system is leaking, the extremely hygroscopic desiccant will attract moisture from the air, thus loss ability to remove any humidity from the system. Running the system empty due to leakages will also negatively impact the receiver dryer. * Interven»õii suportate de sistem‚Ä®√én cazul √Æn care sistemul suportƒÉ interven»õii √Æn timpul procedurilor de servisare sau √Æn cazul √Æn care apar scurgeri, agentul deshidratant va atrage umiditatea din aer »ôi √Æ»ôi va pierde astfel proprietatea de √ÆnlƒÉturare a umiditƒÉ»õii din sistem. Filtrul uscƒÉtor va fi afectat negativ »ôi √Æn cazul √Æn care sistemul se va goli √Æn urma scurgerilor »ôi va func»õiona necorespunzƒÉtor. * Excessive system pollution ‚Ä®Particles produced by chemical reactions caused by wrong use of additives (flushing, leak-stop agents), wrong oil mixtures, particles from compressor seizure, inner corrosion and/or carbonized oil caused by overheating, can quickly soil and clog the receiver dryer. --- ## Too much oil in the system ‚Ä®Exceeded lubricant volume reduces the dryer ability to filter the system properly as the desiccant and filter layers become too oily or soaking. Too much UV agent or flushing agent residues in the system will have the same effect on the receiver dryer. [Język: EN] * Prea mult ulei √Æn sistem ‚Ä®AdƒÉugarea unei cantitƒÉ»õi prea mari de ulei reduce capacitatea uscƒÉtorului de a filtra corespunzƒÉtor, deoarece straturile de desicare »ôi filtrare devin uleioase sau se √ÆmbibƒÉ cu prea mult ulei. Reziduurile rƒÉmase √Æn sistem de la solu»õiile UV sau cele de curƒÉ»õare vor avea acela»ôi efect asupra filtrului uscƒÉtor. * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to follow the right service and maintenance procedures. Nissens A/S shall not be responsible for any property damage or personal injury, direct or indirect damage from failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. --- ## Nissens‚Äô Technical bulletin AC system / AC compressor [Język: EN] * A Nissens m≈±szaki k√∂zlem√©nye a kl√≠marendszerr≈ël √©s a kl√≠makompresszorr√≥l * Theme: AC system/compressor lubrication‚Ä®Avoid mixing PAG with universal oils * T√©ma: Kl√≠marendszer / kompresszor olajoz√°s * A PAG √©s az univerz√°lis olajok kever√©s√©nek elker√ºl√©se --- ## Background [Język: EN] * H√°tt√©rinform√°ci√≥ * PAG oil is the most common lubricant applied in modern automotive air conditioning systems running on R134A and R1234yf. It is a fully synthetic oil, offers efficient and universal lubricating parameters, is conductive, highly hygroscopic, and can be offered in several viscosity versions (46/100/150). * A PAG olaj a legelterjedtebb ken≈ëanyag az R134A-val √©s az R1234yf-fel √ºzemel≈ë, modern aut√≥ipari l√©gkondicion√°l√≥ rendszerekben. Ez teljesen szintetikus olaj, amely hat√©kony √©s univerz√°lis param√©terekkel rendelkezik, kondukt√≠v, er≈ëteljesen nedvsz√≠v√≥ √©s k√ºl√∂nb√∂z≈ë viszkozit√°s√∫ verzi√≥kban √©rhet≈ë el (46/100/150). * AC compressor manufactures specify the precise lubricant type and quantity required for a proper operation of their compressor pump. The advanced mechanical construction, moving components, and operation in high temperatures and pressures, require an excellent-matched lubrication to ensure proper functionality and long vitality. * A l√©gkondicion√°l√≥ gy√°rt√≥k meghat√°rozz√°k a kompresszoruk megfelel≈ë m≈±k√∂d√©s√©hez sz√ºks√©ges ken≈ëanyag pontos t√≠pus√°t √©s annak k√≠v√°nt mennyis√©g√©t. A fejlett mechanikai konstrukci√≥, a mozg√≥ alkatr√©szek √©s a nagy h≈ëm√©rs√©kleten, illetve nyom√°son val√≥ √ºzemel√©s t√∂k√©letesen testreszabott ken√©st ig√©nyel, az optim√°lis m≈±k√∂d√©s √©s a hossz√∫ √©lettartam √©rdek√©ben. --- ## Problem [Język: EN] * Ok √©s okozat * A common reason for AC Compressor failure is applying oil different from the lubricant recommended by the compressor manufacturer. For instance by filling up the system, where the originally applied PAG oil (Poly Alkylene Glycol) is mixed with a universal PAO oil (Poly Aphaolefins Oil) with viscosity parameter 68. Although in general, the PAO and PAG characteristics seem be similar, their viscosity parameter is different. Applying an oil of a different viscosity than required by the compressor producer can lead to compressor serious failures, which, in most cases, will lead to a claim rejection. * A kl√≠makompresszorok meghib√°sod√°s√°nak egyik f≈ë oka a gy√°rt√≥ aj√°nl√°s√°t√≥l elt√©r≈ë ken≈ëanyag alkalmaz√°sa. Ilyen p√©ld√°ul egy eredetileg PAG (Poli-Alkil√©n-Glikol) olajjal √ºzemel≈ë rendszer kever√©se univerz√°lis, 68-as viszkozit√°s√∫ PAO (Poli-Alfa-Olefin) olajjal. B√°r a PAO √©s a PAG √°ltal√°nos karakterisztik√°ja hasonl√≥nak t≈±nik, viszkozit√°si param√©ter√ºk elt√©r≈ë. A gy√°rt√≥i el≈ë√≠r√°st√≥l elt√©r≈ë viszkozit√°s√∫ olaj alkalmaz√°sa s√∫lyos kompresszor-meghib√°sod√°shoz vezethet, ami miatt a legt√∂bb esetben a reklam√°ci√≥ elutas√≠t√°sra ker√ºl. --- ## Recommended Solution [Język: EN] * Megold√°si javaslatok * Always follow the compressor or car manufacturer guidelines for the right selection of the lubricant for the AC compressor. Nissens compressors are always delivered with a warranty and installation guide book describing the proper installation procedure. * A kl√≠makompresszor ken≈ëanyag√°nak kiv√°laszt√°s√°n√°l minden esetben k√∂vetni kell a j√°rm≈±gy√°rt√≥ vagy a kompresszorgy√°rt√≥ el≈ë√≠r√°sait. A Nissens a kompresszorait minden esetben garanci√°val k√≠n√°lja, illetve mell√©kel egy √∫tmutat√≥t a helyes beszerel√©sr≈ël. * Furthermore, Nissens compressors are always pre-filled with the right quantity and viscosity PAG oil and there is therefore no need to add any extra oil. Nissens applies solely a high quality double end-capped PAG lubricant. A double end-capped PAG oil is chemically inactive and stable, offering exceptionally good lubrication characteristics, high moisture tolerance at high temperatures, and does not react chemically to form harmful acids/compounds. * Ezen k√≠v√ºl a Nissens kompresszorok el≈ëre fel vannak t√∂ltve a megfelel≈ë mennyis√©g≈± √©s viszkozit√°s√∫ PAG olajjal, √≠gy nincs sz√ºks√©g tov√°bbi felt√∂lt√©sre. Kiz√°r√≥lag a Nissens alkalmaz magas min≈ës√©g≈±, cs√∂kkentett p√°ramegk√∂t√©si k√©pess√©ggel rendelkez≈ë PAG ken≈ëanyagot. Ez a PAG olajt√≠pus k√©miailag inakt√≠v √©s stabil, √≠gy biztos√≠t k√ºl√∂nlegesen j√≥ ken√©si karakterisztik√°t, magas h≈ëm√©rs√©kleten is kiv√°l√≥ nedvess√©g toleranci√°t, tov√°bb√° nem l√©p k√©mia reakci√≥ba k√∂rnyezet√©vel, mellyel k√°ros savak √©s vegy√ºletek keletkezhetn√©nek. * ‚Ä®Why avoid mixing PAG with universal oils? * Mi√©rt ne keverj√ºk a PAG olajat univerz√°lis olajokkal? --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. ‚Ä®For further technical and contact information, visit our website www.nissens.com. [Język: EN] * Tov√°bbi technikai inform√°ci√≥√©rt √©s az el√©rhet≈ës√©gek√©rt l√°togasson el honlapunkra: www.nissens.com --- ## Excessive system pollution ‚Ä®Particles produced by chemical reactions caused by wrong use of additives (flushing, leak-stop agents), wrong oil mixtures, particles from compressor seizure, inner corrosion and/or carbonized oil caused by overheating, can quickly soil and clog the receiver dryer. [Język: EN] * Sistemin a≈üƒ±rƒ± kirlenmesi * Katkƒ± maddelerinin hatalƒ± kullanƒ±mlarƒ± sonucu olu≈üan kimyasal reaksiyonlar tarafƒ±ndan √ºretilen par√ßacƒ±klar (yƒ±kama, sƒ±zƒ±ntƒ± durdurucu maddeler), hatalƒ± yaƒü karƒ±≈üƒ±mlarƒ±, kompres√∂r tutukluƒüundaki par√ßacƒ±klar, i√ß korozyon ve/veya a≈üƒ±rƒ± ƒ±sƒ±nma sonucu olu≈üan karbonlu yaƒü, hƒ±zlƒ± bir ≈üekilde receiver dryer'ƒ± (sƒ±vƒ± deposu ve filtre kurutucu) kirletebilir ve tƒ±kayabilir. --- ## SPECIFIC¬†| TECHNICAL BULLETIN¬†| TEXT + PICTURES [Język: EN] --- ## 91336 ‚Äì replacing the oil cooler may require a change of the initially attached O-ring [Język: EN] * IMPORTANT INSTALLATION REQUIREMENTS --- ## Recommended solutions [Język: EN] * 2022 and newer applications * The oil coolers should be ready to install replacements for your original part with the black O-ring already in place. Please follow the installation instructions included in the product box. * 2014 -2021 applications * Older applications use an oil cooler with a smaller diameter O-ring around the oil inlet nipple located at the bottom of the part. For the proper installation, first, remove the black O-ring from the oil inlet nipple and replace it with the smaller red O-ring included in the box. After that, please follow the installation instructions included in the product box. * Original black O-ring: internal diameter 18.3mm / external diameter 23mm * Supplementary red O-ring: internal diameter 17.5mm / external diameter 22.3mm --- ## NB! When installing the new oil cooler from Nissens, always follow the installation instructions included in the product box. [Język: EN] * NISSENS TECHNICAL BULLETIN / KEY EFFICIENCY COMPONENTS --- ## SYMPTOMS OF A DAMAGED EGR VALVE [Język: EN] * ‚Ä¢ Rough idling or stalling * ‚Ä¢ Smell of fuel * ‚Ä¢ Increased fuel consumption * ‚Ä¢ Pinging, tapping or knocking sounds * ‚Ä¢ Failed smog test * ‚Ä¢ Check Engine Light on * Application * ŒïœÜŒ±œÅŒºŒøŒ≥ŒÆ * ‚Ķ * TECHNICAL BULLETIN * Œ§ŒïŒßŒùŒôŒöŒü Œ¶Œ•ŒõŒõŒëŒîŒôŒü --- ## Engine Efficiency System [Język: EN] * Œ£œçœÉœÑŒ∑ŒºŒ± ŒëœÄœåŒ¥ŒøœÉŒ∑œÇ ŒöŒπŒΩŒ∑œÑŒÆœÅŒ± * All turbocharged engines with charge air-cooling. * ŒåŒªŒøŒπ ŒøŒπ Œ∫ŒπŒΩŒ∑œÑŒÆœÅŒµœÇ ŒºŒµ œÑŒøœÖœÅŒºœÄŒØŒΩŒµœÇ Œ∫Œ±Œπ œàœçŒæŒ∑ ŒºŒµ Œ±Œ≠œÅŒ±. ‚Ä® * PROBLEM * Œ†Œ°ŒüŒíŒõŒóŒúŒë * PREMATURE INTERCOOLER FAILURES * Œ†Œ°ŒüŒ©Œ°Œó ŒíŒõŒëŒíŒó Œ®Œ•ŒìŒïŒôŒüŒ• ŒëŒïŒ°Œë * INNER CHANNELS RESTRICTIONS > RESTRICTED AIR FLOW‚Ä®CHARGE AIR SYSTEM OVERPRESSURE > AIR CHANNELS BURST > AIR LEAKS * Œ†ŒïŒ°ŒôŒüŒ°ŒôŒ£ŒúŒüŒô Œ£Œ§Œë ŒïŒ£Œ©Œ§ŒïŒ°ŒôŒöŒë ŒöŒëŒùŒëŒõŒôŒë > Œ†ŒïŒ°ŒôŒüŒ°ŒôŒ£ŒúŒïŒùŒó Œ°ŒüŒó ŒëŒïŒ°Œë > Œ•Œ†ŒïŒ°Œ†ŒôŒïŒ£Œó Œ£Œ•Œ£Œ§ŒóŒúŒëŒ§ŒüŒ£ ŒëŒïŒ°ŒüŒ£ > ŒïŒöŒ°ŒóŒûŒó ŒöŒëŒùŒëŒõŒôŒ©Œù ŒëŒïŒ°Œë > ŒîŒôŒëŒ°Œ°ŒüŒó ŒëŒïŒ°Œë * BACKGROUND * ŒôŒ£Œ§ŒüŒ°ŒôŒöŒü --- ## Table [Język: EN] * Œ†ŒØŒΩŒ±Œ∫Œ±œÇ‚Ä®Common intercooler problems / outcomes / cause * ŒöŒøŒπŒΩŒ¨ œÄœÅŒøŒ≤ŒªŒÆŒºŒ±œÑŒ± œàœÖŒ≥ŒµŒØœâŒΩ Œ±Œ≠œÅŒøœÇ / Œ±œÄŒøœÑŒµŒªŒ≠œÉŒºŒ±œÑŒ± / Œ±ŒπœÑŒØŒ±‚Ä® * Excessive surface contamination * Œ•œÄŒµœÅŒ≤ŒøŒªŒπŒ∫ŒÆ ŒµœÄŒπœÜŒ±ŒΩŒµŒπŒ±Œ∫ŒÆ ŒºœåŒªœÖŒΩœÉŒ∑ * Improper heat exchange * ŒëŒ∫Œ±œÑŒ¨ŒªŒªŒ∑ŒªŒ∑ Œ±ŒΩœÑŒ±ŒªŒªŒ±Œ≥ŒÆ Œ∏ŒµœÅŒºœåœÑŒ∑œÑŒ±œÇ‚Ä®> too high charge air temperature > engine failures, i.e. knocking * > Œ•œÄŒµœÅŒ≤ŒøŒªŒπŒ∫Œ¨ œÖœàŒ∑ŒªŒÆ Œ∏ŒµœÅŒºŒøŒ∫œÅŒ±œÉŒØŒ± Œ±Œ≠œÅŒ± œÜœåœÅœÑŒπœÉŒ∑œÇ > Œ≤ŒªŒ¨Œ≤ŒµœÇ œÉœÑŒøŒΩ Œ∫ŒπŒΩŒ∑œÑŒÆœÅŒ±, œÄœá œáœÑœÖœÄŒÆŒºŒ±œÑŒ±‚Ä®> improper engine boost / lack of power * > ŒëŒ∫Œ±œÑŒ¨ŒªŒªŒ∑ŒªŒ∑ œéŒ∏Œ∑œÉŒ∑ œÉœÑŒøŒΩ Œ∫ŒπŒΩŒ∑œÑŒÆœÅŒ± / Œ≠ŒªŒªŒµŒπœàŒ∑ Œ¥œçŒΩŒ±ŒºŒ∑œÇ ‚Ä®‚Ä®Oil leaks within the engine compartment soiling the intercooler. * Œó Œ¥ŒπŒ±œÅœÅŒøŒÆ ŒªŒ±Œ¥ŒπŒøœç ŒºŒ≠œÉŒ± œÉœÑŒø Œ∏Œ¨ŒªŒ±ŒºŒø œÑŒøœÖ Œ∫ŒπŒΩŒ∑œÑŒÆœÅŒ± œÅœÖœÄŒ±ŒØŒΩŒµŒπ œÑŒø œàœÖŒ≥ŒµŒØŒø Œ±Œ≠œÅŒ±‚Ä®Careless service/maintenance of the vehicle. * ŒëœÄœÅœåœÉŒµŒ∫œÑŒ∑ ŒµœÄŒπœÉŒ∫ŒµœÖŒÆ / œÉœÖŒΩœÑŒÆœÅŒ∑œÉŒ∑ œÑŒøœÖ ŒøœáŒÆŒºŒ±œÑŒøœÇ.‚Ä®‚Ä® * Air flow channels perforation / piercing * ŒîŒπŒ¨œÑœÅŒ∑œÉŒ∑ / œÑœÅœçœÄŒ∑ŒºŒ± Œ∫Œ±ŒΩŒ±ŒªŒπœéŒΩ œÅŒøŒÆœÇ Œ±Œ≠œÅŒ±‚Ä®‚Ä®Charge air leaks * ŒïœÄŒπŒ≤Œ¨œÅœÖŒΩœÉŒ∑ Œ¥ŒπŒ±œÅœÅŒøŒÆœÇ Œ±Œ≠œÅŒ± * ‚Ä®> improper engine boost / lack of power * > ŒëŒ∫Œ±œÑŒ¨ŒªŒªŒ∑ŒªŒ∑ œéŒ∏Œ∑œÉŒ∑ Œ∫ŒπŒΩŒ∑œÑŒÆœÅŒ± / Œ≠ŒªŒªŒµŒπœàŒ∑ Œ¥œçŒΩŒ±ŒºŒ∑œÇ‚Ä®> affected AFR / increased fuel consumption / excessive emissions * > ŒïœÄŒ∑œÅŒµŒ±œÉŒºŒ≠ŒΩŒø AFR / Œ±œÖŒæŒ∑ŒºŒ≠ŒΩŒ∑ Œ∫Œ±œÑŒ±ŒΩŒ¨ŒªœâœÉŒ∑ Œ∫Œ±œÖœÉŒØŒºŒøœÖ / œÖœÄŒµœÅŒ≤ŒøŒªŒπŒ∫Œ≠œÇ ŒµŒ∫œÄŒøŒºœÄŒ≠œÇ Œ∫Œ±œÖœÉŒ±ŒµœÅŒØœâŒΩ‚Ä®> turbocharger overspeeding ‚Äì severe damages * >Œ•œÄŒ≠œÅŒ≤Œ±œÉŒ∑ œÑŒ±œáœçœÑŒ∑œÑŒ±œÇ (overspeeding) œÑŒøœÖœÅŒºœÄŒØŒΩŒ±œÇ ‚Äì œÉŒøŒ≤Œ±œÅŒ≠œÇ Œ∂Œ∑ŒºŒπŒ≠œÇ‚Ä®‚Ä®Stones / insects chipping, vehicle frontal crashes, careless service, high-pressure cleaners * Œ†Œ≠œÑœÅŒµœÇ / œÑœÉŒπŒºœÄŒÆŒºŒ±œÑŒ± ŒµŒΩœÑœåŒºœâŒΩ, ŒºŒµœÑœâœÄŒπŒ∫Œ¨ œáœÑœÖœÄŒÆŒºŒ±œÑŒ± œÉœÑŒø œåœáŒ∑ŒºŒ±, Œ±œÄœÅœåœÉŒµŒ∫œÑŒø œÉŒ≠œÅŒ≤ŒπœÇ, œÖœàŒ∑ŒªŒÆœÇ œÄŒØŒµœÉŒ∑œÇ Œ∫Œ±Œ∏Œ±œÅŒπœÉœÑŒπŒ∫Œ¨ * Air channels/tanks bursting * ŒöŒ±ŒΩŒ¨ŒªŒπŒ± Œ±Œ≠œÅŒ± / ŒµŒ∫œÅŒÆŒæŒµŒπœÇ Œ¥ŒµŒæŒ±ŒºŒµŒΩœéŒΩ * ‚Ä®(same outcomes)‚Ä®(ŒØŒ¥ŒπŒ± Œ±œÄŒøœÑŒµŒªŒ≠œÉŒºŒ±œÑŒ±) * Charge system ovepressure, caused by * Œ•œÄŒµœÅœÄŒØŒµœÉŒ∑ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ œÑœÅŒøœÜŒøŒ¥ŒøœÉŒØŒ±œÇ, œÄœÅŒøŒ∫ŒªŒÆŒ∏Œ∑Œ∫Œµ Œ±œÄœå‚Ä®‚Ä®A. turbo generating too much boost: tuning / increasing manually turbo settings ‚Äì output, turbo boost control failures e.g. wastegate/VNT mechanism stuck, blow-off valve (BOV) or MAF/MAP sensor issues * Œë. Œó œÑŒøœÖœÅŒºœÄŒØŒΩŒ± Œ¥Œ∑ŒºŒπŒøœÖœÅŒ≥ŒµŒØ œÄŒ±œÅŒ±œÄŒ¨ŒΩœâ œéŒ∏Œ∑œÉŒ∑: tuning / Œ±œçŒæŒ∑œÉŒ∑ œáŒµŒπœÅŒøŒ∫ŒØŒΩŒ∑œÑŒ± Œ±œÄœå œÑŒπœÇ œÅœÖŒ∏ŒºŒØœÉŒµŒπœÇ œÑŒøœÖ œÑŒøœçœÅŒºœÄŒø ‚Äì Œ≠ŒæŒøŒ¥ŒøœÇ, Œ±œÄŒøœÑœÖœáŒØŒµœÇ ŒµŒªŒ≠Œ≥œáŒøœÖ œéŒ∏Œ∑œÉŒ∑œÇ œÑŒøœçœÅŒºœÄŒø œÄœá. Œü ŒºŒ∑œáŒ±ŒΩŒπœÉŒºœåœÇ Œ±œÄŒøŒ≤ŒªŒÆœÑœâŒΩ / ŒºŒ∑œáŒ±ŒΩŒπœÉŒºœåœÇ VNT | Œ∫ŒøŒªŒªŒ¨ŒµŒπ, Œ∑ Œ≤Œ±ŒªŒ≤ŒØŒ¥Œ± ŒµŒ∫œÑœåŒΩœâœÉŒ∑œÇ (BOV) ŒÆ œÄœÅŒøŒ≤ŒªŒÆŒºŒ±œÑŒ± Œ±ŒπœÉŒ∏Œ∑œÑŒÆœÅœâŒΩ MAF/MAP ‚Ä®‚Ä®B. Air flow restrictions within the system ‚Äì clogged hoses, pipes or inner channels of the intercooler by impurities in the system. These may have the following sources * Œí. Œ†ŒµœÅŒπŒøœÅŒπœÉŒºŒøŒØ œÅŒøŒÆœÇ Œ±Œ≠œÅŒ± œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ± ‚Äì œÜœÅŒ±Œ≥ŒºŒ≠ŒΩŒøŒπ œÉœâŒªŒÆŒΩŒµœÇ, œÉœâŒªŒÆŒΩŒµœÇ ŒÆ ŒµœÉœâœÑŒµœÅŒπŒ∫Œ¨ Œ∫Œ±ŒΩŒ¨ŒªŒπŒ± Œ±œÄœå œÑŒø œàœÖŒ≥ŒµŒØŒø Œ±Œ≠œÅŒ± Œ±œÄœå Œ±Œ∫Œ±Œ∏Œ±œÅœÉŒØŒµœÇ œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ±. ŒëœÖœÑŒ¨ ŒºœÄŒøœÅŒµŒØ ŒΩŒ± œÄœÅŒøŒ≠œÅœáŒøŒΩœÑŒ±Œπ Œ±œÄœå œÑŒ± Œ±Œ∫œåŒªŒøœÖŒ∏Œ± * ‚Ä¢ Previously failed turbo residues, splinters and metal chips not removed effectively * ‚Ä¢ Œ§Œ± œÄœÅŒøŒ∑Œ≥ŒøœçŒºŒµŒΩŒ± Œ±œÄŒøœÑœÖœáŒ∑ŒºŒ≠ŒΩŒ± œÖœÄŒøŒªŒµŒØŒºŒºŒ±œÑŒ± œÑŒ∑œÇ œÑŒøœÖœÅŒºœÄŒØŒΩŒ±œÇ, Œ∏œÅŒ±œçœÉŒºŒ±œÑŒ± Œ∫Œ±Œπ ŒºŒµœÑŒ±ŒªŒªŒπŒ∫Œ¨ œÅŒπŒΩŒØœÉŒºŒ±œÑŒ± Œ¥ŒµŒΩ Œ±œÄŒøŒºŒ±Œ∫œÅœçŒΩŒøŒΩœÑŒ±Œπ Œ±œÄŒøœÑŒµŒªŒµœÉŒºŒ±œÑŒπŒ∫Œ¨ * ‚Ä¢ Excessive system contamination ‚Äì improper air intake filtering, careless service * ‚Ä¢ Œ•œÄŒµœÅŒ≤ŒøŒªŒπŒ∫ŒÆ ŒºœåŒªœÖŒΩœÉŒ∑ œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ ‚Äì Œ±Œ∫Œ±œÑŒ¨ŒªŒªŒ∑ŒªŒø œÜŒπŒªœÑœÅŒ¨œÅŒπœÉŒºŒ± ŒµŒπœÉŒ±Œ≥œâŒ≥ŒÆœÇ œÑŒøœÖ Œ±Œ≠œÅŒ±, Œ±œÄœÅœåœÉŒµŒ∫œÑŒø œÉŒ≠œÅŒ≤ŒπœÇ * ‚Ä¢ Excessive soot built up within the engine intake manifold / EGR system issues * ‚Ä¢ Œ•œÄŒµœÅŒ≤ŒøŒªŒπŒ∫ŒÆ Œ±ŒπŒ∏Œ¨ŒªŒ∑ œÄŒøœÖ Œ¥Œ∑ŒºŒπŒøœÖœÅŒ≥ŒµŒØœÑŒ±Œπ ŒºŒ≠œÉŒ± œÉœÑŒ∑ŒΩ œÄŒøŒªŒªŒ±œÄŒªŒÆ ŒµŒπœÉŒ±Œ≥œâŒ≥ŒÆœÇ œÑŒøœÖ Œ∫ŒπŒΩŒ∑œÑŒÆœÅŒ± / Œ∏Œ≠ŒºŒ±œÑŒ± ŒºŒµ œÑŒø œÉœçœÉœÑŒ∑ŒºŒ± EGR * ‚Ä¢ Oil penetrating the charge system: broken turbo seals, faulty crankcase ventilation system * ‚Ä¢ ŒõŒ¨Œ¥Œπ œÄŒøœÖ Œ¥ŒπŒµŒπœÉŒ¥œçŒµŒπ œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ± œÜœåœÅœÑŒπœÉŒ∑œÇ: œÉœÄŒ±œÉŒºŒ≠ŒΩŒµœÇ œÑœÉŒπŒºŒøœçœáŒµœÇ œÑŒøœÖœÅŒºœÄŒØŒΩŒµœÇ, ŒµŒªŒ±œÑœÑœâŒºŒ±œÑŒπŒ∫œå œÉœçœÉœÑŒ∑ŒºŒ± ŒµŒæŒ±ŒµœÅŒπœÉŒºŒøœç Œ∫Œ¨œÉŒ±œÇ Œ∫ŒøœÅŒºŒøœç * ‚Ä®Warning! Keep in mind that many of the charge air system failures are linked/consequential to each other. Ignoring some of the first failure symptoms may lead to severe, unrepairable failures of the other system components and affect the engine operation and lifetime. | Example: ovepressure occurring in the charge air system, besides its typical effect will lead to broken turbo seals (or turbo) and may lead to oil intrusion into the charge air system. * Œ†œÅŒøŒµŒπŒ¥ŒøœÄŒøŒØŒ∑œÉŒ∑! ŒõŒ¨Œ≤ŒµœÑŒµ œÖœÄœåœàŒ∑ œåœÑŒπ œÄŒøŒªŒªŒ≠œÇ Œ±œÄœå œÑŒπœÇ Œ±œÉœÑŒøœáŒØŒµœÇ œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ œÜœåœÅœÑœâœÉŒ∑œÇ Œ±Œ≠œÅŒ± ŒµŒØŒΩŒ±Œπ œÉœÖŒΩŒ¥ŒµŒ¥ŒµŒºŒ≠ŒΩŒµœÇ / ŒµœÄŒ±Œ∫œåŒªŒøœÖŒ∏ŒµœÇ ŒºŒµœÑŒ±Œæœç œÑŒøœÖœÇ. ŒëŒ≥ŒΩŒøœéŒΩœÑŒ±œÇ ŒºŒµœÅŒπŒ∫Œ¨ Œ±œÄœå œÑŒ± œÄœÅœéœÑŒ± œÉœÖŒºœÄœÑœéŒºŒ±œÑŒ± Œ≤ŒªŒ¨Œ≤Œ∑œÇ ŒºœÄŒøœÅŒµŒØ ŒΩŒ± ŒøŒ¥Œ∑Œ≥ŒÆœÉŒµŒπ œÉŒµ œÉŒøŒ≤Œ±œÅŒ≠œÇ, Œ±ŒΩŒµœÄŒ±ŒΩœåœÅŒ∏œâœÑŒµœÇ Œ≤ŒªŒ¨Œ≤ŒµœÇ Œ¨ŒªŒªœâŒΩ ŒµŒæŒ±œÅœÑŒ∑ŒºŒ¨œÑœâŒΩ œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ Œ∫Œ±Œπ ŒΩŒ± ŒµœÄŒ∑œÅŒµŒ¨œÉŒµŒπ œÑŒ∑ ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒØŒ± œÑŒøœÖ Œ∫ŒπŒΩŒ∑œÑŒÆœÅŒ± Œ∫Œ±Œπ œÑŒ∑ Œ¥ŒπŒ¨œÅŒ∫ŒµŒπŒ± Œ∂œâŒÆœÇ œÑŒøœÖ. Œ†Œ±œÅŒ¨Œ¥ŒµŒπŒ≥ŒºŒ±: Œó œÖœÄŒµœÅœÄŒØŒµœÉŒ∑ œÄŒøœÖ œÉœÖŒºŒ≤Œ±ŒØŒΩŒµŒπ œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ± œÜœåœÅœÑŒπœÉŒ∑œÇ œÑŒøœÖ Œ±Œ≠œÅŒ±, ŒµŒ∫œÑœåœÇ Œ±œÄœå œÑŒ∑ŒΩ œÑœÖœÄŒπŒ∫ŒÆ ŒµœÄŒØŒ¥œÅŒ±œÉŒÆ œÑŒøœÖ, Œ∏Œ± ŒøŒ¥Œ∑Œ≥ŒÆœÉŒµŒπ œÉŒµ œÉœÄŒ±œÉŒºŒ≠ŒΩŒµœÇ œÑœÉŒπŒºŒøœçœáŒµœÇ œÑŒ∑œÇ œÑŒøœÖœÅŒºœÄŒØŒΩŒ±œÇ) Œ∫Œ±Œπ ŒºœÄŒøœÅŒµŒØ ŒΩŒ± ŒøŒ¥Œ∑Œ≥ŒÆœÉŒµŒπ œÉŒµ Œ¥ŒπŒµŒØœÉŒ¥œÖœÉŒ∑ ŒªŒ±Œ¥ŒπŒøœç œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ± œÜœåœÅœÑŒπœÉŒ∑œÇ Œ±Œ≠œÅŒ±. | ‚Ä® * RECOMMENDED SOLUTION * Œ†Œ°ŒüŒ§ŒïŒôŒùŒüŒúŒïŒùŒó ŒõŒ•Œ£Œó * ‚Ä®Address the first malfunction symptoms within the charge system, resulting in the improper engine operation. * ŒëŒΩœÑŒπŒºŒµœÑœâœÄŒØœÉœÑŒµ œÑŒ± œÄœÅœéœÑŒ± œÉœÖŒºœÄœÑœéŒºŒ±œÑŒ± Œ¥œÖœÉŒªŒµŒπœÑŒøœÖœÅŒ≥ŒØŒ±œÇ œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ± œÜœåœÅœÑŒπœÉŒ∑œÇ, œÄŒøœÖ Œ≠œáŒøœÖŒΩ œÉŒ±ŒΩ Œ±œÄŒøœÑŒ≠ŒªŒµœÉŒºŒ± œÑŒ∑ŒΩ ŒºŒ∑ œÉœâœÉœÑŒÆ ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒØŒ± œÑŒøœÖ Œ∫ŒπŒΩŒ∑œÑŒÆœÅŒ±. * Always replace the intercooler along with the new turbo installation ‚Äì obligatorily, when the previous turbo failed due to seizure or compressor/turbine wheels burst. * ŒùŒ± Œ±ŒΩœÑŒπŒ∫Œ±Œ∏ŒπœÉœÑŒ¨œÑŒµ œÄŒ¨ŒΩœÑŒ± œÑŒø œàœÖŒ≥ŒµŒØŒø Œ±Œ≠œÅŒøœÇ ŒºŒ±Œ∂ŒØ ŒºŒµ œÑŒ∑ŒΩ ŒµŒ≥Œ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑ ŒΩŒ≠Œ±œÇ œÑŒøœÖœÅŒºœÄŒØŒΩŒ±œÇ ‚Äì œÖœÄŒøœáœÅŒµœâœÑŒπŒ∫Œ¨, œåœÑŒ±ŒΩ Œ∑ œÄœÅŒøŒ∑Œ≥ŒøœçŒºŒµŒΩŒ∑ œÑŒøœÖœÅŒºœÄŒØŒΩŒ± Œ±œÄŒøœÑœÖŒ≥œáŒ¨ŒΩŒµŒπ ŒªœåŒ≥œâ œÉœÄŒ±œÉŒØŒºŒ±œÑŒøœÇ œÑœâŒΩ œÉœÖŒºœÄŒπŒµœÉœÑœéŒΩ/œÉœÑœÅŒøŒ≤ŒØŒªœâŒΩ. * When installing/replacing turbo or/and the intercooler, thoroughly observe the fitting instruction recommended by the part/vehicle manufacturer. * ŒöŒ±œÑŒ¨ œÑŒ∑ŒΩ ŒµŒ≥Œ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑ / Œ±ŒΩœÑŒπŒ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑ œÑŒ∑œÇ œÑŒøœÖœÅŒºœÄŒØŒΩŒ±œÇ ŒÆ/Œ∫Œ±Œπ œÑŒøœÖ œàœÖŒ≥ŒµŒØŒøœÖ Œ±Œ≠œÅŒøœÇ, œÑŒ∑œÅŒµŒØœÑŒµ œÄœÅŒøœÉŒµŒ∫œÑŒπŒ∫Œ¨ œÑŒπœÇ ŒøŒ¥Œ∑Œ≥ŒØŒµœÇ ŒµŒ≥Œ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑œÇ œÄŒøœÖ œÉœÖŒΩŒπœÉœÑœéŒΩœÑŒ±Œπ Œ±œÄœå œÑŒøŒΩ Œ∫Œ±œÑŒ±œÉŒ∫ŒµœÖŒ±œÉœÑŒÆ œÑŒøœÖ Œ±ŒΩœÑŒ±ŒªŒªŒ±Œ∫œÑŒπŒ∫Œøœç/ŒøœáŒÆŒºŒ±œÑŒøœÇ. | ‚Ä®‚Ä®Before fitting a new intercooler, investigate what caused the replaced part failure. Eliminate the root cause of the malfunction to avoid that the newly installed parts to break down instantly after fitting. * Œ†œÅŒπŒΩ ŒµŒ≥Œ∫Œ±œÑŒ±œÉœÑŒÆœÉŒµœÑŒµ Œ≠ŒΩŒ±ŒΩ ŒΩŒ≠Œø œàœÖŒ≥ŒµŒØŒø Œ±Œ≠œÅŒøœÇ, Œ¥ŒπŒµœÅŒµœÖŒΩŒÆœÉœÑŒµ œÑŒπ œÄœÅŒøŒ∫Œ¨ŒªŒµœÉŒµ œÑŒ∑ŒΩ Œ±œÄŒøœÑœÖœáŒØŒ± œÑŒøœÖ Œ±ŒΩœÑŒ±ŒªŒªŒ±Œ∫œÑŒπŒ∫Œøœç. ŒïŒæŒ±ŒªŒµŒØœàœÑŒµ œÑŒ∑ŒΩ Œ≤Œ±œÉŒπŒ∫ŒÆ Œ±ŒπœÑŒØŒ± œÑŒ∑œÇ Œ¥œÖœÉŒªŒµŒπœÑŒøœÖœÅŒ≥ŒØŒ±œÇ Œ≥ŒπŒ± ŒΩŒ± Œ±œÄŒøœÜœçŒ≥ŒµœÑŒµ œÑŒ∑ŒΩ Œ¨ŒºŒµœÉŒ∑ Œ∫Œ±œÑŒ¨œÅœÅŒµœÖœÉŒ∑ œÑœâŒΩ ŒµŒæŒ±œÅœÑŒ∑ŒºŒ¨œÑœâŒΩ œÄŒøœÖ Œ≠œáŒøœÖŒΩ ŒµŒ≥Œ∫Œ±œÑŒ±œÉœÑŒ±Œ∏ŒµŒØ Œ±ŒºŒ≠œÉœâœÇ ŒºŒµœÑŒ¨ œÑŒ∑ŒΩ œÑŒøœÄŒøŒ∏Œ≠œÑŒ∑œÉŒ∑. * ‚Ä®When performing the troubleshooting, pay specifically attention to the related systems and peripheral components:‚Ä®engine lubrication, crankcase ventilation, intake air, charge system and is sensing devices (MAF/MAP, turbocharger/boost control (BOV) and charge system ducts, EGR system. * ŒöŒ±œÑŒ¨ œÑŒ∑ Œ¥ŒπŒ¨œÅŒ∫ŒµŒπŒ± ŒµŒ∫œÑŒ≠ŒªŒµœÉŒ∑œÇ œÑŒ∑œÇ Œ±ŒΩœÑŒπŒºŒµœÑœéœÄŒπœÉŒ∑œÇ œÄœÅŒøŒ≤ŒªŒ∑ŒºŒ¨œÑœâŒΩ, Œ¥œéœÉœÑŒµ ŒπŒ¥ŒπŒ±ŒØœÑŒµœÅŒ∑ œÄœÅŒøœÉŒøœáŒÆ œÉœÑŒ± œÉœáŒµœÑŒπŒ∫Œ¨ œÉœÖœÉœÑŒÆŒºŒ±œÑŒ± Œ∫Œ±Œπ œÑŒ± œÄŒµœÅŒπœÜŒµœÅŒµŒπŒ±Œ∫Œ¨ œÉœÑŒøŒπœáŒµŒØŒ±: * ŒõŒØœÄŒ±ŒΩœÉŒ∑ Œ∫ŒπŒΩŒ∑œÑŒÆœÅŒ±, ŒµŒæŒ±ŒµœÅŒπœÉŒºœåœÇ Œ∫Œ¨œÉŒ±œÇ Œ∫ŒøœÅŒºŒøœç, ŒµŒπœÉŒ±Œ≥œâŒ≥ŒÆ Œ±Œ≠œÅŒ±, œÉœçœÉœÑŒ∑ŒºŒ± œÜœåœÅœÑŒπœÉŒ∑œÇ Œ∫Œ±Œπ œÑŒ± Œ±ŒπœÉŒ∏Œ∑œÑŒ∑œÅŒπŒ±Œ∫Œ¨ ŒºŒ∑œáŒ±ŒΩŒÆŒºŒ±œÑŒ± MAF/MAP, œÑŒøœçœÅŒºœÄŒø/boost control (BOV) Œ∫Œ±Œπ œÑŒø œÉœçœÉœÑŒ∑ŒºŒ± EGR. * The material and its contents are provided without warranty of any kind, and by publishing it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to comply with the right service and maintenance procedures. Nissens Automotive A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * Œ§Œø œÖŒªŒπŒ∫œå Œ∫Œ±Œπ œÑŒø œÄŒµœÅŒπŒµœáœåŒºŒµŒΩŒø œÑŒøœÖ œÄŒ±œÅŒ≠œáŒøŒΩœÑŒ±Œπ œáœâœÅŒØœÇ ŒµŒ≥Œ≥œçŒ∑œÉŒ∑ ŒøœÄŒøŒπŒøœÖŒ¥ŒÆœÄŒøœÑŒµ ŒµŒØŒ¥ŒøœÖœÇ Œ∫Œ±Œπ ŒºŒµ œÑŒ∑ Œ¥Œ∑ŒºŒøœÉŒØŒµœÖœÉŒ∑ œÑŒøœÖ Œ±œÄŒøœÄŒøŒπŒµŒØœÑŒ±Œπ Œ∫Œ¨Œ∏Œµ ŒµœÖŒ∏œçŒΩŒ∑. ŒëŒ∫ŒøŒªŒøœÖŒ∏ŒÆœÉœÑŒµ œÄŒ¨ŒΩœÑŒ± œÑŒπœÇ ŒøŒ¥Œ∑Œ≥ŒØŒµœÇ œÑŒøœÖ Œ∫Œ±œÑŒ±œÉŒ∫ŒµœÖŒ±œÉœÑŒÆ œÑŒøœÖ ŒøœáŒÆŒºŒ±œÑŒøœÇ Œ≥ŒπŒ± ŒΩŒ± Œ¥ŒπŒ±œÉœÜŒ±ŒªŒØœÉŒµœÑŒµ œÑŒπœÇ œÉœâœÉœÑŒ≠œÇ Œ¥ŒπŒ±Œ¥ŒπŒ∫Œ±œÉŒØŒµœÇ œÉœÖŒΩœÑŒÆœÅŒ∑œÉŒ∑œÇ Œ∫Œ±Œπ ŒµŒªŒ≠Œ≥œáŒøœÖ. Œó Nissens Automotive Œ¥ŒµŒΩ œÜŒ≠œÅŒµŒπ Œ∫Œ±ŒºŒØŒ± ŒµœÖŒ∏œçŒΩŒ∑ Œ≥ŒπŒ± œÑœÖœáœåŒΩ œÖŒªŒπŒ∫Œ≠œÇ Œ∂Œ∑ŒºŒπŒ≠œÇ ŒÆ œÑœÅŒ±œÖŒºŒ±œÑŒπœÉŒºŒøœçœÇ, Œ¨ŒºŒµœÉŒ∑ ŒÆ Œ≠ŒºŒºŒµœÉŒ∑ Œ∂Œ∑ŒºŒπŒ¨ ŒªœåŒ≥œâ Œ≤ŒªŒ¨Œ≤Œ∑œÇ ŒÆ Œ¥ŒπŒ±Œ∫ŒøœÄŒÆ œÑŒ∑œÇ ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒØŒ±œÇ œÑŒøœÖ ŒøœáŒÆŒºŒ±œÑŒøœÇ ŒªœåŒ≥œâ ŒµœÉœÜŒ±ŒªŒºŒ≠ŒΩŒ∑œÇ ŒµœÜŒ±œÅŒºŒøŒ≥ŒÆœÇ, ŒµŒ≥Œ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑œÇ, Œ∫Œ±œÑŒ¨œáœÅŒ∑œÉŒ∑œÇ ŒÆ / Œ∫Œ±Œπ Œ∫Œ±Œ∫ŒøœÄŒøŒØŒ∑œÉŒ∑œÇ œÑœâŒΩ œÄœÅŒøœäœåŒΩœÑœâŒΩ ŒºŒ±œÇ. * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, ŒîŒ±ŒΩŒØŒ±. ŒìŒπŒ± œÄŒµœÅŒπœÉœÉœåœÑŒµœÅŒµœÇ œÑŒµœáŒΩŒπŒ∫Œ≠œÇ œÄŒªŒ∑œÅŒøœÜŒøœÅŒØŒµœÇ ŒµœÄŒπœÉŒ∫ŒµœÜœÑŒµŒØœÑŒµ œÑŒ∑ŒΩ ŒπœÉœÑŒøœÉŒµŒªŒØŒ¥Œ± ŒºŒ±œÇ www.nissens.com * Pictures * ŒïŒπŒ∫œåŒΩŒµœÇ * ‚Ä®1 * Oil on the intercooler surface may be source of external or internal system leaks. In any case, a soiled surface disable the heat exchanging properties of the intercooler. * ŒõŒ¨Œ¥Œπ œÉœÑŒ∑ŒΩ ŒµœÄŒπœÜŒ¨ŒΩŒµŒπŒ± œÑŒøœÖ œàœÖŒ≥ŒµŒØŒøœÖ Œ±Œ≠œÅŒøœÇ ŒºœÄŒøœÅŒµŒØ ŒΩŒ± ŒµŒØŒΩŒ±Œπ œÄŒ∑Œ≥ŒÆ ŒµŒæœâœÑŒµœÅŒπŒ∫œéŒΩ ŒÆ ŒµœÉœâœÑŒµœÅŒπŒ∫œéŒΩ Œ¥ŒπŒ±œÅœÅŒøœéŒΩ œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ. Œ£Œµ Œ∫Œ¨Œ∏Œµ œÄŒµœÅŒØœÄœÑœâœÉŒ∑, ŒºŒπŒ± ŒªŒµœÅœâŒºŒ≠ŒΩŒ∑ ŒµœÄŒπœÜŒ¨ŒΩŒµŒπŒ± Œ±œÄŒµŒΩŒµœÅŒ≥ŒøœÄŒøŒπŒµŒØ œÑŒπœÇ ŒπŒ¥ŒπœåœÑŒ∑œÑŒµœÇ Œ±ŒΩœÑŒ±ŒªŒªŒ±Œ≥ŒÆœÇ Œ∏ŒµœÅŒºœåœÑŒ∑œÑŒ±œÇ Œ±œÄœå œÑŒø œàœÖŒ≥ŒµŒØŒø Œ±Œ≠œÅŒøœÇ. --- ## 4 [Język: EN] * Mechanical surface damages caused by road-thrown objects will often cause leaks. * ŒúŒ∑œáŒ±ŒΩŒπŒ∫Œ≠œÇ ŒµœÄŒπœÜŒ±ŒΩŒµŒπŒ±Œ∫Œ≠œÇ Œ∂Œ∑ŒºŒπŒ≠œÇ œÄŒøœÖ œÄœÅŒøŒ∫Œ±ŒªŒøœçŒΩœÑŒ±Œπ Œ±œÄœå œÑŒ± Œ±ŒΩœÑŒπŒ∫ŒµŒØŒºŒµŒΩŒ± œÉœÑŒø Œ¥œÅœåŒºŒø œÉœÖœáŒΩŒ¨ œÄœÅŒøŒ∫Œ±ŒªŒøœçŒΩ Œ¥ŒπŒ±œÅœÅŒøŒ≠œÇ. * English * Translation * Turbo with electronic position sensor * –¢—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä –∑ –µ–ª–µ–∫—Ç—Ä–æ–Ω–Ω–∏–º –¥–∞—Ç—á–∏–∫–æ–º –ø–æ–ª–æ–∂–µ–Ω–Ω—è * Diagnostic & Installation Tips * –ü–æ—Ä–∞–¥–∏ –∑ –¥—ñ–∞–≥–Ω–æ—Å—Ç–∏–∫–∏ —Ç–∞ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è * Do you know how to properly install a turbocharger? No worries. Nissens experts are here for you. * –ß–∏ –∑–Ω–∞—î—Ç–µ –≤–∏, —è–∫ –ø—Ä–∞–≤–∏–ª—å–Ω–æ –≤—Å—Ç–∞–Ω–æ–≤–∏—Ç–∏ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä? –ù–µ —Ö–≤–∏–ª—é–π—Ç–µ—Å—å. –ï–∫—Å–ø–µ—Ä—Ç–∏ Nissens —Ç—É—Ç, —â–æ–± –¥–æ–ø–æ–º–æ–≥—Ç–∏ –≤–∞–º. * In this movie, we will work with a very popular variable geometry turbocharger with pneumatic actuator and electronic position sensor. * –£ —Ü—å–æ–º—É –≤—ñ–¥–µ–æ –º–∏ –±—É–¥–µ–º–æ –ø—Ä–∞—Ü—é–≤–∞—Ç–∏ –∑ –¥—É–∂–µ –ø–æ–ø—É–ª—è—Ä–Ω–∏–º —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–æ–º –∑—ñ –∑–º—ñ–Ω–Ω–æ—é –≥–µ–æ–º–µ—Ç—Ä—ñ—î—é –∑ –ø–Ω–µ–≤–º–∞—Ç–∏—á–Ω–∏–º –∞–∫—Ç—É–∞—Ç–æ—Ä–æ–º —ñ –µ–ª–µ–∫—Ç—Ä–æ–Ω–Ω–∏–º –¥–∞—Ç—á–∏–∫–æ–º –ø–æ–ª–æ–∂–µ–Ω–Ω—è. * We will talk about all the systems that control operation of the turbocharger in the vehicle. * –ú–∏ –ø–æ–≥–æ–≤–æ—Ä–∏–º–æ –ø—Ä–æ –≤—Å—ñ —Å–∏—Å—Ç–µ–º–∏, —è–∫—ñ –∫–æ–Ω—Ç—Ä–æ–ª—é—é—Ç—å —Ä–æ–±–æ—Ç—É —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –≤ –∞–≤—Ç–æ–º–æ–±—ñ–ª—ñ. * Now, in this case, the turbocharger is controlled by pneumatics. A vacuum system steers operation of the turbocharger. So it is very important that the system works properly. * –í –¥–∞–Ω–æ–º—É –≤–∏–ø–∞–¥–∫—É —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä –º–∞—î –ø–Ω–µ–≤–º–∞—Ç–∏—á–Ω–µ –∫–µ—Ä—É–≤–∞–Ω–Ω—è. –†–æ–±–æ—Ç–æ—é —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –∫–µ—Ä—É—î –≤–∞–∫—É—É–º–Ω–∞ —Å–∏—Å—Ç–µ–º–∞. –¢–æ–º—É –¥—É–∂–µ –≤–∞–∂–ª–∏–≤–æ, —â–æ–± —Å–∏—Å—Ç–µ–º–∞ –ø—Ä–∞—Ü—é–≤–∞–ª–∞ –Ω–∞–ª–µ–∂–Ω–∏–º —á–∏–Ω–æ–º. * We will start with checking the vacuum system in the vehicle. * –ü–æ—á–Ω–µ–º–æ –∑ –ø–µ—Ä–µ–≤—ñ—Ä–∫–∏ –≤–∞–∫—É—É–º–Ω–æ—ó —Å–∏—Å—Ç–µ–º–∏ –∞–≤—Ç–æ–º–æ–±—ñ–ª—è. * Remember to consult the vehicle documentation to check whether the vacuum generated by the car is at the proper level. In this case it should be 0.7 bar and we will use the pressure gauge to see whether the pressure is correct. * –ù–µ –∑–∞–±—É–¥—å—Ç–µ –æ–∑–Ω–∞–π–æ–º–∏—Ç–∏—Å—è –∑ –¥–æ–∫—É–º–µ–Ω—Ç–∞—Ü—ñ—î—é –∞–≤—Ç–æ–º–æ–±—ñ–ª—è, —â–æ–± –ø–µ—Ä–µ–≤—ñ—Ä–∏—Ç–∏, —á–∏ –≤–∞–∫—É—É–º, —Å—Ç–≤–æ—Ä—é–≤–∞–Ω–∏–π –∞–≤—Ç–æ–º–æ–±—ñ–ª–µ–º, —î –Ω–∞ –Ω–∞–ª–µ–∂–Ω–æ–º—É —Ä—ñ–≤–Ω—ñ. –£ –¥–∞–Ω–æ–º—É –≤–∏–ø–∞–¥–∫—É –≤—ñ–Ω –º–∞—î —Å—Ç–∞–Ω–æ–≤–∏—Ç–∏ 0,7 –±–∞—Ä —ñ –º–∏ —Å–∫–æ—Ä–∏—Å—Ç–∞—î–º–æ—Å—è –º–∞–Ω–æ–º–µ—Ç—Ä–æ–º, —â–æ–± –ø–µ—Ä–µ–≤—ñ—Ä–∏—Ç–∏ –ø—Ä–∞–≤–∏–ª—å–Ω—ñ—Å—Ç—å —Ç–∏—Å–∫—É. * Besides, the proper performance of the vacuum pump, equally important is to check and visually control the state of the hoses and the ducts within the vacuum system. There are a couple of things that you have to pay special attention to. One of the things is a one way valve. Then the filter and the state of the rubber hoses. Remember, rubber hoses will age and lead to bursts and leakages. * –û–∫—Ä—ñ–º –Ω–∞–ª–µ–∂–Ω–æ—ó —Ä–æ–±–æ—Ç–∏ –≤–∞–∫—É—É–º–Ω–æ–≥–æ –Ω–∞—Å–æ—Å–∞, –Ω–µ –º–µ–Ω—à –≤–∞–∂–ª–∏–≤–æ –ø–µ—Ä–µ–≤—ñ—Ä—è—Ç–∏ —Ç–∞ –≤—ñ–∑—É–∞–ª—å–Ω–æ –∫–æ–Ω—Ç—Ä–æ–ª—é–≤–∞—Ç–∏ —Å—Ç–∞–Ω —à–ª–∞–Ω–≥—ñ–≤ —ñ –∫–∞–Ω–∞–ª—ñ–≤ —É –≤–∞–∫—É—É–º–Ω—ñ–π —Å–∏—Å—Ç–µ–º—ñ. –Ñ –¥–µ–∫—ñ–ª—å–∫–∞ —Ä–µ—á–µ–π, –Ω–∞ —è–∫—ñ —Å–ª—ñ–¥ –∑–≤–µ—Ä–Ω—É—Ç–∏ –æ—Å–æ–±–ª–∏–≤—É —É–≤–∞–≥—É. –û–¥–Ω—ñ—î—é –∑ –Ω–∏—Ö —î –æ–¥–Ω–æ—Å—Ç–æ—Ä–æ–Ω–Ω—ñ–π –∫–ª–∞–ø–∞–Ω. –ü–æ—Ç—ñ–º —Ñ—ñ–ª—å—Ç—Ä —ñ —Å—Ç–∞–Ω –≥—É–º–æ–≤–∏—Ö —à–ª–∞–Ω–≥—ñ–≤. –ü–∞–º‚Äô—è—Ç–∞–π—Ç–µ, —â–æ –≥—É–º–æ–≤—ñ —à–ª–∞–Ω–≥–∏ –∑–Ω–æ—à—É—é—Ç—å—Å—è, —â–æ –ø—Ä–∏–∑–≤–æ–¥–∏—Ç—å –¥–æ —Ä–æ–∑—Ä–∏–≤—ñ–≤ —ñ –≤–∏—Ç–æ–∫—ñ–≤. * In a worst case scenario you will have to replace the hose. Remember that some of the horses may be equipped with an inner restrictor which is a very important but small part. It controls the flow of the air inside. Check the car documentation to find out if such a restrictor is included, or you can manually feel whether the restrictor is inside. * –£ –Ω–∞–π–≥—ñ—Ä—à–æ–º—É –≤–∏–ø–∞–¥–∫—É –≤–∞–º –¥–æ–≤–µ–¥–µ—Ç—å—Å—è –∑–∞–º—ñ–Ω–∏—Ç–∏ —à–ª–∞–Ω–≥. –ü–∞–º‚Äô—è—Ç–∞–π—Ç–µ, —â–æ –¥–µ—è–∫—ñ —à–ª–∞–Ω–≥–∏ –º–æ–∂—É—Ç—å –±—É—Ç–∏ –æ—Å–Ω–∞—â–µ–Ω—ñ –≤–Ω—É—Ç—Ä—ñ—à–Ω—ñ–º –æ–±–º–µ–∂—É–≤–∞—á–µ–º, —è–∫–∏–π —î –¥—É–∂–µ –≤–∞–∂–ª–∏–≤–æ—é, –∞–ª–µ –Ω–µ–≤–µ–ª–∏–∫–æ—é –¥–µ—Ç–∞–ª–ª—é. –í—ñ–Ω –∫–æ–Ω—Ç—Ä–æ–ª—é—î –ø–æ—Ç—ñ–∫ –ø–æ–≤—ñ—Ç—Ä—è –≤—Å–µ—Ä–µ–¥–∏–Ω—ñ. –ü–µ—Ä–µ–≥–ª—è–Ω—å—Ç–µ –¥–æ–∫—É–º–µ–Ω—Ç–∞—Ü—ñ—é –∞–≤—Ç–æ–º–æ–±—ñ–ª—è, —â–æ–± –¥—ñ–∑–Ω–∞—Ç–∏—Å—è, —á–∏ –æ–±–º–µ–∂—É–≤–∞—á –≤–∫–ª—é—á–µ–Ω–∏–π –≤ –∫–æ–º–ø–ª–µ–∫—Ç, –∞–±–æ –∂ –≤–∏ –º–æ–∂–µ—Ç–µ –ø–µ—Ä–µ–≤—ñ—Ä–∏—Ç–∏ –≤—Ä—É—á–Ω—É, —á–∏ —î –≤—Å–µ—Ä–µ–¥–∏–Ω—ñ —Ç–∞–∫–∏–π –æ–±–º–µ–∂—É–≤–∞—á. * Keep in mind that the restrictor is crucial for a proper vacuum state in a turbocharged system. * –ü–∞–º'—è—Ç–∞–π—Ç–µ, —â–æ –æ–±–º–µ–∂—É–≤–∞—á –º–∞—î –≤–∞–∂–ª–∏–≤–µ –∑–Ω–∞—á–µ–Ω–Ω—è –¥–ª—è –∑–∞–±–µ–∑–ø–µ—á–µ–Ω–Ω—è –Ω–∞–ª–µ–∂–Ω–æ–≥–æ —Å—Ç–∞–Ω—É –≤–∞–∫—É—É–º—É –≤ —Å–∏—Å—Ç–µ–º—ñ –∑ —Ç—É—Ä–±–æ–Ω–∞–¥–¥—É–≤–æ–º. * When replacing the turbocharger, it is crucial to inspect both the air intake system as well as the exhaust system, especially in cars with high mileage, for any residues and carbon build-up in the exhaust system, which left unchecked and uncleaned can very quickly block the mechanism of the new turbocharger. * –ü—ñ–¥ —á–∞—Å –∑–∞–º—ñ–Ω–∏ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –¥—É–∂–µ –≤–∞–∂–ª–∏–≤–æ –ø–µ—Ä–µ–≤—ñ—Ä–∏—Ç–∏ —è–∫ —Å–∏—Å—Ç–µ–º—É –≤–ø—É—Å–∫—É –ø–æ–≤—ñ—Ç—Ä—è, —Ç–∞–∫ —ñ –≤–∏—Ö–ª–æ–ø–Ω—É —Å–∏—Å—Ç–µ–º—É, –æ—Å–æ–±–ª–∏–≤–æ –≤ –∞–≤—Ç–æ–º–æ–±—ñ–ª—è—Ö –∑ –≤–µ–ª–∏–∫–∏–º –ø—Ä–æ–±—ñ–≥–æ–º, –Ω–∞ –Ω–∞—è–≤–Ω—ñ—Å—Ç—å –±—É–¥—å-—è–∫–∏—Ö –∑–∞–±—Ä—É–¥–Ω–µ–Ω—å —ñ –Ω–∞–≥–∞—Ä—É —É –≤–∏—Ö–ª–æ–ø–Ω—ñ–π —Å–∏—Å—Ç–µ–º—ñ, —è–∫—ñ –±–µ–∑ –ø–µ—Ä–µ–≤—ñ—Ä–∫–∏ —Ç–∞ –æ—á–∏—â–µ–Ω–Ω—è –º–æ–∂—É—Ç—å –¥—É–∂–µ —à–≤–∏–¥–∫–æ –∑–∞–±–ª–æ–∫—É–≤–∞—Ç–∏ –º–µ—Ö–∞–Ω—ñ–∑–º –Ω–æ–≤–æ–≥–æ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. * Make sure that there is nothing blocking the movement of the variable geometry vanes inside of the turbo. * –ü–µ—Ä–µ–∫–æ–Ω–∞–π—Ç–µ—Å—è, —â–æ –Ω—ñ—â–æ –Ω–µ –±–ª–æ–∫—É—î —Ä—É—Ö –ª–æ–ø–∞—Ç–æ–∫ –∑–º—ñ–Ω–Ω–æ—ó –≥–µ–æ–º–µ—Ç—Ä—ñ—ó –≤—Å–µ—Ä–µ–¥–∏–Ω—ñ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. * I will show you a proper operation of the variable system using a vaccum pistol. * –Ø –ø–æ–∫–∞–∂—É –≤–∞–º –ø—Ä–∞–≤–∏–ª—å–Ω—É —Ä–æ–±–æ—Ç—É —Å–∏—Å—Ç–µ–º–∏ –∑—ñ –∑–º—ñ–Ω–Ω–æ—é –≥–µ–æ–º–µ—Ç—Ä—ñ—î—é –∑–∞ –¥–æ–ø–æ–º–æ–≥–æ—é –≤–∞–∫—É—É–º–Ω–æ–≥–æ –ø—ñ—Å—Ç–æ–ª–µ—Ç–∞. * If all is well with the turbocharger, you will see a movement of the rod arm which is moving the vanes inside of the turbo. If it moves freely, there is no restriction, your new turbo is working well and the system is clean. * –Ø–∫—â–æ –∑ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–æ–º –≤—Å–µ –≥–∞—Ä–∞–∑–¥, –≤–∏ –ø–æ–±–∞—á–∏—Ç–µ —Ä—É—Ö —Å—Ç—Ä–∏–∂–Ω–µ–≤–æ–≥–æ –≤–∞–∂–µ–ª—è, —è–∫–∏–π –ø–µ—Ä–µ–º—ñ—â—É—î –ª–æ–ø–∞—Ç–∫–∏ –≤—Å–µ—Ä–µ–¥–∏–Ω—ñ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. –Ø–∫—â–æ –≤—ñ–Ω —Ä—É—Ö–∞—î—Ç—å—Å—è –≤—ñ–ª—å–Ω–æ, –æ–±–º–µ–∂–µ–Ω—å –Ω–µ–º–∞—î, –≤–∞—à –Ω–æ–≤–∏–π —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä –ø—Ä–∞—Ü—é—î –¥–æ–±—Ä–µ, –∞ —Å–∏—Å—Ç–µ–º–∞ —á–∏—Å—Ç–∞. * If this movement cannot be seen on the newly installed turbocharger, it means that something has blocked the very sensitive mechanism inside. * –Ø–∫—â–æ —Ü—å–æ–≥–æ —Ä—É—Ö—É –Ω–µ –≤–∏–¥–Ω–æ –Ω–∞ –Ω–µ—â–æ–¥–∞–≤–Ω–æ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–æ–º—É —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä—ñ, —Ü–µ –æ–∑–Ω–∞—á–∞—î, —â–æ —â–æ—Å—å –∑–∞–±–ª–æ–∫—É–≤–∞–ª–æ –¥—É–∂–µ —á—É—Ç–ª–∏–≤–∏–π –º–µ—Ö–∞–Ω—ñ–∑–º –≤—Å–µ—Ä–µ–¥–∏–Ω—ñ. * Now, we'll perform a simple OBD control. * –¢–µ–ø–µ—Ä –º–∏ –≤–∏–∫–æ–Ω–∞—î–º–æ –ø—Ä–æ—Å—Ç—É OBD –ø–µ—Ä–µ–≤—ñ—Ä–∫—É. * Now we're going to do is to check whether there are some failures recorded in the ECU. Then analyze and find out what are the root causes of the failures. * –ó–∞—Ä–∞–∑ –º–∏ –ø–µ—Ä–µ–≤—ñ—Ä–∏–º–æ, —á–∏ —î —è–∫—ñ—Å—å –ø–æ–º–∏–ª–∫–∏, –∑–∞—Ñ—ñ–∫—Å–æ–≤–∞–Ω—ñ –µ–ª–µ–∫—Ç—Ä–æ–Ω–Ω–∏–º –±–ª–æ–∫–æ–º —É–ø—Ä–∞–≤–ª—ñ–Ω–Ω—è. –ü–æ—Ç—ñ–º –ø—Ä–æ–∞–Ω–∞–ª—ñ–∑—É—î–º–æ —Ç–∞ –∑'—è—Å—É—î–º–æ –æ—Å–Ω–æ–≤–Ω—ñ –ø—Ä–∏—á–∏–Ω–∏ –Ω–µ—Å–ø—Ä–∞–≤–Ω–æ—Å—Ç–µ–π. * The next step will be to measure the working parameters and force the operation of some of the elements within the system. * –ù–∞—Å—Ç—É–ø–Ω–∏–º –∫—Ä–æ–∫–æ–º –±—É–¥–µ –≤–∏–º—ñ—Ä—é–≤–∞–Ω–Ω—è —Ä–æ–±–æ—á–∏—Ö –ø–∞—Ä–∞–º–µ—Ç—Ä—ñ–≤ —ñ –ø—Ä–∏–º—É—Å–æ–≤–∏–π –∑–∞–ø—É—Å–∫ –≤ —Ä–æ–±–æ—Ç—É –¥–µ—è–∫–∏—Ö –µ–ª–µ–º–µ–Ω—Ç—ñ–≤ —Å–∏—Å—Ç–µ–º–∏. * In this case, we will try to provoke a real live operation of the boost control solenoid without starting the engine. * –í –¥–∞–Ω–æ–º—É –≤–∏–ø–∞–¥–∫—É –º–∏ —Å–ø—Ä–æ–±—É—î–º–æ –∑–∞–ø—É—Å—Ç–∏—Ç–∏ –≤ —Ä–æ–±–æ—Ç—É —Å–æ–ª–µ–Ω–æ—ó–¥ –∫–µ—Ä—É–≤–∞–Ω–Ω—è –Ω–∞–¥–¥—É–≤–æ–º –±–µ–∑ –∑–∞–ø—É—Å–∫—É –¥–≤–∏–≥—É–Ω–∞. * You're going to hear a very specific sound when the solenoid is activated or deactivated. * –ö–æ–ª–∏ —Å–æ–ª–µ–Ω–æ—ó–¥ –∞–∫—Ç–∏–≤—É—î—Ç—å—Å—è –∞–±–æ –¥–µ–∞–∫—Ç–∏–≤—É—î—Ç—å—Å—è, –≤–∏ –ø–æ—á—É—î—Ç–µ –≤—ñ–¥–ø–æ–≤—ñ–¥–Ω–∏–π –∑–≤—É–∫. * This device is working properly. * –¶–µ–π –ø—Ä–∏—Å—Ç—Ä—ñ–π –ø—Ä–∞—Ü—é—î –Ω–∞–ª–µ–∂–Ω–∏–º —á–∏–Ω–æ–º. * We can also narrow down the diagnosis and check very specifically what's the voltage signal to another important part in the turbocharger - the position sensor which is controlling the position of the actuator rod of the VNT mechanism. * –ú–∏ —Ç–∞–∫–æ–∂ –º–æ–∂–µ–º–æ –∑–≤—É–∑–∏—Ç–∏ –∫–æ–ª–æ –¥—ñ–∞–≥–Ω–æ—Å—Ç–∏–∫–∏ —ñ —Ç–æ—á–Ω–æ –ø–µ—Ä–µ–≤—ñ—Ä–∏—Ç–∏, —è–∫–∏–π —Å–∏–≥–Ω–∞–ª –Ω–∞–ø—Ä—É–≥–∏ –Ω–∞–¥—Ö–æ–¥–∏—Ç—å –¥–æ —ñ–Ω—à–æ—ó –≤–∞–∂–ª–∏–≤–æ—ó ‚Äã‚Äã—á–∞—Å—Ç–∏–Ω–∏ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ ‚Äì –¥–∞—Ç—á–∏–∫–∞ –ø–æ–ª–æ–∂–µ–Ω–Ω—è, —è–∫–∏–π –∫–æ–Ω—Ç—Ä–æ–ª—é—î –ø–æ–ª–æ–∂–µ–Ω–Ω—è —à—Ç–æ–∫–∞ –∞–∫—Ç—É–∞—Ç–æ—Ä–∞ –º–µ—Ö–∞–Ω—ñ–∑–º—É –∑–º—ñ–Ω–Ω–æ—ó –≥–µ–æ–º–µ—Ç—Ä—ñ—ó. * In the parameters of the operation, go to the voltage of the turbocharger actuator. * –£ –ø–∞—Ä–∞–º–µ—Ç—Ä–∞—Ö —Ä–æ–±–æ—Ç–∏ –ø–µ—Ä–µ–π–¥—ñ—Ç—å –¥–æ –Ω–∞–ø—Ä—É–≥–∏ –∞–∫—Ç—É–∞—Ç–æ—Ä–∞ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. * Hook up the vacuum pistol to the actuator and using the pistol provoke the movement of the road. * –ü—ñ–¥–∫–ª—é—á—ñ—Ç—å –≤–∞–∫—É—É–º–Ω–∏–π –ø—ñ—Å—Ç–æ–ª–µ—Ç –¥–æ –∞–∫—Ç—É–∞—Ç–æ—Ä–∞ —ñ –∑–∞ –¥–æ–ø–æ–º–æ–≥–æ—é —Ü—å–æ–≥–æ –∑–∞–ø—É—Å—Ç—ñ—Ç—å —Ä—É—Ö —à—Ç–æ–∫–∞. * In the parameters read the voltage which is sent to the position sensor. * –£ –ø–∞—Ä–∞–º–µ—Ç—Ä–∞—Ö –≤–∏–∑–Ω–∞—á—Ç–µ –Ω–∞–ø—Ä—É–≥—É, —è–∫–∞ –ø–æ–¥–∞—î—Ç—å—Å—è –Ω–∞ –¥–∞—Ç—á–∏–∫ –ø–æ–ª–æ–∂–µ–Ω–Ω—è. * On the initial position it should be 3.5V, accoring the to car's specification, while with a full boost of the turbo it should be 0.7V. * –ó–≥—ñ–¥–Ω–æ –∑—ñ —Å–ø–µ—Ü–∏—Ñ—ñ–∫–∞—Ü—ñ—î—é –∞–≤—Ç–æ–º–æ–±—ñ–ª—è —É –ø–æ—á–∞—Ç–∫–æ–≤–æ–º—É –ø–æ–ª–æ–∂–µ–Ω–Ω—ñ –≤–æ–Ω–∞ –º–∞—î —Å—Ç–∞–Ω–æ–≤–∏—Ç–∏ 3,5 –í, —Ç–æ–¥—ñ —è–∫ –ø—Ä–∏ –ø–æ–≤–Ω–æ–º—É –Ω–∞–¥–¥—É–≤—ñ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –≤–æ–Ω–∞ –º–∞—î —Å—Ç–∞–Ω–æ–≤–∏—Ç–∏ 0,7 –í. * Now pumping the VNT mechanism, I can observe whether the voltage is changing, and it does. * –¢–µ–ø–µ—Ä, –ø—Ä–æ–∫–∞—á—É—é—á–∏ –º–µ—Ö–∞–Ω—ñ–∑–º –∑–º—ñ–Ω–Ω–æ—ó –≥–µ–æ–º–µ—Ç—Ä—ñ—ó, —è –º–æ–∂—É —Å–ø–æ—Å—Ç–µ—Ä—ñ–≥–∞—Ç–∏, —á–∏ –∑–º—ñ–Ω—é—î—Ç—å—Å—è –Ω–∞–ø—Ä—É–≥–∞ —ñ —Ü–µ –≤—ñ–¥–±—É–≤–∞—î—Ç—å—Å—è. * And I can also see the rod of the actuator, thus the VNT mechanism, moves freely so there is no blockage. There is no restriction within the system. * –¢–∞–∫–æ–∂ —è –±–∞—á—É, —â–æ —à—Ç–æ–∫ –∞–∫—Ç—É–∞—Ç–æ—Ä–∞, —ñ –æ—Ç–∂–µ, –º–µ—Ö–∞–Ω—ñ–∑–º –∑–º—ñ–Ω–Ω–æ—ó –≥–µ–æ–º–µ—Ç—Ä—ñ—ó, —Ä—É—Ö–∞—î—Ç—å—Å—è –≤—ñ–ª—å–Ω–æ, —Ç–æ–±—Ç–æ –±–ª–æ–∫—É–≤–∞–Ω–Ω—è –Ω–µ–º–∞—î. –£ —Å–∏—Å—Ç–µ–º—ñ –Ω–µ–º–∞—î –∂–æ–¥–Ω–∏—Ö –æ–±–º–µ–∂–µ–Ω—å. * To sum up, we can determine that the turbo operates properly mechanically when looking at the moving rod, and that it is steered correctly by the ECU when we're reading the voltage - when we see a smooth change of the voltage in the initial and end position of the VNT. * –ü—ñ–¥—Å—É–º–æ–≤—É—é—á–∏, –º–∏ –º–æ–∂–µ–º–æ –≤–∏–∑–Ω–∞—á–∏—Ç–∏, —â–æ –º–µ—Ö–∞–Ω—ñ—á–Ω–æ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä –ø—Ä–∞—Ü—é—î –Ω–∞–ª–µ–∂–Ω–∏–º —á–∏–Ω–æ–º, –∫–æ–ª–∏ –±–∞—á–∏–º–æ —Ä—É—Ö–æ–º–∏–π —à—Ç–æ–∫, –∞ —Ç–∞–∫–æ–∂, —â–æ –≤—ñ–Ω –Ω–∞–ª–µ–∂–Ω–æ –∫–µ—Ä–æ–≤–∞–Ω–∏–π –µ–ª–µ–∫—Ç—Ä–æ–Ω–Ω–∏–º –±–ª–æ–∫–æ–º —É–ø—Ä–∞–≤–ª—ñ–Ω–Ω—è, –∫–æ–ª–∏ –º–∏ –≤–∏–∑–Ω–∞—á–∞—î–º–æ –Ω–∞–ø—Ä—É–≥—É ‚Äì —ñ –ø—Ä–∏ —Ü—å–æ–º—É –±–∞—á–∏–º–æ —ó—ó –ø–ª–∞–≤–Ω—É –∑–º—ñ–Ω—É –≤ –ø–æ—á–∞—Ç–∫–æ–≤–æ–º—É —Ç–∞ –∫—ñ–Ω—Ü–µ–≤–æ–º—É –ø–æ–ª–æ–∂–µ–Ω–Ω—è—Ö –º–µ—Ö–∞–Ω—ñ–∑–º—É –∑–º—ñ–Ω–Ω–æ—ó –≥–µ–æ–º–µ—Ç—Ä—ñ—ó. --- ## When you install a new turbochargerr, the worst thing that can happen is that after the installation, the turbo won't work or the computer will send signal of some failures. [Język: EN] * –ù–∞–π–≥—ñ—Ä—à–µ, —â–æ –º–æ–∂–µ —Å—Ç–∞—Ç–∏—Å—è –ø—Ä–∏ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—ñ –Ω–æ–≤–æ–≥–æ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞, —Ü–µ —Ç–µ, —â–æ –ø—ñ—Å–ª—è –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä –Ω–µ –ø—Ä–∞—Ü—é–≤–∞—Ç–∏–º–µ –∞–±–æ –∫–æ–º–ø'—é—Ç–µ—Ä –Ω–∞–¥—ñ—à–ª–µ —Å–∏–≥–Ω–∞–ª –ø—Ä–æ –Ω–∞—è–≤–Ω—ñ—Å—Ç—å –ø–µ–≤–Ω–∏—Ö –Ω–µ—Å–ø—Ä–∞–≤–Ω–æ—Å—Ç–µ–π. * There is another important device in the system which is the boost control solenoid which is located over here. * –£ —Å–∏—Å—Ç–µ–º—ñ —î —â–µ –æ–¥–∏–Ω –≤–∞–∂–ª–∏–≤–∏–π –ø—Ä–∏—Å—Ç—Ä—ñ–π ‚Äì —Å–æ–ª–µ–Ω–æ—ó–¥ –∫–µ—Ä—É–≤–∞–Ω–Ω—è –Ω–∞–¥–¥—É–≤–æ–º, —è–∫–∏–π —Ä–æ–∑—Ç–∞—à–æ–≤–∞–Ω–∏–π –æ—Å—å —Ç—É—Ç. * And there are a couple of ways to diagnose whether it works. * –Ü —î –∫—ñ–ª—å–∫–∞ —Å–ø–æ—Å–æ–±—ñ–≤ –¥—ñ–∞–≥–Ω–æ—Å—Ç—É–≤–∞—Ç–∏, —á–∏ –≤—ñ–Ω –ø—Ä–∞—Ü—é—î. * In some OBD systems you can detect the operation parameters of the solenoid. * –£ –¥–µ—è–∫–∏—Ö —Å–∏—Å—Ç–µ–º–∞—Ö OBD ‚Äã‚Äã–º–æ–∂–Ω–∞ –≤–∏–∑–Ω–∞—á–∏—Ç–∏ –ø–∞—Ä–∞–º–µ—Ç—Ä–∏ —Ä–æ–±–æ—Ç–∏ —Å–æ–ª–µ–Ω–æ—ó–¥–∞. * In many instances, though, there will be an electrical voltage signal that you have to control to see if it's being sent to the valve. And another way to check whether the valve operates properly is by simply using a multimeter to check the resistance. * –û–¥–Ω–∞–∫ —É –±–∞–≥–∞—Ç—å–æ—Ö –≤–∏–ø–∞–¥–∫–∞—Ö –±—É–¥–µ —Å–∏–≥–Ω–∞–ª –µ–ª–µ–∫—Ç—Ä–∏—á–Ω–æ—ó –Ω–∞–ø—Ä—É–≥–∏, —è–∫–∏–π –ø–æ—Ç—Ä—ñ–±–Ω–æ –∫–æ–Ω—Ç—Ä–æ–ª—é–≤–∞—Ç–∏, —â–æ–± –≤–∏–∑–Ω–∞—á–∏—Ç–∏, —á–∏ –Ω–∞–¥—Ö–æ–¥–∏—Ç—å –≤—ñ–Ω –¥–æ –∫–ª–∞–ø–∞–Ω–∞. –Ü–Ω—à–∏–π —Å–ø–æ—Å—ñ–± –ø–µ—Ä–µ–≤—ñ—Ä–∏—Ç–∏, —á–∏ –ø—Ä–∞—Ü—é—î –∫–ª–∞–ø–∞–Ω –Ω–∞–ª–µ–∂–Ω–∏–º —á–∏–Ω–æ–º, ‚Äì —Ü–µ –ø—Ä–æ—Å—Ç–æ —Å–∫–æ—Ä–∏—Å—Ç–∞—Ç–∏—Å—è –º—É–ª—å—Ç–∏–º–µ—Ç—Ä–æ–º –¥–ª—è –ø–µ—Ä–µ–≤—ñ—Ä–∫–∏ –æ–ø–æ—Ä—É. * The resistance generated by the valve in this case should be around 13Œ©. And we can see that the resistance is on a proper level. * –û–ø—ñ—Ä, —Å—Ç–≤–æ—Ä—é–≤–∞–Ω–∏–π –∫–ª–∞–ø–∞–Ω–æ–º —É —Ü—å–æ–º—É –≤–∏–ø–∞–¥–∫—É, –º–∞—î —Å—Ç–∞–Ω–æ–≤–∏—Ç–∏ –±–ª–∏–∑—å–∫–æ 13 –û–º. –Ü —Ç–∞–∫ –º–∏ –±–∞—á–∏–º–æ, —â–æ –æ–ø—ñ—Ä –∑–Ω–∞—Ö–æ–¥–∏—Ç—å—Å—è –Ω–∞ –Ω–∞–ª–µ–∂–Ω–æ–º—É —Ä—ñ–≤–Ω—ñ. * Nevertheless, if you suspect that this device is not operating correctly because you can't hear it working or you see some erratic signals, it is always better to replace it, especially since it's not an expensive part when compared to the turbocharger. * –¢–∏–º –Ω–µ –º–µ–Ω—à, —è–∫—â–æ –≤–∏ –ø—ñ–¥–æ–∑—Ä—é—î—Ç–µ, —â–æ —Ü–µ–π –ø—Ä–∏—Å—Ç—Ä—ñ–π –ø—Ä–∞—Ü—é—î –Ω–µ–∫–æ—Ä–µ–∫—Ç–Ω–æ, –æ—Å–∫—ñ–ª—å–∫–∏ –Ω–µ —á—É—î—Ç–µ –π–æ–≥–æ —Ä–æ–±–æ—Ç—É –∞–±–æ –±–∞—á–∏—Ç–µ —è–∫—ñ—Å—å –Ω–µ—Å—Ç–∞–±—ñ–ª—å–Ω—ñ —Å–∏–≥–Ω–∞–ª–∏, –∑–∞–≤–∂–¥–∏ –∫—Ä–∞—â–µ –∑–∞–º—ñ–Ω–∏—Ç–∏ –π–æ–≥–æ, –æ—Å–æ–±–ª–∏–≤–æ –≤—Ä–∞—Ö–æ–≤—É—é—á–∏, —â–æ —Ü–µ –Ω–µ–¥–æ—Ä–æ–≥–∞ –¥–µ—Ç–∞–ª—å —É –ø–æ—Ä—ñ–≤–Ω—è–Ω–Ω—ñ –∑ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–æ–º. * Don't risk that new turbocharger won't operate. * –ù–µ —Ä–∏–∑–∏–∫—É–π—Ç–µ —Ä–æ–±–æ—Ç–æ—é –Ω–æ–≤–æ–≥–æ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. * Keep in mind, the turbocharger is an advanced component which depends on various other components and systems in the vehicle. It's crucial to check whether all are working properly to ensure the turbocharger's long and correct operation. * –ü–∞–º'—è—Ç–∞–π—Ç–µ, —â–æ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä ‚Äì —Ü–µ —Å–∫–ª–∞–¥–Ω–∏–π –∫–æ–º–ø–æ–Ω–µ–Ω—Ç, —è–∫–∏–π –∑–∞–ª–µ–∂–∏—Ç—å –≤—ñ–¥ —ñ–Ω—à–∏—Ö –∫–æ–º–ø–æ–Ω–µ–Ω—Ç—ñ–≤ —Ç–∞ —Å–∏—Å—Ç–µ–º –≤ –∞–≤—Ç–æ–º–æ–±—ñ–ª—ñ. –î–ª—è –∑–∞–±–µ–∑–ø–µ—á–µ–Ω–Ω—è —Ç—Ä–∏–≤–∞–ª–æ—ó —Ç–∞ –Ω–∞–ª–µ–∂–Ω–æ—ó —Ä–æ–±–æ—Ç–∏ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –≤–∫—Ä–∞–π –≤–∞–∂–ª–∏–≤–æ –ø–µ—Ä–µ–≤—ñ—Ä–∏—Ç–∏, —á–∏ –≤—Å—ñ –≤–æ–Ω–∏ –ø—Ä–∞—Ü—é—é—Ç—å –Ω–∞–ª–µ–∂–Ω–∏–º —á–∏–Ω–æ–º. * If you want to learn more technical insights on how to install turbochargers, visit nissens.com/experts * –©–æ–± –æ—Ç—Ä–∏–º–∞—Ç–∏ –±—ñ–ª—å—à–µ —Ç–µ—Ö–Ω—ñ—á–Ω–æ—ó —ñ–Ω—Ñ–æ—Ä–º–∞—Ü—ñ—ó –ø—Ä–æ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä—ñ–≤, –≤—ñ–¥–≤—ñ–¥–∞–π—Ç–µ nissens.com/experts --- ## As more new energy vehicles or NEVs take to our roads, more will come¬†into your shop for routine climate system service, maintenance, or repair.¬†¬† [Język: EN] * Man mano che un numero maggiore di veicoli elettrici circoler√† sulle nostre strade, avranno necessit√† per l'assistenza, la manutenzione o la riparazione del sistema di climatizzazione. --- ## Learn the heat pump system¬† [Język: EN] * Da sapere sul Sistema pompa di calore * Unlike a conventional vehicle's A/C, the heat pump-based system is capable of both heating and cooling. It also manages the temperature of the vehicle's electric motor, battery pack, and power electronics. The system functions as the vehicle's thermal management system and helps the car conserve battery life and extend its total range.¬† * The heat pump is a very energy-efficient thermal solution. It ensures optimal heating and cooling performance and is not as intensive on the vehicle's battery since fewer PTC heaters are needed to reach the same comfort level.¬†¬† * The heat pump in NEVs differs from a conventional A/C loop and has more and different parts. Many of the parts that would be mechanical in conventional engines are fully electric in NEVs. For example, a high-voltage, fully electric A/C compressor is applied to keep the system fully functional, even when the vehicle is not running. Furthermore, several electronic valves govern flows inside the loop in various directions. Other parts include more heat exchangers such as the cabin heat condenser or the so-called chiller, a water-cooler heat exchanger. These additional components add a level of complexity to the system maintenance.¬†¬† --- ## A differenza dell'aria condizionata di un veicolo convenzionale, il sistema a pompa di calore √® in grado di riscaldare e raffreddare. Gestisce anche la temperatura del motore elettrico del veicolo, della batteria e dell'elettronica di potenza. Il sistema funziona come il sistema di gestione termica del veicolo e aiuta l'auto a preservare la durata della batteria e ad estenderne l'autonomia totale. [Język: EN] * La pompa di calore √® una soluzione termica molto efficiente dal punto di vista energetico. Garantisce prestazioni di riscaldamento e raffreddamento ottimali e non √® cos√¨ intenso per la batteria del veicolo poich√© sono necessari meno riscaldatori PTC per raggiungere lo stesso livello di comfort. * La pompa di calore nei veicoli elettrici differisce da un circuito A/C convenzionale. Molte delle parti che sarebbero meccaniche nei motori convenzionali sono completamente elettriche nei Veicoli Elettrici. Ad esempio, viene applicato un compressore dell'aria condizionata completamente elettrico ad alta tensione per mantenere il sistema completamente funzionante, anche quando il veicolo non √® in funzione. Inoltre, diverse valvole elettroniche regolano i flussi all'interno del circuito in varie direzioni. Altre parti includono pi√π scambiatori di calore come il condensatore di calore della cabina o il cosiddetto refrigeratore, uno scambiatore di calore del refrigeratore d'acqua. Questi componenti aggiuntivi aggiungono un livello di complessit√† alla manutenzione del sistema. --- ## Several service procedures for NEVs are similar to conventional vehicles but remember that hybrid and electric A/C systems operate as thermal management systems. It means it has to be fully functional in all seasons, not only for comfort but also for the proper function of other systems. Many new energy vehicles will not start if the A/C system is malfunctioning because of the risk of damage to the battery and the electric drive components. So, regular system maintenance becomes even more crucial than before.¬† [Język: EN] * Furthermore, it's important to remember that many parts in the NEV A/C system are high-voltage and require special safety procedures. Consult the manufacturer's safety guidelines and learn more about safe handling via dedicated instructions.¬† --- ## Common Problems [Język: EN] * Problemi comuni‚Ä® * Just as you can have failures in conventional climate comfort systems, failures can also occur in NEVs' heat pumps. The most common failures you're likely to encounter include leakages, improper compressor lubrication, inner loop contamination, and compressor burnout. Lower system performance or a total system failure are consequences of not fixing these problems quickly.¬† --- ## There are hybrid vehicle models where the engine cooling system works along with the A/C loop. Both systems' potential failures may impact the overall heating or cooling performance and, thus, battery performance. Good maintenance of these systems is now essential to the car's longevity.¬† [Język: EN] * Comfortable cabin temperature is another aspect. Poor climate control is often the first symptom of a problem with the system. --- ## Proprio come si possono verificare guasti nei sistemi di comfort climatico convenzionali, possono verificarsi guasti anche nelle pompe di calore dei Veicoli elettrici. I guasti pi√π comuni che potresti incontrare includono perdite, lubrificazione impropria del compressore, contaminazione del circuito interno ed esaurimento del compressore. Prestazioni carenti del sistema o un errore totale del sistema sono le conseguenze della mancata risoluzione rapida di questi problemi. [Język: EN] --- ## Initial Inspection [Język: EN] * Ispezione Iniziale * Start any NEV's heat pump system inspection like any other conventional A/C system. First, check to ensure the system is working according to set parameters. You should look at the manufacturer's guide on the number of heating/cooling functions and engage and test them one by one. Keep in mind outside temperature can affect how the refrigerant flows through the system. As a result, the valves that steer flows in the loop will open or close relative to ambient temperature if the system is functioning correctly. If it isn't, there's a risk that components could break down. * L‚Äôispezione iniziale del sistema a pompa di calore di qualsiasi Veicolo elettrico √® come tutti i sistemi A/C convenzionali. Verificare che il sistema funzioni secondo i parametri impostati. Seguire la guida del produttore relativa al numero di funzioni di riscaldamento/raffreddamento, attivale e testale una per una. Tenere presente che la temperatura esterna pu√≤ influenzare il modo in cui il refrigerante scorre attraverso il sistema. Di conseguenza, le valvole che guidano i flussi nel circuito, se il sistema funziona correttamente, si aprono o si chiudono rispetto alla temperatura dell‚Äôambiente. In caso contrario, c'√® il rischio che i componenti possano rompersi. * ‚Ä® * In the initial inspection, include the service steps you know as standard for the conventional A/C system. Besides the system performance check, these include‚Ä® * ‚Ä¢ Loop visual control * ‚Ä¢ Control of the loop components' temperature * ‚Ä¢ System static and working pressures check * ‚Ä¢ Loop tightness control * ‚Ä¢ OBD and electrical system test * Nell'ispezione iniziale, includi le fasi di servizio standard che conosci, come per il sistema A/C convenzionale. Oltre al controllo delle prestazioni del sistema, questi includono --- ## Often, there are no specific procedures to follow from the manufacturer related to the heat pump system maintenance or service. We've put together some general best practices to get you started.¬† [Język: EN] * ¬† * There are several things that Nissens found crucial to investigate, namely because of the complexity of the system's design. These may apply universally to NEV vehicles and heat pump systems.¬† --- ## ¬† [Język: EN] * Be Prepared * The vehicle's OE documentation is the key for a regular workshop in the aftermarket to service these cars. We recommend learning the specific system, you're working on and obtaining as much information before you begin your work.¬† * ¬† * System layout info, technical notes, bulletins, and service procedure information will ease the process and enable you to perform any diagnostic work correctly.¬† --- ## Remember, safety is the key when working with high-voltage systems. However, you should only power the system down if you're about to open the HV system by replacing the A/C compressor, for example. You don't need to power down for a diagnostics test for temperature or pressure.¬† [Język: EN] * Follow dedicated procedures and use protective equipment and tools. Only certified technicians can carry out service work, and you should familiarize yourself with the safety protocols before you begin. Take the time to learn the layout of the electrical system circuit in the car you will be servicing. * Disabling the high voltage system differs across make and model, so ensure to retrieve and study the required manufacturer documentation before performing the disconnection operation. * ‚Ä®System evacuation and charging procedures may require a special OBD command to release the flow's directing valves. Otherwise, evacuation or charge procedures might not be possible. Keep in mind that a heat pump design loop may have several valves to control the inside flows, and often, it is of significant bigger refrigerant volume.¬† --- ## ¬†Procedure speciali [Język: EN] * Ricorda, la sicurezza √® la chiave quando si lavora con sistemi ad alta tensione. Tuttavia, dovresti spegnere il sistema solo se stai per aprire il sistema HV sostituendo, ad esempio, il compressore dell'aria condizionata. Non √® necessario spegnerlo per un test diagnostico della temperatura o pressione. * Segui le procedure dedicate, utilizzando dispositivi e strumenti di protezione. Solo tecnici certificati possono svolgere lavori di assistenza, prima di iniziare dovresti familiarizzare con i protocolli di sicurezza. Prenditi del tempo per imparare la disposizione del circuito dell'impianto elettrico nell'auto che farai manutenzione. * La disattivazione del sistema ad alta tensione varia a seconda della marca e del modello, quindi assicurarsi di avere la documentazione del produttore richiesta prima di eseguire l'operazione di disconnessione. --- ## What Tools Do I Need? [Język: EN] * ¬† * Depending on the heat pump system, you can use various new tools. To determine this, take a closer look at the refrigerant. You won't need new tools if the heat pump uses R1234yf. If you're already a certified technician, you have the tools in your workshop to replace or service the components.¬† * ¬† * ¬∑ Digital thermometer, wireless clamps, or gauges: Since you'll have to determine a lot of exact parameters, we recommend you get an exact thermometer or gauges, and having them wireless will ease the process * ¬† * ¬∑ High voltage tools and protective gear: use only approved equipment and insulated tools certified for 1000 volts. Keep in mind you need to be trained and authorized to work on HV installations. Never work alone on high voltage systems. * ¬† * ¬∑ If the system is charged with R744 (CO2), invest in approved tools for use with the refrigerant. The recovery and filling station, connector, hoses, and pressure gauges must be R744 (CO2)-dedicated. Their function is the same as for R1234yf, but the higher work pressure of R744 (CO2) could be as much as ten times greater; hence, the tools must be able to withstand high pressure. In addition, the system lubricant has to be specific for R744 (CO2), and it could be POE or PAG. Look at the specifications on the compressor to double-check that you're working with the correct oil. --- ## ¬∑ Se il sistema √® caricato con R744 (CO2), investire in strumenti approvati per l'uso con il refrigerante. La stazione di recupero e riempimento, il connettore, i tubi flessibili e i manometri devono essere dedicati all'R744 (CO2). La loro funzione √® la stessa dell'R1234yf, ma la maggiore pressione di lavoro dell'R744 (CO2) potrebbe essere fino a dieci volte maggiore; quindi, gli strumenti devono essere in grado di resistere ad alta pressione. Inoltre, il lubrificante del sistema deve essere specifico per R744 (CO2) e potrebbe essere POE o PAG. Guarda le specifiche del compressore per ricontrollare che stai lavorando con l'olio corretto. [Język: EN] --- ## IHX¬†‚Ä®This device raises the temperature of the inlet of the compressor. You can use a thermometer to check the temperature difference between the inlet and the outlet to control the unit condition. Then you know it raises the temperature using the gaseous refrigerant coming from the high side of the A/C system. [Język: EN] * IHX * Questo dispositivo aumenta la temperatura dell'ingresso del compressore. √à possibile utilizzare un termometro per controllare la differenza di temperatura tra l'ingresso e l'uscita per controllare le condizioni dell'unit√†. Quindi sai che aumenta la temperatura utilizzando il refrigerante gassoso proveniente dal lato alto dell'impianto A/C. --- ## Condenser¬† [Język: EN] * You must check this part regularly for dirt, deterioration, and any damage to the heat exchanging surface. Remember, if there is no heat transfer through the condenser, the refrigerant will not turn into a liquid, and therefore no cooling or heating will occur. Besides error codes registered by the system control unit, the improper working parameters caused by the impaired condenser function can lead to severe damage to the AC compressor.¬† * ¬†Condensatore * √à necessario controllare regolarmente questa parte per verificare la presenza di sporco, deterioramento e qualsiasi danno alla superficie di scambio termico. Ricorda, se non c'√® trasferimento di calore attraverso il condensatore, il refrigerante non si trasformer√† in un liquido e quindi non si verificher√† alcun raffreddamento o riscaldamento. Oltre ai codici di errore registrati dall'unit√† di controllo del sistema, i parametri di funzionamento non corretti causati dal funzionamento del condensatore alterato possono causare gravi danni al compressore AC. --- ## Electric AC compressor¬† [Język: EN] * In the heat pump systems of a battery-driven or hybrid car, it is a high voltage electrical compressor. As in any other AC system, it is the heart of the system, and its lifespan is crucial for the entire system operation. It is essential to mention these compressors are highly robust electrical motor-driven units based on scroll technology. The majority have specific lubricant requirements, which cannot be conductive. --- ## As for any other electrical device, the compressor's functionality depends on the current signal, which the technician should also diagnose. Advanced troubleshooting utilizing an oscilloscope may be recommended, along with OBD and input signals inspection. The inner purity of the loop is also of crucial importance for the scroll-design compressor's vitality. [Język: EN] * ¬†Compressore elettrico AC * Nei sistemi a pompa di calore di un'auto a batteria o ibrida, √® un compressore elettrico ad alta tensione. Come in qualsiasi altro sistema AC, √® il cuore del sistema e la sua durata √® cruciale per l'intero funzionamento del sistema. √à essenziale menzionare che questi compressori sono unit√† a motore elettrico altamente robuste basate sulla tecnologia scroll. La maggior parte ha requisiti specifici di lubrificante, che non possono essere conduttivi. --- ## Come per qualsiasi altro dispositivo elettrico, la funzionalit√† del compressore dipende dal segnale di corrente, che il tecnico dovr√† anche diagnosticare. Potrebbe essere consigliata una risoluzione avanzata dei problemi utilizzando un oscilloscopio, insieme all'ispezione OBD e dei segnali di ingresso. Anche la purezza interna del circuito √® di importanza cruciale per la vitalit√† del compressore scroll. [Język: EN] --- ## The hybrid and electric vehicles will soon come in for A/C repairs and routine maintenance. Your ability to troubleshoot and fix their climate control systems will be vital for your continued success in the automotive/ AC business.¬† [Język: EN] --- ## We publish a great deal of learning material regarding the NEV climate systems and, among others, on how to flush the heat pump loops or replace the high-voltage AC compressor. We will continue with more NEV-related stories, and you can access them all, plus much more tech materials on our expert knowledge portal at¬†www.nissens.com/experts [Język: EN] * Pictures --- ## Pubblichiamo molto materiale didattico sui sistemi di climatizzazione dei Veicoli elettrici e relativi alle modalit√† di lavaggio dei circuiti della pompa di calore o sostituire il compressore AC ad alta tensione. Continueremo con altre storie relative a Veicoli elettrici e potrai accedervi tutte, oltre a molto altro materiale tecnologico sul nostro portale di conoscenza degli esperti all'indirizzo www.nissens.com/experts [Język: EN] * Immagini --- ## 002 [Język: EN] * The system performance check belongs to the troubleshooting fundamentals. Take time to thoroughly inspect the output of each of the heating and cooling modes. --- ## 009 [Język: EN] * The high-voltage electrical AC compressor requires special lubricant. When troubleshooting, besides visual, sound, and OBD inspection, it is worth including input signals and current diagnostics. --- ## 009 [Język: EN] * Il compressore elettrico AC ad alta tensione richiede un lubrificante speciale. Durante la risoluzione dei problemi, oltre all'ispezione visiva, sonora e OBD, vale la pena includere i segnali di ingresso e la diagnostica corrente. --- ## NISSENS TECHNICAL BULLETIN TURBOCHARGERS [Język: EN] * BULETINUL TEHNIC NISSENS TURBOSUFLANTELE --- ## THEME: COMPONENT INSTALLATION [Język: EN] * TEMATICA: MONTAREA PIESEI --- ## A. TURBO IS PART OF MANY COMPLEX SYSTEMS [Język: EN] * A. TURBOSUFLANTA E CONECTATƒÇ LA MULTE SISTEME COMPLEXE * A turbocharger is part of several complex systems in a vehicle, namely the exhaust system, air intake system, cooling system, engine lubrication system and engine management & electrical systems. * Turbosuflanta e conectatƒÉ la multe sisteme complexe, respectiv sistemul de evacuare, sistemul de admisie aer, sistemul de rƒÉcire, sistemul de ungere a motorului, sistemul de control a motorului & sistemele electrice. --- ## Due to above facts, the general return rate for turbos (wholesale distributor level) in the European markets is at a level of +6% (depending on market). Out of these returns, more than 90% is due to insufficient workmanship at the point of installation. [Język: EN] * Din cauza celor mai sus men»õionate, rata de retur a turbosuflantelor pe pie»õele europene (la nivel de distribuitor) atinge un nivel de +6% (√Æn func»õie de pia»õƒÉ). Din aceste retururi mai mult de 90% sunt rezultatul lucrƒÉrilor prost executate √Æn timpul montajului. --- ## To increase the level of repair of the garages in the IAM and prevent improper installation, Nissens has prepared following courses and materials to support both the wholesalers and garages: [Język: EN] * Pentru a cre»ôte nivelul de competen»õƒÉ al atelierelor de repara»õii din domeniul IAM, dar »ôi pentru a preveni montajul incorect, Nissens a pregƒÉtit urmƒÉtoarele cursuri »ôi materiale √Æn vederea sprijinirii comercian»õilor »ôi atelierelor auto: --- ## MATERIAL [Język: EN] * MATERIAL * FORMAT * FORMAT * DETAILS * DETALII * Nissens Training Concept (NTC) * Conceptul de »òcolarizare Nissens (NTC) * Live & Online training sessions * Sesiuni de scolarizare live & online * A complete Efficiency & Emissions Systems educational program for all levels of the IAM * Un program educa»õional complet pentru toate nivelurile IAM pe tema Eficien»õƒÉ & Sisteme de Emisii * Installation Guides * Ghiduri de montaj * Paper, PDF + Video * H√¢rtie, PDF + video * Comprehensive fitting instruction for specialists and mechanics * Instruc»õiuni detaliate de montaj pentru speciali»ôti »ôi mecanici * Technical Bulletins * Buletine tehnice * Paper, PDF + Video * H√¢rtie, PDF + video * Model specific installation instructions for demanding vehicle types, HDI engines included * Instruc»õiuni de montaj specifice anumitor modele, respectiv ma»ôinilor care necesitƒÉ aten»õie sporitƒÉ, inclusiv motoarelor HDI * Technical Posters * Postere tehnice * Paper, PDF * H√¢rtie, PDF * System diagnostics and component installation * DiagnozƒÉ sistem »ôi montaj piese --- ## For further technical and contact information, visit our website www.nissens.com. [Język: EN] * DacƒÉ dori»õi mai multe informa»õii tehnice sau sƒÉ ne contacta»õi vizita»õi site-ul www.nissens.com. --- ## The coolant temperature sensor facilitates the maintenance of proper parameters within the engine cooling system by monitoring and controlling the coolant's temperature.¬† [Język: EN] --- ## The sensor's signal is used to control the operation of the cooling fan for the radiator. Additionally, modern engines utilize the sensor's output signal for various adjustments of the engine, e.g.:¬†‚Ä® [Język: EN] * ¬†- adjust the fuel injection * ¬†- regulate the charge pressure * ¬†- set the exhaust gas recirculation quantity * ¬†- switch between cooling circuits (small- and full circuit) * ¬†- switch or control the main or auxiliary cooling pumps¬† * ¬†- activate/deactivate the start-stop system‚Ä® * The signal may also be used by other control units e.g., the HVAC-control unit, and is applied to control the operation of different devices, such as the AC compressor, that may influence the engine load.¬† --- ## ‚Ä¢ Check engine or service light¬† [Język: EN] * ‚Ä¢ Engine in limp mode * ‚Ä¢ EC system-related fault codes stored by ECU¬† * ‚Ä¢ Increased fuel consumption¬† * ‚Ä¢ Increased engine emissions / smoking * ‚Ä¢ Uneven/improper idling¬† * ‚Ä¢ Lowered engine performance * ‚Ä¢ Engine stalling / start issues * ‚Ä¢ Engine overheating * ‚Ä¢ Radiator fan does not start/stop * ‚Ä¢ AC Compressor does not start --- ## ‚Ä¢ Various faulty codes and sensor-related symptoms may have their root causes in other component failures. Before blaming the sensor for breaking down, inspect other cooling system components thoroughly.¬† [Język: EN] --- ## 0‚Ä®In majority of models, access to the coolant temperature sensor is relatively easy. A thorough troubleshooting should precede the replacement process to diagnose if the sensor is faulty. [Język: EN] * 1‚Ä®Erratic engine temperature indications on the dashboard‚Äôs gauge often indicate a malfunctioning sensor. * 2‚Ä®Besides OBD, the vehicle‚Äôs electrical system check and the sensor function using a multimeter can reveal possible failures. * 3‚Ä®Inspecting the electrical signal to the sensor before replacing the part is recommended.‚Ä®‚Ä® * SoMe Post * Condenser - after the compressor, the most crucial and the most sensitive element of the AC system. This seemingly simple heat exchanger is of a colossal importance for the efficiency and durability of the system. But did you know‚Ķ * üëâ Why is it worth to include it in a basic and regular inspection that does not have to be complicated?‚Ä®üëâ How to diagnose if the condenser is working properly or is not the cause of the AC system failure?‚Ä®üëâ When should you decide to replace the condenser? * No worries. We know the answers and we will gladly share them with you! --- ## Many misconceptions remain in the industry, and one of those is that air conditioning service and maintenance are only relevant to the spring and summer seasons. However, the system's regular inspection is necessary, whatever the time of year, and this specifically applies to the condenser.¬† [Język: EN] --- ## St√°le p≈ôetrv√°v√° mnoho myln√Ωch p≈ôedstav, p≈ôiƒçem≈æ jednou z nich je, ≈æe servis a √∫dr≈æba klimatizace jsou relevantn√≠ pouze pro jarn√≠ a letn√≠ obdob√≠. Pravideln√° kontrola syst√©mu je nezbytn√° bez ohledu na roƒçn√≠ obdob√≠ a to stoprocentnƒõ plat√≠ i pro kondenz√°tor. [Język: EN] * ¬† * Although many only associate AC as a means of remaining cool when the weather is hot, the fact that the AC system also dries the air coming in to ventilate the cabin, significantly reducing its humidity, means that using the AC is the quickest and most effective way of reducing condensation inside the vehicle and preventing the windows from misting up.¬† * ¬† * In addition, using the AC regularly keeps the oil/refrigerant mixture moving around the system, which ensures its internal components, mainly the compressor, remain sufficiently lubricated.¬† * ¬† * So, using it all year round is the best and safest option. And in modern applications such as plug-in or hybrid vehicles with heat pump systems, it is the only option, as these systems, besides securing the climate comfort during hot days, warm up the cabin by colder days and thermally protect the car's battery.¬† * ¬† * As a result, AC system repair and maintenance should be equally important to the independent workshop in the autumn and winter in the spring and summer. Nissens Automotive is on hand to provide the workshops with the technical advice and replacement components they need for them to do so. * ¬† * Mnoz√≠ maj√≠ klimatizaci spojenou pouze jako prost≈ôedek chlazen√≠ za hork√©ho poƒças√≠. Klimatizaƒçn√≠ syst√©m p≈ôitom tak√© vysu≈°uje vzduch p≈ôich√°zej√≠c√≠ do kabiny, ƒç√≠m≈æ v√Ωraznƒõ sni≈æuje jej√≠ vlhkost. | To znamen√°, ≈æe klimatizace je nejrychlej≈°√≠ a nej√∫ƒçinnƒõj≈°√≠ zp≈Øsob, jak sn√≠≈æit kondenzaci uvnit≈ô vozidla a zabr√°nit zaml≈æov√°n√≠ skel. --- ## Focus on the condenser [Język: EN] * ¬† * A faulty condenser, even if it is still partially working, can lead to severe AC problems and sometimes result in damage to, or even seizure of, the compressor, which is a very costly component, and its replacement will take the vehicle off the road as the rest of the AC system will need to be examined, flushed. The oil/gas refrigerant mixture changed. * ¬† * The condenser is typically attached to other heat exchangers in the engine compartment. The role of the condenser is to ensure that the state of the refrigerant changes from gaseous to liquid form, which happens through condensation. The airflow through the condenser's fins enables this process by extracting the refrigerant heat and exchanging it with the ambient air. --- ## This problem is often disregarded as a reason for reduced system performance or compressor failure because leakages and surface perforations are generally considered the most common reasons for system failure. However, even light mechanical deformation of the condenser tubes and fins can result in severe system performance limitations. Only one deformed condenser tube is needed to restrict refrigerant flow inside the unit, reducing the system's performance significantly.¬† [Język: EN] * Furthermore, the limited flow will cause abnormally high pressures and temperatures in the loop. These will increase the compressor workload and effectively reduce its lifespan or, in the worst case, cause it to break down. --- ## Inner clog‚Ä® [Język: EN] * When impurities develop in the system, the thin channels of the condenser will quickly clog. This can restrict the refrigerant flow, eventually reducing the unit's ability to exchange heat. In most cases, this¬†will subsequently cause overpressure in the system, which is highly harmful to the compressor. Especially condensers with micro and nanotube technology are at significant risk. While micro tube technology offers an outstanding cooling performance, the thin tubes are more exposed to stoppages. As the flow is compressed to a more confined area, fewer impurities are needed for clogging to occur. Among the main culprits of the inner contamination, thus clogs formation, there is lack of or improper system flushing, improper use of system additives, mainly overdosing, unacceptable quality or/and degradation of the system's lubricant, as well as impaired function of the loop's receiver-dryer.¬† --- ## ‚Ä¢ The condenser's surface inspection can save expensive system and compressor repairs. So, any signs of corrosion or leaks on the condenser surface must be considered as serious threats to the efficiency and operation of the system. Pay particular attention to the bottom part of the condenser, where tubes and fins are mostly exposed to humidity and aggressive salt spray. If any signs of leakage or missing/deteriorated fins are seen, the condenser must be replaced. [Język: EN] --- ## ‚Ä¢ To keep the condenser in good condition, the receiver dryer must always be replaced during a compressor replacement if the circuit has been exposed to ambient air, or the system has run empty, due to leakages.¬† [Język: EN] * ‚Ä¢ Perform a system flush after a compressor breakdown. Make sure that no flushing agent residues remain in the system after flushing. Always use the recommended oil and additives. Replace the condenser in cases of doubt. --- ## ‚Ä¢ A comprehensive product range of +1,200 condenser models covering more than 94% of the car park [Język: EN] * ‚Ä¢ Genuine Nissens Quality products with features that prolong lifespan and secure the optimal system performance * ‚Ä¢ As First-fit line products include all installation-necessary parts such as O-rings * ‚Ä¢ Corrosion protected with a specially designed coating * ‚Ä¢ Saltwater tests reveal that condensers treated with corrosion protection function up to eight times longer than non-protected condensers.¬† * ‚Ä¢ They are robustly packaged to ensure maximum protection during their storage and transportation. * ‚Ä¢ The range of condenser models covers the most popular hybrid and electric car models --- ## Picture 1 [Język: EN] * ‚Ä®The newest condenser design applies extremely narrow passages within the micro tubes below 1 mm thickness. The design offers a superior heat exchange but is also very susceptible to impurities * Picture 2 * ‚Ä®Visibly deteriorated fins at the bottom of the condenser. This failure may be of severe impact on the AC compressor. --- ## NISSENS‚Äô TECHNICAL BULLETIN / KEY EFFICIENCY COMPONENTS [Język: EN] * NISSENS TEKNINEN TIEDOTE / TEHOKKUUDEN AVAINKOMPONENTIT --- ## COMMON SYMPTOMS OF AIR LEAKS IN THE SYSTEM [Język: EN] * ‚Ä¢ Significant decrease of engine power * ‚Ä¢ Lack of momentary engine response ‚Äì longer turbo lag than usually * ‚Ä¢ Vehicle smokes black * ‚Ä¢ Whistling noise from the engine compartment * ‚Ä¢ Abnormal noises from the engine * ‚Ä¢ Increased fuel consumption * ‚Ä¢ Severe mechanical turbo failures, mainly due to overspeeding (collapsing compressor wheel, broken shaft, etc.) * ‚Ä¢ Engine sets in limp mode, underboost errors registered e.g. P0299, P2263 * YLEISET OIREET J√ÑRJESTELM√ÑN ILMAVUODOISTA * ‚Ä¢ Merkitt√§v√§ moottorin tehon aleneminen * ‚Ä¢ Hetkellinen moottorin huono vaste ‚Äì pidempi turboviive kuin yleens√§ * ‚Ä¢ Musta savutus * ‚Ä¢ Vihelt√§v√§ √§√§ni moottoritilasta * ‚Ä¢ Mottorin ep√§tavalliset √§√§net * ‚Ä¢ Lis√§√§ntynyt polttoaineenkulutus * ‚Ä¢ Vakavat mekaaniset vauriot turboahtimessa, p√§√§asiassa ylikierrosten (kompressoripy√∂r√§n hajoaminen, akselin katkeaminen jne.) takia * DIAGNOSTICS TIPS * Control the system boost level - Measure the boost level generated during the full engine load. Compare the data with the vehicle documentation. Lack of proper boost may relate to leakages. Boost pressure can be measured by means of a pressure gauge or if possible, by on-board diagnostics and live data of the boost. * Perform a holistic diagnostics of the charge system - Proper operation of the charge system relies on various components. Underboost errors may also have other causes than leaks. Potential factors related to underboost errors: * ‚Ä¢ Air channel inner restrictions * ‚Ä¢ Turbocharger failures (waste-gate valve failures or vanes failures) * ‚Ä¢ Faulty metering devices ‚Äì boost pressure, MAP, MAF, back-pressure, IPC sensors * ‚Ä¢ Turbocharger control device failures ‚Äì actuators, boost controllers * ‚Ä¢ EGR system faults * VINKKEJ√Ñ VIANM√Ñ√ÑRITYKSEEN * Tarkista ahtopaineen taso ‚Äì Mittaa ahtopaine t√§ydell√§ moottorin kuormituksella. Vertaile saamaasi dataa auton valmistajan tietoihin. Ahtopaineen puute voi johtua vuodoista. Paine voidaan mitata painemittarilla tai jos mahdollista, auton j√§rjestelm√§st√§ saatavalla ahtopaineen live-datalla. * Suorita kokonaisvaltainen ahtoj√§rjestelm√§n diagnostiikka ‚Äì Ahtopainej√§rjestelm√§n asianmukainen toiminta on riippuvainen useista komponenteista. Liian pieni ahtopaine voi johtua my√∂s muista syist√§ kuin vuodoista. Mahdollisia muita syit√§: * ‚Ä¢ Rajoitteet ilmakanavien virtauksessa * ‚Ä¢ Turboahtimen viat (hukkaportin venttiilin tai siipien hajoaminen) * ‚Ä¢ Vialliset anturit ‚Äì ahtopaine, MAP, MAF, vastapaine, IPC sensorit * ‚Ä¢ Turboahtimen ohjainlaitteiden viat ‚Äì aktuaattorit, ahtopaineen s√§√§timet * ‚Ä¢ EGR ‚Äìj√§rjestelm√§n viat --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information, visit our website: www.nissens.com. * Nissens Automotive A/S Ormhojg√•rdvej 9, 8700 Horsens, Denmark. * Tarvitessasi lis√§√§ teknisi√§ ohjeita tai yhteystietoja, vieraile sivuillamme: www.nissens.com --- ## Air Conditioning system check in the winter.‚Ä®Best practice sharing [Język: EN] * ¬† * A fully functional AC system is important to both comfort and safety. * When the weather gets cold, it maintains cabin temperature and ensures window visibility.¬†System vitality can quickly degrade with a lack of regular inspection and proper maintenance.¬† ¬† --- ## Alongside winter checks of the vehicle, we recommend technicians ensure the AC system is in good condition. Despite not cooling the cabin in winter, the system can effectively defog the windows, which is vital for driving safety. Furthermore, the system must always be operational in modern hybrid and electric car models to ensure drivability. Besides comfort, the system facilitates the proper function of the vehicle's power drive, battery and control electronics. In traditional combustion engine car models, the AC system may shut off automatically because of lower outside temperatures, since the compressor often won't start below temperatures of 3 degrees Celsius. But keeping it in working order is essential for its longevity and helps avoid severe expensive failures that may occur. [Język: EN] * ¬† * Learn about the essential aspects of AC system vitality and checkpoints to include in a regular system inspection, especially in winter.¬† * ¬† * ‚Ä®Ensure proper lubrication * ¬† * Proper lubrication is critical for the overall lifespan of the AC compressor, and it‚Äôs also beneficial for the entire AC system. As long as refrigerant is flowing through the loop, the compressor will stay properly lubricated. * ¬† * Specifically, activating the AC system equipped with an electromagnetic clutch compressor regularly and throughout all colder seasons is advisable. Besides lubricating the compressor's mechanical parts, the refrigerant and oil mixture flow is essential for sealing the AC loop effectively, particularly the compressor shaft. Long system inactivity periods can cause seals to deteriorate. If not lubricated by the compressor rotation, the rubber can dry out on the shaft's surface, and eventually start leaking once you start the AC system up again. The longer the system is inactive, the more likely the shaft seal will dry, causing serious leakage and provoking severe system failures. * ¬† * Constant lubrication is also critical in clutchless compressor systems, especially those with variable displacement and control of MCV or ECV valves. Most of these compressors run all the time so a serious system undercharge will impair the circulation of the lubricant. Having an unlubricated compressor running all the time may, in the worst-case, lead to burnout and seizure, with a high probability of severe damage, such as a broken/torn auxiliary drive belt.¬† * ¬† * Eliminate leaks * ¬† * Refrigerant leaks are the primary culprit in system failures.¬† * However, minor losses are difficult to spot, particularly in the colder seasons when the system is not required to perform at its highest level. But as previously mentioned, severe losses will lead to critical lubrication failures. Besides, low refrigerant levels impact system performance, which may be very harmful in winter, particularly for systems designed with fixed displacement compressors. The impaired parameters inside the loop and low-temperature ambient conditions may lead refrigerant in a liquid state to enter and harm the compressor. In any system design, long-term unrepaired leaks can lead to irreversible, catastrophic failures due to moisture intrusion and severe degradation of the loop interior ‚Äî from seals through inner surfaces to complete lubricant impairment.¬† --- ## It‚Äôs a good practice to inspect the system tightness regularly, and it‚Äôs simple. Oily stains on the surfaces of the AC loop can highlight leaks, so whenever a vehicle is in the workshop for general service or repair, technicians should systematically examine the loop visually: couplings, compressor housing, ducts exposed to friction and to high temperatures (HP side in particular), and always the surface of the condenser. Oil residues attract dust, which makes them easy to spot. UV dye-based or pressure control is also commonly recommended in the process.¬† [Język: EN] --- ## Still, suspicions of any system leakage will require fixing them immediately and finishing with an entire AC system service procedure, whatever the season. Besides refrigerant evacuation and charge, it should always include a thorough nitrogen-based leak-proof test and a long-term vacuum adjusted to the system volume and ambient temperature.¬†¬† [Język: EN] * ¬† * ¬† * Regularly inspect the condenser * ¬† * The condenser is one of the most vulnerable parts of the AC loop and, yet the most critical for optimal system operation. It can often be entirely exposed and therefore, susceptible to leaks due to humidity, dust and corrosion-provoking salt from the roads in winter. Any signs of corrosion or leaks on the condenser surface must be considered severe threats to the efficiency and operation of the system. Furthermore, even partly surface soiling or deterioration will impact its function, leading to the possibility of extreme system failures, such as overpressure or compressor overload.¬† * ¬† * Therefore, we recommend a thorough visual inspection whenever a vehicle enters the workshop. Pay particular attention to the bottom part of the condenser, where tubes and fins are mostly exposed to harsh conditions. Replace the condenser with any sign of leakage or missing/deteriorated fins. When a new condenser needs to be fitted, it is advisable to choose a high-quality replacement part with a corrosion-protective coating, such as a Nissens condenser, which comes with anti-corrosion protection as standard.¬†¬† * ¬† * ¬† * Control the airflow * ¬† * The airflow around the system is another critical aspect for the correct function of the vehicle's AC, and this requires inspection, whatever the season. Besides the condenser's surface, the proper operation of the AC fan and the elimination of any dust and soiling from its housing are essential checkpoints.¬† * ¬† * An essential area of the AC system that influences the system's performance and requires attention in winter is cabin air intake and filtration. When these are impaired, it can cause severe problems, which is also possible for the occupants to notice when the heater is on. Clogged air filters or ducts, or impaired function of the cabin blower, may also expose the AC compressor to problematic conditions, as a lack of airflow may quickly affect the refrigerant's state change in the evaporator. * ¬† * Another potential problem-causing area is clogged moisture outflow ducts from the HVAC box/cassette compartment. Because condensation is a natural effect of the air temperature differences around the evaporator, the liquid must find an easy way out of the vehicle, which is made possible by outflow ducts. If restrictions impair their function, condensation will accumulate within the compartment. If that happens, the moisture will quickly cause the evaporator or/and heater or blower motor to corrode. Furthermore, it can provoke the housing's padding and foam to rot, causing bacteria and mold to grow, which can cause odors to form. * ¬† * Regularly inspecting the housing and its ducts and replacing the cabin air filter are highly recommended, even in colder seasons. The airflow can quickly be affected by leaves and plant debris, which is naturally more common in the autumn. With free access to the HVAC box compartment, it is advisable to control the condition of the cabin blower. The troubleshooting should eliminate possible airflow restrictions around the component. The part should replace if severe mechanical damages to the fragile blower rotor are spotted.¬† * ¬† * Because the blower is a device operated by current, it is sensitive to failures within the vehicle's electricity. Uneven blower operation, lack of response in some ventilation speeds or AC system modes, or the electrical motor's armature wear or burnout are typical issues threatening the blower operation. * ¬†¬† * Learn more * To learn more best practice tips for servicing automotive thermal systems, visit our expert knowledge portal at www.nissens.com/experts * ¬† * Pictures‚Ä® --- ## 006 [Język: EN] * Long-term inactivity of the AC system may result in compressor shaft leaks. Oil marks with on the clutch assembly and oily cleansing felt clearly show impaired shaft sealing.¬† --- ## 007 [Język: EN] * Severe compressor leaks through impaired shaft sealing.¬†‚Ä®‚Ä®008‚Ä®Excessive moisture formation within the HVAC box leaded to this blower motor corrosion failure. A side effect of ‚Ä®clogged outflow ducts. * ALL DIESEL AND GASOLINE ENGINE MODELS --- ## RECOMMENDED SOLUTION [Język: EN] * The material and its contents are provided without warranty of any kind, and by publishing it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to comply with the right service and maintenance procedures. Nissens Automotive A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com --- ## Nissens‚Äô Technical bulletin AC system [Język: EN] * Bulletin Technique Nissens Syst√®me de Climatisation --- ## For more precise instructions and components‚Äô proper operational temperatures, consult Nissens‚Äô Technical Poster, AC System Diagnostics - Loop Components Temperature, that can be obtained from distributors worldwide or at www.nissens.com/training [Język: EN] --- ## Component [Język: EN] * Composant * Where to measure * O√π mesurer * Temperature * Temp√©rature * ‚Ä® * Evaporator * √âvaporateur * Expansion valve * D√©tendeur * Compressor suction line * Durite √† l‚Äôaspiration du Compresseur * Receiver dryer * Filtre d√©shydrateur * Line * Durie * Compressor * Compresseur * Condenser outlet * Sortie Condenseur * Condenser inlet * Entr√©e Condenseur * Condenser * Condenseur --- ## Surface - 0-5 ¬∞C/32-41 ¬∞F [Język: EN] * Directly on the unit - 2-5 ¬∞C/35-41 ¬∞F * Evaporator to compressor line - 15-20 ¬∞C/59-68 ¬∞F * Directly on the unit - 30-50 ¬∞C/86-122 ¬∞F * Condenser to receiver dryer line | - 30-50 ¬∞C/86-122 ¬∞F * Directly on the unit - 60-90 ¬∞C/140-194 ¬∞F * ‚Ķto receiver dryer - 40-60 ¬∞C/104-140 ¬∞F * ‚Ķfrom compressor - 60-90 ¬∞C/140-194 ¬∞F‚Ä®Inlet ‚Äì outlet ‚Äì temperature difference between inlet and outlet --- ## Surface - 0-5 ¬∞C [Język: EN] * Directement sur la pi√®ce - 2-5 ¬∞C * Durite de l‚Äô√âvaporateur au Compresseur - 15-20 ¬∞C * Directement sur la pi√®ce - 30-50 ¬∞C * Durite du Condenseur au Filtre D√©shydrateur - 30-50 ¬∞C * Directement sur la pi√®ce - 60-90 ¬∞C * ‚Ķvers le Filtre d√©shydrateur - 40-60 ¬∞C * ‚Ķdu Compressor - 60-90 ¬∞C ‚Ä®Entr√©e ‚Äì Sortie ‚Äì diff√©rence de temp√©rature entre entr√©e et sortie --- ## ‚Ä¢ System improper charge ‚Äì too low or to high amount of refrigerant [Język: EN] * ‚Ä¢ Charge incorrecte du syst√®me ‚Äì quantit√© de r√©frig√©rant trop faible ou trop √©lev√©e * ‚Ä¢ Improper use of additives ‚Äì mainly excessive use of UV dye causing the system overpressure * ‚Ä¢ Mauvaise utilisation d‚Äôadditifs ‚Äì principalement usage excessif de traceur UV entrainant une surpression du syst√®me * ‚Ä¢ Component and system inner blockages and restrictions ‚Äì caused by impurities, debris, moisture or corrosion in the system, improper use of additives (leak stop agents), consequence of overheating and carbonized lubricant particles ‚Äì mostly exposed to clogs are expansion valve, receiver-dryer and condenser (thin micro tubes) * ‚Ä¢ Blocages et restrictions internes des composants et du syst√®me - caus√©s par des impuret√©s, des d√©bris, de l'humidit√© ou de la corrosion dans le syst√®me, une mauvaise utilisation d'additifs (agents anti-fuites), des particules de lubrifiant carbonis√© cons√©quence de la surchauffe - les d√©tendeurs, les filtres d√©shydrateurs et les condenseurs (compos√©s de micro-tubes fins) sont principalement expos√©s aux obstructions. * ‚Ä¢ Malfunction of condenser fan * ‚Ä¢ Dysfonctionnement du ventilateur de condenseur * ‚Ä¢ Malfunction of air circulation system ‚Äì cabin filter, interior blower, etc. * ‚Ä¢ Dysfonctionnement du syst√®me de circulation d‚Äôair ‚Äì Filtre habitacle, pulseur habitacle, ‚Ķ * ‚Ä¢ Malfunction of compressor ‚Äì steering ‚Äì clutch/valves or operation in general * ‚Ä¢ Dysfonctionnement du Compresseur ‚Äì Poulie, embrayage, valve de contr√¥le et fonctionnement en g√©n√©ral * ‚Ä¢ Malfunctioning condenser ‚Äì restricted heat exchange caused by missing fins, fin corrosion, soiled surface, leakages, bent tubes and fins, etc‚Ķ * ‚Ä¢ Dysfonctionnement du condenseur ‚Äì √©change thermique restreint caus√© par des ailettes manquantes, la corrosion des ailettes, une surface sale, des fuites, des tubes et ailettes pli√©s, etc‚Ķ --- ## For more precise problem explanations related to each of the key loop components, please consult Nissens‚Äô Technical Poster, AC System Diagnostics - Loop Components Temperature. [Język: EN] --- ## Le mat√©riel et son contenu sont fournis sans garantie d'aucune sorte, et en le publiant, nous d√©clinons toute responsabilit√©. Suivez toujours les instructions donn√©es par le constructeur du v√©hicule pour suivre les bonnes proc√©dures de service et d‚Äôentretien. Nissens A/S ne sera pas responsable des dommages mat√©riels ou corporels, des dommages directs ou indirects dus √† une panne ou √† un temps d'arr√™t du v√©hicule caus√© par une application, une installation et / ou une utilisation abusives de nos produits. [Język: EN] * PLEASE LEAVE ALL ENGLISH TEXT AND ADD YOUR TRANSLATION SECTION BY SECTION IN ORDER FOR US TO IMPLEMENT/UNDERSTAND THE MEANING OF ALL TEXT, THANK YOU. PLEASE NOTICE THE BOLD TEXT PARTS. --- ## NISSENS‚Äô TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] * Œ§ŒïŒßŒùŒôŒöŒü Œ¶Œ•ŒõŒõŒëŒîŒôŒü NISSENS ŒúŒïŒ°Œó Œ£Œ•Œ£Œ§ŒóŒúŒëŒ§ŒüŒ£ AC * Theme Condenser ‚Ä®Condenser Inner Clogging * ŒòŒ≠ŒºŒ± Œ£œÖŒºœÄœÖŒ∫ŒΩœâœÑŒÆœÇ ‚Ä®ŒïœÉœâœÑŒµœÅŒπŒ∫ŒÆ Œ≠ŒºœÜœÅŒ±ŒæŒ∑ œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒÆ‚Ä® * Background * Œ•œÄœåŒ≤Œ±Œ∏œÅŒø‚Ä®The condenser is placed in the front of the car and is typically attached to other heat exchangers in the engine compartment. The condenser is crucial for the AC system operation. It ensures that the refrigerant changes from a gas to a liquid form. This is achieved through the condensation process, where the refrigerant heat is extracted and exchanged with the ambient air. * Œü œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒÆœÇ œÑŒøœÄŒøŒ∏ŒµœÑŒµŒØœÑŒ±Œπ œÉœÑŒø ŒºœÄœÅŒøœÉœÑŒπŒΩœå ŒºŒ≠œÅŒøœÇ œÑŒøœÖ Œ±œÖœÑŒøŒ∫ŒπŒΩŒÆœÑŒøœÖ Œ∫Œ±Œπ œÑœÖœÄŒπŒ∫Œ¨ œÉœÖŒΩŒ¥Œ≠ŒµœÑŒ±Œπ ŒºŒµ Œ¨ŒªŒªŒøœÖœÇ ŒµŒΩŒ±ŒªŒªŒ¨Œ∫œÑŒµœÇ Œ∏ŒµœÅŒºœåœÑŒ∑œÑŒ±œÇ œÉœÑŒø œáœéœÅŒø œÑŒøœÖ Œ∫ŒπŒΩŒ∑œÑŒÆœÅŒ±. Œü œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒÆœÇ ŒµŒØŒΩŒ±Œπ Œ∂œâœÑŒπŒ∫ŒÆœÇ œÉŒ∑ŒºŒ±œÉŒØŒ±œÇ Œ≥ŒπŒ± œÑŒ∑ ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒØŒ± œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ | Œ∫ŒªŒπŒºŒ±œÑŒπœÉŒºŒøœç. ŒîŒπŒ±œÉœÜŒ±ŒªŒØŒ∂ŒµŒπ œÑŒ∑ŒΩ Œ±ŒªŒªŒ±Œ≥ŒÆ œÑŒøœÖ œàœÖŒ∫œÑŒπŒ∫Œøœç ŒºŒ≠œÉŒøœÖ Œ±œÄœå ŒºŒøœÅœÜŒÆ Œ±ŒµœÅŒØŒøœÖ œÉŒµ ŒºŒøœÅœÜŒÆ œÖŒ≥œÅŒøœç. ŒëœÖœÑœå ŒµœÄŒπœÑœÖŒ≥œáŒ¨ŒΩŒµœÑŒ±Œπ ŒºŒ≠œÉœâ œÑŒ∑œÇ Œ¥ŒπŒ±Œ¥ŒπŒ∫Œ±œÉŒØŒ±œÇ œÉœÖŒºœÄœçŒ∫ŒΩœâœÉŒ∑œÇ, œåœÄŒøœÖ Œ∑ Œ∏ŒµœÅŒºœåœÑŒ∑œÑŒ± œÑŒøœÖ œàœÖŒ∫œÑŒπŒ∫Œøœç ŒºŒ≠œÉŒøœÖ ŒµŒæŒ¨Œ≥ŒµœÑŒ±Œπ Œ∫Œ±Œπ Œ±ŒΩœÑŒ±ŒªŒªŒ¨œÉœÉŒµœÑŒ±Œπ ŒºŒµ œÑŒøŒΩ Œ±œÑŒºŒøœÉœÜŒ±ŒπœÅŒπŒ∫œå Œ±Œ≠œÅŒ±. --- ## Problem [Język: EN] * Œ†œÅœåŒ≤ŒªŒ∑ŒºŒ± ‚Ä®When impurities develop in the system, the thin channels of the condenser will quickly clog. This can restrict the refrigerant flow, eventually reducing the unit‚Äôs ability to exchange heat. In most cases, this will eventually cause overpressure in the system, which is extremely harmful for the compressor. Especially condensers with micro tube technology are in great risk. While micro tube technology offers an outstanding cooling performance, the thin fins are more exposed to stoppages. As the flow is compressed to a more confined area, fewer impurities are needed for clogging to occur. * ŒåœÑŒ±ŒΩ Œ±ŒΩŒ±œÄœÑœçœÉœÉŒøŒΩœÑŒ±Œπ Œ±Œ∫Œ±Œ∏Œ±œÅœÉŒØŒµœÇ œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ±, œÑŒ± ŒªŒµœÄœÑŒ¨ Œ∫Œ±ŒΩŒ¨ŒªŒπŒ± œÑŒøœÖ œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒÆ œÜœÅŒ¨œÉœÉŒøœÖŒΩ Œ≥œÅŒÆŒ≥ŒøœÅŒ±. ŒëœÖœÑœå ŒºœÄŒøœÅŒµŒØ ŒΩŒ± œÄŒµœÅŒπŒøœÅŒØœÉŒµŒπ œÑŒ∑ œÅŒøŒÆ œÑŒøœÖ œàœÖŒ∫œÑŒπŒ∫Œøœç ŒºŒ≠œÉŒøœÖ, ŒºŒµŒπœéŒΩŒøŒΩœÑŒ±œÇ œÑŒµŒªŒπŒ∫Œ¨ œÑŒ∑ŒΩ ŒπŒ∫Œ±ŒΩœåœÑŒ∑œÑŒ± Œ±ŒΩœÑŒ±ŒªŒªŒ±Œ≥ŒÆœÇ Œ∏ŒµœÅŒºœåœÑŒ∑œÑŒ±œÇ œÑŒ∑œÇ ŒºŒøŒΩŒ¨Œ¥Œ±œÇ. Œ£œÑŒπœÇ œÄŒµœÅŒπœÉœÉœåœÑŒµœÅŒµœÇ œÄŒµœÅŒπœÄœÑœéœÉŒµŒπœÇ, Œ±œÖœÑœå Œ∏Œ± œÄœÅŒøŒ∫Œ±ŒªŒ≠œÉŒµŒπ œÑŒµŒªŒπŒ∫Œ¨ œÖœÄŒµœÅœÄŒØŒµœÉŒ∑ œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ±, Œ∑ ŒøœÄŒøŒØŒ± ŒµŒØŒΩŒ±Œπ ŒµŒæŒ±ŒπœÅŒµœÑŒπŒ∫Œ¨ ŒµœÄŒπŒ≤ŒªŒ±Œ≤ŒÆœÇ Œ≥ŒπŒ± œÑŒøŒΩ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ. ŒïŒπŒ¥ŒπŒ∫Œ¨ ŒøŒπ œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒ≠œÇ ŒºŒµ œÑŒµœáŒΩŒøŒªŒøŒ≥ŒØŒ± ŒºŒπŒ∫œÅŒø-œÉœâŒªŒÆŒΩŒ± Œ≤œÅŒØœÉŒ∫ŒøŒΩœÑŒ±Œπ œÉŒµ ŒºŒµŒ≥Œ¨ŒªŒø Œ∫ŒØŒΩŒ¥œÖŒΩŒø. ŒïŒΩœé Œ∑ œÑŒµœáŒΩŒøŒªŒøŒ≥ŒØŒ± ŒºŒπŒ∫œÅŒø-œÉœâŒªŒÆŒΩŒ± œÄœÅŒøœÉœÜŒ≠œÅŒµŒπ ŒµŒæŒ±ŒπœÅŒµœÑŒπŒ∫ŒÆ Œ±œÄœåŒ¥ŒøœÉŒ∑ œàœçŒæŒ∑œÇ, œÑŒ± ŒªŒµœÄœÑŒ¨ œÄœÑŒµœÅœçŒ≥ŒπŒ± ŒµŒØŒΩŒ±Œπ œÄŒµœÅŒπœÉœÉœåœÑŒµœÅŒø ŒµŒ∫œÑŒµŒ∏ŒµŒπŒºŒ≠ŒΩŒ± œÉŒµ ŒµŒºœÜœÅŒ¨ŒæŒµŒπœÇ. ŒöŒ±Œ∏œéœÇ Œ∑ œÅŒøŒÆ œÉœÖŒºœÄŒπŒ≠Œ∂ŒµœÑŒ±Œπ œÉŒµ œÄŒπŒø œÄŒµœÅŒπŒøœÅŒπœÉŒºŒ≠ŒΩŒø œáœéœÅŒø, Œ±œÄŒ±ŒπœÑŒøœçŒΩœÑŒ±Œπ ŒªŒπŒ≥œåœÑŒµœÅŒµœÇ Œ±Œ∫Œ±Œ∏Œ±œÅœÉŒØŒµœÇ Œ≥ŒπŒ± ŒΩŒ± œÄœÅŒøŒ∫œçœàŒµŒπ Œ≠ŒºœÜœÅŒ±ŒæŒ∑. --- ## Recommended Solution [Język: EN] * Œ£œÖŒΩŒπœÉœÑœéŒºŒµŒΩŒ∑ ŒªœçœÉŒ∑ ‚Ä®To keep the condenser in good condition, the receiver dryer must always be replaced during a compressor replacement, if the circuit has been exposed to ambient air, or the system has run empty, due to leakages. If none of these events occur, it is recommended to replace the receiver dryer every second year. * ŒìŒπŒ± ŒΩŒ± Œ¥ŒπŒ±œÑŒ∑œÅŒÆœÉŒµœÑŒµ œÑŒøŒΩ œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒÆ œÉŒµ Œ∫Œ±ŒªŒÆ Œ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑, Œø ŒæŒ∑œÅŒ±ŒΩœÑŒÆœÅŒ±œÇ Œ¥Œ≠Œ∫œÑŒ∑ œÄœÅŒ≠œÄŒµŒπ ŒΩŒ± Œ±ŒΩœÑŒπŒ∫Œ±Œ∏ŒØœÉœÑŒ±œÑŒ±Œπ Œ∫Œ±œÑŒ¨ œÑŒ∑ŒΩ Œ±ŒΩœÑŒπŒ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑ œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ, ŒµŒ¨ŒΩ œÑŒø Œ∫œçŒ∫ŒªœâŒºŒ± Œ≠œáŒµŒπ ŒµŒ∫œÑŒµŒ∏ŒµŒØ œÉœÑŒøŒΩ Œ±œÑŒºŒøœÉœÜŒ±ŒπœÅŒπŒ∫œå Œ±Œ≠œÅŒ± ŒÆ ŒµŒ¨ŒΩ œÑŒø œÉœçœÉœÑŒ∑ŒºŒ± Œ≠œáŒµŒπ ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒÆœÉŒµŒπ Œ∫ŒµŒΩœå ŒªœåŒ≥œâ Œ¥ŒπŒ±œÅœÅŒøœéŒΩ. ŒëŒΩ Œ¥ŒµŒΩ œÉœÖŒºŒ≤ŒµŒØ Œ∫Œ±ŒΩŒ≠ŒΩŒ± Œ±œÄœå Œ±œÖœÑŒ¨ œÑŒ± Œ≥ŒµŒ≥ŒøŒΩœåœÑŒ±, œÉœÖŒΩŒπœÉœÑŒ¨œÑŒ±Œπ ŒΩŒ± Œ±ŒΩœÑŒπŒ∫Œ±Œ∏ŒπœÉœÑŒ¨œÑŒµ œÑŒøŒΩ ŒæŒ∑œÅŒ±ŒΩœÑŒÆœÅŒ± Œ¥Œ≠Œ∫œÑŒ∑ Œ∫Œ¨Œ∏Œµ Œ¥ŒµœçœÑŒµœÅŒø œáœÅœåŒΩŒø. --- ## Furthermore, it is always required to perform a system flush after a compressor breakdown. Make sure that no flushing agent residues remain in the system after flushing. [Język: EN] * ŒïœÄŒπœÄŒªŒ≠ŒøŒΩ, Œ±œÄŒ±ŒπœÑŒµŒØœÑŒ±Œπ œÄŒ¨ŒΩœÑŒøœÑŒµ ŒΩŒ± ŒµŒ∫œÑŒµŒªŒµŒØœÑŒµ ŒºŒØŒ± Œ≠Œ∫œÄŒªœÖœÉŒ∑ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ ŒºŒµœÑŒ¨ Œ±œÄœå ŒºŒπŒ± Œ≤ŒªŒ¨Œ≤Œ∑ œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ. ŒíŒµŒ≤Œ±ŒπœâŒ∏ŒµŒØœÑŒµ œåœÑŒπ Œ¥ŒµŒΩ œÄŒ±œÅŒ±ŒºŒ≠ŒΩŒøœÖŒΩ œÖœÄŒøŒªŒµŒØŒºŒºŒ±œÑŒ± œÄŒ±œÅŒ¨Œ≥ŒøŒΩœÑŒ± Œ≠Œ∫œÄŒªœÖœÉŒ∑œÇ œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ± ŒºŒµœÑŒ¨ œÑŒ∑ŒΩ Œ≠Œ∫œÄŒªœÖœÉŒ∑. --- ## Common causes for condenser inner clogging [Język: EN] * ŒöŒøŒπŒΩŒ≠œÇ Œ±ŒπœÑŒØŒµœÇ Œ≥ŒπŒ± ŒµœÉœâœÑŒµœÅŒπŒ∫ŒÆ Œ≠ŒºœÜœÅŒ±ŒæŒ∑ œÑŒøœÖ œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒÆ * No/poor flushing ‚Äì A thorough system flush must always be performed prior to a new component installation - especially after a compressor seizure. When a compressor has seized, metal chips can break off and cause clogging in the system. Furthermore, carbonized oil particles, developed due to compressor overheating, can cause clogging in the system and must be flushed. * ŒöŒ±Œ∏œåŒªŒøœÖ/Œ∫Œ±Œ∫ŒÆ Œ≠Œ∫œÄŒªœÖœÉŒ∑ - Œ†œÅŒ≠œÄŒµŒπ ŒΩŒ± ŒµŒ∫œÑŒµŒªŒµŒØœÑŒ±Œπ œÄŒ¨ŒΩœÑŒ± ŒºŒØŒ± Œ¥ŒπŒµŒæŒøŒ¥ŒπŒ∫ŒÆ Œ≠Œ∫œÄŒªœÖœÉŒ∑ œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ œÄœÅŒπŒΩ Œ±œÄœå œÑŒ∑ŒΩ ŒµŒ≥Œ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑ ŒµŒΩœåœÇ ŒΩŒ≠ŒøœÖ œÉœÑŒøŒπœáŒµŒØŒøœÖ - ŒµŒπŒ¥ŒπŒ∫Œ¨ ŒºŒµœÑŒ¨ Œ±œÄœå ŒºŒπŒ± ŒµŒºœÄŒªŒøŒ∫ŒÆ œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ. ŒåœÑŒ±ŒΩ Œ≠ŒΩŒ±œÇ œÉœÖŒºœÄŒπŒµœÉœÑŒÆœÇ œÄŒ±œÅŒøœÖœÉŒπŒ¨œÉŒµŒπ ŒµŒºœÄŒªŒøŒ∫ŒÆ, ŒºŒµœÑŒ±ŒªŒªŒπŒ∫Œ¨ Œ∏œÅŒ±œçœÉŒºŒ±œÑŒ± ŒµŒΩŒ¥Œ≠œáŒµœÑŒ±Œπ ŒΩŒ± œÄœÅŒøŒ∫Œ±ŒªŒ≠œÉŒøœÖŒΩ Œ≠ŒºœÜœÅŒ±ŒæŒ∑ œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ±. Œ§œÖœáœåŒΩ Œ∫Œ±œÅŒºœÄŒøŒΩŒ±œÅŒπœÉŒºŒ≠ŒΩŒ± œÉœâŒºŒ±œÑŒØŒ¥ŒπŒ± ŒªŒ±Œ¥ŒπŒøœç, œÑŒ± ŒøœÄŒøŒØŒ± Œ±ŒΩŒ±œÄœÑœçœÉœÉŒøŒΩœÑŒ±Œπ ŒªœåŒ≥œâ œÑŒ∑œÇ œÖœÄŒµœÅŒ∏Œ≠œÅŒºŒ±ŒΩœÉŒ∑œÇ œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ, ŒµŒΩŒ¥Œ≠œáŒµœÑŒ±Œπ ŒµœÄŒØœÉŒ∑œÇ ŒΩŒ± œÄœÅŒøŒ∫Œ±ŒªŒ≠œÉŒøœÖŒΩ Œ≠ŒºœÜœÅŒ±ŒæŒ∑ œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ± Œ∫Œ±Œπ œÄœÅŒ≠œÄŒµŒπ ŒΩŒ± ŒµŒ∫œÄŒªœÖŒ∏ŒøœçŒΩ.¬† ¬† * Wrong use of additives ‚Äì Incorrect additives, or improper application of additives, can cause system contamination. This is often caused by crystalized leak-stop agents and/or Teflon that has peeled off inner parts of the compressor. Teflon peeling off can be caused by aggressive, and not properly removed, cleaning agents. * ŒïœÉœÜŒ±ŒªŒºŒ≠ŒΩŒ∑ œáœÅŒÆœÉŒ∑ œÄœÅœåœÉŒ∏ŒµœÑœâŒΩ - Œ§Œ± ŒµœÉœÜŒ±ŒªŒºŒ≠ŒΩŒ± œÄœÅœåœÉŒ∏ŒµœÑŒ± ŒÆ Œ∑ œÄŒªŒ∑ŒºŒºŒµŒªŒÆœÇ ŒµœÜŒ±œÅŒºŒøŒ≥ŒÆ œÄœÅœåœÉŒ∏ŒµœÑœâŒΩ ŒºœÄŒøœÅŒøœçŒΩ ŒΩŒ± œÄœÅŒøŒ∫Œ±ŒªŒ≠œÉŒøœÖŒΩ ŒºœåŒªœÖŒΩœÉŒ∑ œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ. ŒëœÖœÑœå œÉœÖœáŒΩŒ¨ ŒøœÜŒµŒØŒªŒµœÑŒ±Œπ œÉŒµ Œ∫œÅœÖœÉœÑŒ±ŒªŒªœâŒºŒ≠ŒΩŒøœÖœÇ œÄŒ±œÅŒ¨Œ≥ŒøŒΩœÑŒµœÇ ŒµœÄŒπœÉŒ∫ŒµœÖŒÆœÇ Œ¥ŒπŒ±œÅœÅŒøœéŒΩ ŒÆ/Œ∫Œ±Œπ Teflon œÄŒøœÖ Œ≠œáŒµŒπ ŒæŒµœÜŒªŒøœÖŒ¥ŒØœÉŒµŒπ Œ±œÄœå œÑŒ± ŒµœÉœâœÑŒµœÅŒπŒ∫Œ¨ ŒºŒ≠œÅŒ∑ œÑŒøœÖ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ. Œ§Œø ŒæŒµœÜŒªŒøœçŒ¥ŒπœÉŒºŒ± œÑŒøœÖ Teflon ŒºœÄŒøœÅŒµŒØ ŒΩŒ± œÄœÅŒøŒ∫ŒªŒ∑Œ∏ŒµŒØ Œ±œÄœå œÄŒ±œÅŒ¨Œ≥ŒøŒΩœÑŒµœÇ Œ∫Œ±Œ∏Œ±œÅŒπœÉŒºŒøœç œÄŒøœÖ Œ¥ŒµŒΩ Œ≠œáŒøœÖŒΩ Œ±œÄŒøŒºŒ±Œ∫œÅœÖŒΩŒ∏ŒµŒØ œÉœâœÉœÑŒ¨. * Wrong Lubricant ‚Äì A lubricant with a too high viscosity can easily clog the condenser. Especially condensers built in micro tube technology, due to the confined flow in the fins. * ŒïœÉœÜŒ±ŒªŒºŒ≠ŒΩŒø ŒªŒπœÄŒ±ŒΩœÑŒπŒ∫œå - ŒàŒΩŒ± ŒªŒπœÄŒ±ŒΩœÑŒπŒ∫œå ŒºŒµ œÄŒøŒªœç œÖœàŒ∑Œªœå ŒπŒæœéŒ¥ŒµœÇ ŒºœÄŒøœÅŒµŒØ ŒµœçŒ∫ŒøŒªŒ± ŒΩŒ± œÜœÅŒ¨ŒæŒµŒπ œÑŒøŒΩ œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒÆ. ŒïŒπŒ¥ŒπŒ∫Œ¨ œÑŒøœÖœÇ œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒ≠œÇ ŒºŒµ œÑŒµœáŒΩŒøŒªŒøŒ≥ŒØŒ± ŒºŒπŒ∫œÅŒø-œÉœâŒªŒÆŒΩŒ±, ŒªœåŒ≥œâ œÑŒ∑œÇ œÄŒµœÅŒπŒøœÅŒπœÉŒºŒ≠ŒΩŒ∑œÇ œÅŒøŒÆœÇ œÉœÑŒ± œÄœÑŒµœÅœçŒ≥ŒπŒ±. * Receiver dryer in bad shape ‚Äì Poor condition of the receiver dryer means that it will become less efficient in filtering particles, increasing the risk of impurities flowing through the system. This will eventually lead to clogging of the condenser and other components. * ŒöŒ±Œ∫ŒÆ Œ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑ ŒæŒ∑œÅŒ±ŒΩœÑŒÆœÅŒ± Œ¥Œ≠Œ∫œÑŒ∑ - Œó Œ∫Œ±Œ∫ŒÆ Œ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑ œÑŒøœÖ ŒæŒ∑œÅŒ±ŒΩœÑŒÆœÅŒ± Œ¥Œ≠Œ∫œÑŒ∑ œÉŒ∑ŒºŒ±ŒØŒΩŒµŒπ œåœÑŒπ Œ∏Œ± Œ≥ŒØŒΩŒµŒπ ŒªŒπŒ≥œåœÑŒµœÅŒø Œ±œÄŒøœÑŒµŒªŒµœÉŒºŒ±œÑŒπŒ∫œåœÇ œÉœÑŒø œÜŒπŒªœÑœÅŒ¨œÅŒπœÉŒºŒ± œÑœâŒΩ œÉœâŒºŒ±œÑŒπŒ¥ŒØœâŒΩ, Œ±œÖŒæŒ¨ŒΩŒøŒΩœÑŒ±œÇ œÑŒøŒΩ Œ∫ŒØŒΩŒ¥œÖŒΩŒø œÅŒøŒÆœÇ œÑœâŒΩ Œ±Œ∫Œ±Œ∏Œ±œÅœÉŒπœéŒΩ Œ¥ŒπŒ±ŒºŒ≠œÉŒøœÖ œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ. ŒëœÖœÑœå Œ∏Œ± ŒøŒ¥Œ∑Œ≥ŒÆœÉŒµŒπ œÑŒµŒªŒπŒ∫Œ¨ œÉŒµ Œ≠ŒºœÜœÅŒ±ŒæŒ∑ œÑŒøœÖ œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒÆ Œ∫Œ±Œπ Œ¨ŒªŒªœâŒΩ œÉœÑŒøŒπœáŒµŒØœâŒΩ. --- ## Pictures: [Język: EN] * ŒïŒπŒ∫œåŒΩŒµœÇ: * Black, carbonized oil will quickly clog the condenser‚Äôs inner tubes * Œ§Œø ŒºŒ±œçœÅŒø, Œ∫Œ±œÅŒºœÄŒøŒΩŒ±œÅŒπœÉŒºŒ≠ŒΩŒø ŒªŒ¨Œ¥Œπ Œ∏Œ± œÜœÅŒ¨ŒæŒµŒπ Œ≥œÅŒÆŒ≥ŒøœÅŒ± œÑŒøœÖœÇ ŒµœÉœâœÑŒµœÅŒπŒ∫ŒøœçœÇ œÉœâŒªŒÆŒΩŒµœÇ œÑŒøœÖ œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒÆ * Visible soiling at the condenser inlet * ŒüœÅŒ±œÑŒ≠œÇ Œ±Œ∫Œ±Œ∏Œ±œÅœÉŒØŒµœÇ œÉœÑŒ∑ŒΩ ŒµŒØœÉŒøŒ¥Œø œÑŒøœÖ œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒÆ * Oil drained from a seized compressor. The visible contaminations are spread in the entire system, including the condenser. * ŒõŒ¨Œ¥Œπ œÄŒøœÖ Œ±œÄŒøœÉœÑœÅŒ±Œ≥Œ≥ŒØŒ∂ŒµœÑŒ±Œπ Œ±œÄœå Œ≠ŒΩŒ±ŒΩ œÉœÖŒºœÄŒπŒµœÉœÑŒÆ ŒºŒµ ŒµŒºœÄŒªŒøŒ∫ŒÆ. ŒüŒπ ŒøœÅŒ±œÑŒ≠œÇ ŒºŒøŒªœçŒΩœÉŒµŒπœÇ Œ≠œáŒøœÖŒΩ ŒµŒæŒ±œÄŒªœâŒ∏ŒµŒØ œÉŒµ ŒøŒªœåŒ∫ŒªŒ∑œÅŒø œÑŒø œÉœçœÉœÑŒ∑ŒºŒ±, œÉœÖŒºœÄŒµœÅŒπŒªŒ±ŒºŒ≤Œ±ŒΩŒøŒºŒ≠ŒΩŒøœÖ œÑŒøœÖ œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒÆ. * Worn out receiver dryer (or desiccant bag cartridge) often results in clogging of the condenser‚Äôs inner tube * ŒàŒΩŒ±œÇ œÜŒ∏Œ±œÅŒºŒ≠ŒΩŒøœÇ ŒæŒ∑œÅŒ±ŒΩœÑŒÆœÅŒ±œÇ Œ¥Œ≠Œ∫œÑŒ∑ (ŒÆ Œ∫Œ±œÉŒ≠œÑŒ± ŒºŒµ œÉŒ±Œ∫ŒøœÖŒªŒ¨Œ∫Œπ Œ±œÄŒøŒæŒÆœÅŒ±ŒΩœÉŒ∑œÇ) ŒøŒ¥Œ∑Œ≥ŒµŒØ œÉœÖœáŒΩŒ¨ œÉŒµ Œ≠ŒºœÜœÅŒ±ŒæŒ∑ œÑŒøœÖ ŒµœÉœâœÑŒµœÅŒπŒ∫Œøœç œÉœâŒªŒÆŒΩŒ± œÑŒøœÖ œÉœÖŒºœÄœÖŒ∫ŒΩœâœÑŒÆ --- ## ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information visit our website www.nissens.com. * ŒìŒπŒ± œÄŒµœÅŒπœÉœÉœåœÑŒµœÅŒµœÇ œÑŒµœáŒΩŒπŒ∫Œ≠œÇ œÄŒªŒ∑œÅŒøœÜŒøœÅŒØŒµœÇ Œ∫Œ±Œπ ŒµœÄŒπŒ∫ŒøŒπŒΩœâŒΩŒØŒ±, ŒµœÄŒπœÉŒ∫ŒµœÜŒ∏ŒµŒØœÑŒµ œÑŒ∑ŒΩ ŒπœÉœÑŒøœÉŒµŒªŒØŒ¥Œ± ŒºŒ±œÇ www.nissens.com. --- ## It could be an excesive back pressure from the exhaust. It could be overboosting because of some improper regulation of the turbocharger. It could also be a lack of proper lubrication of the shaft. And second of all, this turbocharger is suffering from erratic communication between the actuator and the vehicle's ECU. [Język: EN] * –¶–µ –º–æ–∂–µ –±—É—Ç–∏ –Ω–∞–¥–º—ñ—Ä–Ω–∏–π –∑–≤–æ—Ä–æ—Ç–Ω–∏–π —Ç–∏—Å–∫ –≤—ñ–¥ –≤–∏—Ö–ª–æ–ø–Ω–∏—Ö –≥–∞–∑—ñ–≤. –¶–µ –º–æ–∂–µ –±—É—Ç–∏ –Ω–∞–¥–º—ñ—Ä–Ω–∏–π –Ω–∞–¥–¥—É–≤ —á–µ—Ä–µ–∑ –Ω–µ–ø—Ä–∞–≤–∏–ª—å–Ω–µ —Ä–µ–≥—É–ª—é–≤–∞–Ω–Ω—è —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. –¶–µ —Ç–∞–∫–æ–∂ –º–æ–∂–µ –±—É—Ç–∏ –Ω–µ–¥–æ—Å—Ç–∞—Ç–Ω—î –∑–º–∞—â–µ–Ω–Ω—è –≤–∞–ª–∞. –Ü –ø–æ-–¥—Ä—É–≥–µ, —Ü–µ–π —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä —Å—Ç—Ä–∞–∂–¥–∞—î –≤—ñ–¥ –Ω–µ—Å—Ç–∞–±—ñ–ª—å–Ω–æ–≥–æ –∑–≤‚Äô—è–∑–∫—É –º—ñ–∂ –∞–∫—Ç—É–∞—Ç–æ—Ä–æ–º —ñ –µ–ª–µ–∫—Ç—Ä–æ–Ω–Ω–∏–º –±–ª–æ–∫–æ–º –∫–µ—Ä—É–≤–∞–Ω–Ω—è –∞–≤—Ç–æ–º–æ–±—ñ–ª—è. * Now, before you start blaming the actuator, make sure that the actuator moves freely. * –¢–µ–ø–µ—Ä, –ø–µ—Ä—à –Ω—ñ–∂ –∑–≤–∏–Ω—É–≤–∞—á—É–≤–∞—Ç–∏ –∞–∫—Ç—É–∞—Ç–æ—Ä, –ø–µ—Ä–µ–∫–æ–Ω–∞–π—Ç–µ—Å—è, —â–æ –≤—ñ–Ω —Ä—É—Ö–∞—î—Ç—å—Å—è –≤—ñ–ª—å–Ω–æ. * It could happen that some restrictions within the tubocharger, like inner blockages of the VNT system, make it impossible for the actuator to operate properly. In such a case, there would be increased current consumption, significant overheating of the engine and the gearbox inside of the actuator, and ultimately it would fail. But still, the actuator could not be the root cause. The root cause could and may lay within the VNT mechanism. So make sure that you find out what killed your turbocharger. * –ú–æ–∂–µ —Å—Ç–∞—Ç–∏—Å—è —Ç–∞–∫, —â–æ –¥–µ—è–∫—ñ –æ–±–º–µ–∂–µ–Ω–Ω—è –≤ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä—ñ, –Ω–∞–ø—Ä–∏–∫–ª–∞–¥, –≤–Ω—É—Ç—Ä—ñ—à–Ω—ñ –±–ª–æ–∫—É–≤–∞–Ω–Ω—è —Å–∏—Å—Ç–µ–º–∏ VNT, —É–Ω–µ–º–æ–∂–ª–∏–≤–ª—è—Ç—å –Ω–∞–ª–µ–∂–Ω—É —Ä–æ–±–æ—Ç—É –∞–∫—Ç—É–∞—Ç–æ—Ä–∞. –£ —Ç–∞–∫–æ–º—É —Ä–∞–∑—ñ –∑–±—ñ–ª—å—à–∏—Ç—å—Å—è —Å–ø–æ–∂–∏–≤–∞–Ω–Ω—è —Å—Ç—Ä—É–º—É, —Å—Ç–∞–Ω–µ—Ç—å—Å—è –∑–Ω–∞—á–Ω–∏–π –ø–µ—Ä–µ–≥—Ä—ñ–≤ –¥–≤–∏–≥—É–Ω–∞ —Ç–∞ –º–µ—Ö–∞–Ω—ñ–∑–º—É –ø—Ä–∏–≤–æ–¥—É –≤—Å–µ—Ä–µ–¥–∏–Ω—ñ –∞–∫—Ç—É–∞—Ç–æ—Ä–∞, —ñ –∑—Ä–µ—à—Ç–æ—é –≤—ñ–Ω –≤–∏–π–¥–µ –∑ –ª–∞–¥—É. –ê–ª–µ –≤—Å–µ –∂ –∞–∫—Ç—É–∞—Ç–æ—Ä –Ω–µ –º–æ–∂–µ –±—É—Ç–∏ –ø–µ—Ä—à–æ–ø—Ä–∏—á–∏–Ω–æ—é. –û—Å–Ω–æ–≤–Ω–∞ –ø—Ä–∏—á–∏–Ω–∞ –º–æ–∂–µ –∑–Ω–∞—Ö–æ–¥–∏—Ç–∏—Å—å –≤ –º–µ—Ö–∞–Ω—ñ–∑–º—ñ VNT - –∑–º—ñ–Ω–Ω–æ—ó –≥–µ–æ–º–µ—Ç—Ä—ñ—ó —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. –¢–æ–º—É –ø–µ—Ä–µ–∫–æ–Ω–∞–π—Ç–µ—Å—è, —â–æ –≤–∏ –∑‚Äô—è—Å—É–≤–∞–ª–∏, —â–æ —Å–∞–º–µ –≤–±–∏–ª–æ –≤–∞—à —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä. * The lifespan of the turbocharger is as long as the lifespan of the engine, which means it's absolutely crucial that when replacing the turbocharger, you make sure that all other systems around the turbocharger in the vehicle are working properly. * –¢–µ—Ä–º—ñ–Ω —Å–ª—É–∂–±–∏ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –¥–æ—Ä—ñ–≤–Ω—é—î —Ç–µ—Ä–º—ñ–Ω—É —Å–ª—É–∂–±–∏ –¥–≤–∏–≥—É–Ω–∞, —Ç–æ–º—É –ø—Ä–∏ –∑–∞–º—ñ–Ω—ñ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –≤–∫—Ä–∞–π –≤–∞–∂–ª–∏–≤–æ –ø–µ—Ä–µ–∫–æ–Ω–∞—Ç–∏—Å—è, —â–æ –≤—Å—ñ —ñ–Ω—à—ñ —Å–∏—Å—Ç–µ–º–∏ –Ω–∞–≤–∫–æ–ª–æ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –≤ –∞–≤—Ç–æ–º–æ–±—ñ–ª—ñ –ø—Ä–∞—Ü—é—é—Ç—å –Ω–∞–ª–µ–∂–Ω–∏–º —á–∏–Ω–æ–º. * Make sure that there is no excessive back pressure, that you inspect all the exhaust and exhaust treatment devices in your car. Make sure that the air intake system, including filtering ducts, is also in the proper condition. The oil distribution to, from, and within the turbocharger is also intact as well as electricity system. And if all this is secured, you can be sure that installation of your turbocharger will be successful. * –ü–µ—Ä–µ–∫–æ–Ω–∞–π—Ç–µ—Å—è, —â–æ –Ω–µ–º–∞—î –Ω–∞–¥–º—ñ—Ä–Ω–æ–≥–æ –∑–≤–æ—Ä–æ—Ç–Ω–æ–≥–æ —Ç–∏—Å–∫—É, —â–æ –≤–∏ –ø–µ—Ä–µ–≤—ñ—Ä–∏–ª–∏ –≤—Å—ñ –æ—á–∏—Å–Ω—ñ –ø—Ä–∏—Å—Ç—Ä–æ—ó –≤–∏—Ö–ª–æ–ø–Ω–æ—ó —Å–∏—Å—Ç–µ–º–∏ —É –≤–∞—à–æ–º—É –∞–≤—Ç–æ–º–æ–±—ñ–ª—ñ. –ü–µ—Ä–µ–∫–æ–Ω–∞–π—Ç–µ—Å—è, —â–æ —Å–∏—Å—Ç–µ–º–∞ –≤–ø—É—Å–∫—É –ø–æ–≤—ñ—Ç—Ä—è, –≤–∫–ª—é—á–Ω–æ –∑ —Ñ—ñ–ª—å—Ç—Ä—É—é—á–∏–º–∏ –∫–∞–Ω–∞–ª–∞–º–∏, —Ç–∞–∫–æ–∂ –∑–Ω–∞—Ö–æ–¥–∏—Ç—å—Å—è –≤ –Ω–∞–ª–µ–∂–Ω–æ–º—É —Å—Ç–∞–Ω—ñ. –†–æ–∑–ø–æ–¥—ñ–ª –æ–ª–∏–≤–∏ –¥–æ, –≤—ñ–¥ —Ç–∞ –≤—Å–µ—Ä–µ–¥–∏–Ω—ñ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞, —è–∫ —ñ –µ–ª–µ–∫—Ç—Ä–∏—á–Ω–∞ —Å–∏—Å—Ç–µ–º–∞, –ø—Ä–∞—Ü—é—é—Ç—å –Ω–∞–ª–µ–∂–Ω–∏–º —á–∏–Ω–æ–º. –Ü —è–∫—â–æ –≤—Å–µ —Ü–µ –∑–∞–±–µ–∑–ø–µ—á–µ–Ω–æ, –≤–∏ –º–æ–∂–µ—Ç–µ –±—É—Ç–∏ –≤–ø–µ–≤–Ω–µ–Ω—ñ, —â–æ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è –≤–∞—à–æ–≥–æ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –ø—Ä–æ–π–¥–µ —É—Å–ø—ñ—à–Ω–æ. * When all this is checked and done, you can go to the next step and start installing a turbocharger. * –ö–æ–ª–∏ –≤—Å–µ —Ü–µ –ø–µ—Ä–µ–≤—ñ—Ä–µ–Ω–æ —ñ –∑—Ä–æ–±–ª–µ–Ω–æ, –º–æ–∂–Ω–∞ –ø–µ—Ä–µ—Ö–æ–¥–∏—Ç–∏ –¥–æ –Ω–∞—Å—Ç—É–ø–Ω–æ–≥–æ –∫—Ä–æ–∫—É —ñ —Ä–æ–∑–ø–æ—á–∏–Ω–∞—Ç–∏ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. * And here is what to start with. * –Ü –æ—Å—å –∑ —á–æ–≥–æ —Å–ª—ñ–¥ –ø–æ—á–∞—Ç–∏. * On all boxes from Nissens' turbochargers, you will find a QR code which will lead you to a step by step installation guide. Besides the online version, a printed installation guide is provided in each and every turbocharger box from Nissens. * –ù–∞ –≤—Å—ñ—Ö –∫–æ—Ä–æ–±–∫–∞—Ö —ñ–∑ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞–º–∏ Nissens –≤–∏ –∑–Ω–∞–π–¥–µ—Ç–µ QR-–∫–æ–¥, –∑–∞ —è–∫–∏–º –≤–∏ –º–æ–∂–µ—Ç–µ –ø–µ—Ä–µ–π—Ç–∏ –¥–æ –ø–æ–∫—Ä–æ–∫–æ–≤–æ–≥–æ –ø–æ—Å—ñ–±–Ω–∏–∫–∞ –∑—ñ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è. –û–∫—Ä—ñ–º –æ–Ω–ª–∞–π–Ω-–≤–µ—Ä—Å—ñ—ó, —É –∫–æ–∂–Ω—ñ–π –∫–æ—Ä–æ–±—Ü—ñ –∑ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–æ–º Nissens —î –¥—Ä—É–∫–æ–≤–∞–Ω–∏–π –ø–æ—Å—ñ–±–Ω–∏–∫ –∑—ñ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è. * And most importantly, never save on an extra installation parts which are needed for a proper tubocharger installation: new engine oil, air filters, oil filters. And whenever needed some gaskets, seals, ducts, sometimes even an intercooler if the previous turbocharger failed because of a seizure. Plus, oil feed lines to and from the turbocharger - which are a very critical parts, which you may think you can probably clean before installing them, but when they have a very complicated shape like this, cleaning them would be almost impossible. * –Ü –Ω–∞–π–≥–æ–ª–æ–≤–Ω—ñ—à–µ, –Ω—ñ–∫–æ–ª–∏ –Ω–µ –∑–∞–æ—â–∞–¥–∂—É–π—Ç–µ –Ω–∞ –¥–æ–¥–∞—Ç–∫–æ–≤–∏—Ö –º–æ–Ω—Ç–∞–∂–Ω–∏—Ö –¥–µ—Ç–∞–ª—è—Ö, —è–∫—ñ –Ω–µ–æ–±—Ö—ñ–¥–Ω—ñ –¥–ª—è –Ω–∞–ª–µ–∂–Ω–æ–≥–æ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è —Ç—É–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞: –Ω–æ–≤–∞ –º–æ—Ç–æ—Ä–Ω–∞ –æ–ª–∏–≤–∞, –ø–æ–≤—ñ—Ç—Ä—è–Ω—ñ —Ñ—ñ–ª—å—Ç—Ä–∏, –º–∞—Å–ª—è–Ω—ñ —Ñ—ñ–ª—å—Ç—Ä–∏. | –ê —Ç–∞–∫–æ–∂, –∫–æ–ª–∏ –ø–æ—Ç—Ä—ñ–±–Ω–æ, –¥–µ—è–∫—ñ –ø—Ä–æ–∫–ª–∞–¥–∫–∏, —É—â—ñ–ª—å–Ω—é–≤–∞—á—ñ, –∑'—î–¥–Ω—É–≤–∞–ª—å–Ω—ñ —Ç—Ä—É–±–∫–∏, –∞ —ñ–Ω–æ–¥—ñ –Ω–∞–≤—ñ—Ç—å —ñ–Ω—Ç–µ—Ä–∫—É–ª–µ—Ä, —è–∫—â–æ –ø–æ–ø–µ—Ä–µ–¥–Ω—ñ–π —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä –≤–∏–π—à–æ–≤ –∑ –ª–∞–¥—É —á–µ—Ä–µ–∑ –∑–∞–∫–ª–∏–Ω—é–≤–∞–Ω–Ω—è. –Ü –∫—Ä—ñ–º —Ç–æ–≥–æ, –º–∞—Å–ª–æ–ø—Ä–æ–≤–æ–¥–∏ –¥–æ —Ç–∞ –≤—ñ–¥ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ - —â–æ —î –¥—É–∂–µ –≤–∞–∂–ª–∏–≤–∏–º–∏ –¥–µ—Ç–∞–ª—è–º–∏, —è–∫—ñ, —è–∫ –≤–∞–º –∑–¥–∞—î—Ç—å—Å—è, –≤–∏ –º–æ–∂–µ—Ç–µ –æ—á–∏—Å—Ç–∏—Ç–∏ –ø–µ—Ä–µ–¥ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è–º, –∞–ª–µ —è–∫—â–æ –≤–æ–Ω–∏ –º–∞—é—Ç—å –¥—É–∂–µ —Å–∫–ª–∞–¥–Ω—É —Ñ–æ—Ä–º—É, —Ç–∞–∫—É —è–∫ —Ü—è, –æ—á–∏—Å—Ç–∏—Ç–∏ —ó—Ö –±—É–¥–µ –ø—Ä–∞–∫—Ç–∏—á–Ω–æ –Ω–µ–º–æ–∂–ª–∏–≤–æ. * So it's better not to save on these parts, because they secure a vital condition for the turbocharger. Keep in mind, oil is not only lubricating the turbocharger, but also cooling down the fast rotating elements within the system. So never save on oil distibuition lines to and from the turbocharger. * ¬†–û—Ç–∂–µ, –∫—Ä–∞—â–µ –Ω–µ –µ–∫–æ–Ω–æ–º–∏—Ç–∏ –Ω–∞ —Ü–∏—Ö –¥–µ—Ç–∞–ª—è—Ö, –∞–¥–∂–µ –≤–æ–Ω–∏ –∑–∞–±–µ–∑–ø–µ—á—É—é—Ç—å –∂–∏—Ç—Ç—î–≤–æ –≤–∞–∂–ª–∏–≤—ñ —É–º–æ–≤–∏ –¥–ª—è —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. –ü–∞–º'—è—Ç–∞–π—Ç–µ, —â–æ –æ–ª–∏–≤–∞ –Ω–µ —Ç—ñ–ª—å–∫–∏ –∑–º–∞—â—É—î —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä, –∞–ª–µ –π –æ—Ö–æ–ª–æ–¥–∂—É—î –µ–ª–µ–º–µ–Ω—Ç–∏ —Å–∏—Å—Ç–µ–º–∏, —è–∫—ñ —à–≤–∏–¥–∫–æ –æ–±–µ—Ä—Ç–∞—é—Ç—å—Å—è. –¢–æ–º—É –Ω—ñ–∫–æ–ª–∏ –Ω–µ –∑–∞–æ—â–∞–¥–∂—É–π—Ç–µ –Ω–∞ –º–∞—Å–ª–æ–ø—Ä–æ–≤–æ–¥–∞—Ö –¥–æ —Ç–∞ –≤—ñ–¥ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. * Secure an appropriate electric actuator's connection. * –ó–∞–±–µ–∑–ø–µ—á—Ç–µ –Ω–∞–¥—ñ–π–Ω–µ –ø—ñ–¥–∫–ª—é—á–µ–Ω–Ω—è –µ–ª–µ–∫—Ç—Ä–æ–∞–∫—Ç—É–∞—Ç–æ—Ä–∞. * Proper connection with the ECU is essential for optimal turbo operation. Make sure the cables' insulation, connection socket and connectors are in good condition and free of moisture and debris. * –ü—Ä–∞–≤–∏–ª—å–Ω–µ –∑‚Äô—î–¥–Ω–∞–Ω–Ω—è –∑ –µ–ª–µ–∫—Ç—Ä–æ–Ω–Ω–∏–º –±–ª–æ–∫–æ–º –∫–µ—Ä—É–≤–∞–Ω–Ω—è —î –Ω–µ–æ–±—Ö—ñ–¥–Ω–∏–º –¥–ª—è –æ–ø—Ç–∏–º–∞–ª—å–Ω–æ—ó —Ä–æ–±–æ—Ç–∏ —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞. –ü–µ—Ä–µ–∫–æ–Ω–∞–π—Ç–µ—Å—è, —â–æ —ñ–∑–æ–ª—è—Ü—ñ—è –∫–∞–±–µ–ª—ñ–≤, —Ä–æ–∑'—î–º –ø—ñ–¥–∫–ª—é—á–µ–Ω–Ω—è —Ç–∞ –∑‚Äô—î–¥–Ω–∞–Ω–Ω—è –∑–Ω–∞—Ö–æ–¥—è—Ç—å—Å—è –≤ –≥–∞—Ä–Ω–æ–º—É —Å—Ç–∞–Ω—ñ —Ç–∞ –Ω–µ –º—ñ—Å—Ç—è—Ç—å –≤–æ–ª–æ–≥–∏ —ñ —Å–º—ñ—Ç—Ç—è. * Handle all components with care. * –ü–æ–≤–æ–¥—å—Ç–µ—Å—è –∑ —É—Å—ñ–º–∞ –∫–æ–º–ø–æ–Ω–µ–Ω—Ç–∞–º–∏ –æ–±–µ—Ä–µ–∂–Ω–æ. --- ## Using the OBD system, check if the electrical actuator operates properly. [Język: EN] * –í–∏–∫–æ—Ä–∏—Å—Ç–æ–≤—É—é—á–∏ —Å–∏—Å—Ç–µ–º—É OBD, –ø–µ—Ä–µ–≤—ñ—Ä—Ç–µ, —á–∏ –ø—Ä–∞—Ü—é—î –µ–ª–µ–∫—Ç—Ä–æ–∞–∫—Ç—É–∞—Ç–æ—Ä –Ω–∞–ª–µ–∂–Ω–∏–º —á–∏–Ω–æ–º. * Observe whether the arm moves freely and does not generate any suspicious sounds. * –ó–≤–µ—Ä–Ω—ñ—Ç—å —É–≤–∞–≥—É –Ω–∞ —Ç–µ, —á–∏ –≤—ñ–ª—å–Ω–æ —Ä—É—Ö–∞—î—Ç—å—Å—è –≤–∞–∂—ñ–ª—å —ñ —á–∏ –Ω–µ –≤–∏–¥–∞—î –≤—ñ–Ω –ø—ñ–¥–æ–∑—Ä—ñ–ª–∏—Ö –∑–≤—É–∫—ñ–≤. * Now, the final step would be to activate your electrically driven turbocharger in the ECU system. * –Ü —Ç–µ–ø–µ—Ä, –∑–∞–≤–µ—Ä—à–∞–ª—å–Ω–∏–º –∫—Ä–æ–∫–æ–º –±—É–¥–µ –∞–∫—Ç–∏–≤–∞—Ü—ñ—è —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä–∞ –∑ –µ–ª–µ–∫—Ç—Ä–æ–ø—Ä–∏–≤–æ–¥–æ–º —É —Å–∏—Å—Ç–µ–º—ñ –µ–ª–µ–∫—Ç—Ä–æ–Ω–Ω–æ–≥–æ –±–ª–æ–∫—É –∫–µ—Ä—É–≤–∞–Ω–Ω—è. * Use an appropriate OBD procedure to active it. * –©–æ–± –∞–∫—Ç–∏–≤—É–≤–∞—Ç–∏ –π–æ–≥–æ, —Å–∫–æ—Ä–∏—Å—Ç–∞–π—Ç–µ—Å—è –≤—ñ–¥–ø–æ–≤—ñ–¥–Ω–æ—é OBD –ø—Ä–æ—Ü–µ–¥—É—Ä–æ—é. * Then check for remaining OBD failures and clear them up. When done, perform a test drive. * –ü–æ—Ç—ñ–º –ø–µ—Ä–µ–≤—ñ—Ä—Ç–µ –Ω–∞—è–≤–Ω—ñ—Å—Ç—å —ñ–Ω—à–∏—Ö OBD –ø–æ–º–∏–ª–æ–∫ —ñ —É—Å—É–Ω—å—Ç–µ —ó—Ö. –ü—ñ—Å–ª—è —Ü—å–æ–≥–æ –ø—Ä–æ–≤–µ–¥—ñ—Ç—å —Ç–µ—Å—Ç-–¥—Ä–∞–π–≤. * If you are looking for more technical information and insights on how to install turbochargers, visit nissens.com/experts. * –Ø–∫—â–æ –≤–∏ —à—É–∫–∞—î—Ç–µ –¥–æ–¥–∞—Ç–∫–æ–≤—É —Ç–µ—Ö–Ω—ñ—á–Ω—É —ñ–Ω—Ñ–æ—Ä–º–∞—Ü—ñ—é —Ç–∞ —Ä–µ–∫–æ–º–µ–Ω–¥–∞—Ü—ñ—ó —â–æ–¥–æ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è —Ç—É—Ä–±–æ–∫–æ–º–ø—Ä–µ—Å–æ—Ä—ñ–≤, –≤—ñ–¥–≤—ñ–¥–∞–π—Ç–µ –≤–µ–±—Å–∞–π—Ç nissens.com/experts. --- ## SUBJECT/ISSUE [Język: EN] * 93233 - COOLANT CONNECTION‚Ä®CAN BE LEFT EMPTY IN VEHICLES WITHOUT WATER COOLING SYSTEM FOR THE TURBO --- ## ‚Ä®BACKGROUND [Język: EN] * Depending on application, various turbocharger models are designed with a coolant circuit enclosing the bearing housing. If the vehicle, however, is not equipped with a dedicated water cooling circuit for the turbo, i.e. without dedicated ducts system from the engine cooling system to the turbo, the turbo does not require the connection. One Nissens turbo model applies for both vehicles with and without water cooling of the turbo and covers two various OE items.‚Ä®‚Ä®RECOMMENDED SOLUTION‚Ä®‚Ä®If the vehicle where Nissens part no. #93233 is to be fitted does not apply dedicated water cooling for the turbo, you can install it leaving the coolant connection flange empty. * Always consult Nissens‚Äô catalogue to make sure that the turbo model fits the given vehicle/engine version. ‚Ä® * NB! Installing the new turbo from Nissens, always conform to the installation instruction included in the product box. ‚Ä® --- ## NISSENS TURBO #93233‚Ä®‚Ä®Coolant connection flange.‚Ä®Can be left empty (as not connected) by applications without water cooling for the turbo. [Język: EN] * PLEASE LEAVE ALL ENGLISH TEXT AND ADD YOUR TRANSLATION SECTION BY SECTION IN ORDER FOR US TO IMPLEMENT/UNDERSTAND THE MEANING OF ALL TEXT, THANK YOU. --- ## ENGLISH [Język: EN] * TRANSLATION * NISSENS‚Äô TECHNICAL BULLETIN / KEY EFFICIENCY COMPONENTS * NISSENS TECHNISCHES MERKBLATT / EFFIZIENZ WICHTIGER KOMPONENTEN --- ## PROBLEM [Język: EN] * PROBLEM * The presence of any foreign objects inside the internal operation of the turbocharger can cause immediate and total failure of the turbo. Commonly, foreign object damage is caused by foreign materials entering the turbine, compressor or bearing housing, thus impacting the rotating wheels and shaft. Damages lead to a loss of efficiency and extra noise from the turbo. In worst case scenario: a totally destroyed turbo. * Sollten Fremdk√∂rper in das Innere des Turboladers geraten, k√∂nnen sie zu einem sofortigen und irreparablen Schaden f√ºhren. In der Regel werden solche Sch√§den dadurch verursacht, dass Fremdk√∂rper in die Turbine, den Verdichter oder das Lagergeh√§use gelangen und dort auf Turbinenrad und Welle treffen. Sch√§den f√ºhren zu einem Verlust des Wirkungsgrads sowie einer extremen Ger√§uschentwicklung des Turbos. Schlimmstenfalls wird der Turbo komplett zerst√∂rt. * In severe cases of foreign object damage, it is common for the resulting fragmentation of internal components at very high speed to cause instantaneous and irreversible damage to the engine, exhaust system or intercooler. This can cause total engine failure and render a vehicle unfeasible for repair. * Bei schweren F√§llen von Fremdk√∂rpersch√§den kommt es h√§ufig dazu, dass die resultierende Zersplitterung interner Komponenten bei sehr hohen Drehzahlen zu einem sofortigen und irreparablen Schaden am Motor, Abgassystem oder Ladeluftk√ºhler kommt. Dies kann einen kapitalen Motorschaden nach sich ziehen und eine Fahrzeugreparatur unm√∂glich machen. --- ## FREQUENT SOURCES OF FOREIGN OBJECTS [Język: EN] * H√ÑUFIGE QUELLEN VON FREMDK√ñRPERN * FOREIGN OBJECTS ENTER THE TURBOCHARGER EITHER THROUGH THE COMPRESSOR, TURBINE OR OIL INLET! * FREMDK√ñRPER GELANGEN ENTWEDER DURCH DEN VERDICHTER, DIE TURBINE ODER DEN √ñLEINLASS IN DEN TURBO! * COMPRESSOR WHEEL * VERDICHTERRAD * ‚Ä¢ Poor, worn or badly maintained air intake filters allowing particles through * ‚Ä¢ Billige, verschlissene oder schlecht gewartete Lufteinlassfilter, die Partikel durchlassen * ‚Ä¢ Damaged piping and connecting, allowing particles to enter the intake * ‚Ä¢ Schadhafte Leitungen und Anschl√ºsse, die Partikel in das Ansaugsystem lassen * ‚Ä¢ Gasket fragments entering the intake * ‚Ä¢ Dichtungsfragmente, die in das Ansaugsystem geraten * ‚Ä¢ Parts from a previous turbocharger failure not fully removed from the system * ‚Ä¢ Teile von einem fr√ºheren Turboladerdefekt, die nicht vollst√§ndig entfernt wurden * ‚Ä¢ Foreign objects such as screws, nuts and bolts entering the new compressor as a result of negligence * ‚Ä¢ Fremdk√∂rper wie Schrauben, Muttern und Bolzen, die durch Nachl√§ssigkeit in den neuen Verdichter gelangen * ‚Ä¢ Turbo overspeeding, causing the compressor wheel to break down * ‚Ä¢ Turbo-Drehzahl√ºberschreitung, die zu einem Defekt des Verdichterrads f√ºhrt --- ## Picture 1 [Język: EN] * Abbildung 1 * Compressor wheel damage caused by foreign objects. The blades have been hit repeatedly, and the compressor housing inducer will also bear signs of hits by the foreign objects. * Verdichterradschaden durch Fremdk√∂rper. Die Schaufeln wurden wiederholt getroffen, und auch der Inducer des Verdichtergeh√§uses weist Anzeichen f√ºr Einwirkungen durch Fremdk√∂rper auf. --- ## Picture 2 [Język: EN] * Abbildung 2 * Compressor wheel with a missing blade or parts of it due to overspeeding. The overspeeding failure generates objects ‚Äì the broken parts of the wheel ‚Äì that will continuously destroy the turbo. * Verdichterrad mit fehlender Schaufel oder Resten davon infolge √úberdrehzahl. Der √úberdrehzahldefekt verursacht Objekte ‚Äì die gebrochenen Teile des Rads ‚Äì , die den Turbo fortw√§hrend zerst√∂ren. --- ## SIGNS OF FOREIGN OBJECT DAMAGE [Język: EN] * ANZEICHEN F√úR FREMDK√ñRPERSCHADEN * Look for the following signs when suspecting foreign object damage: * Achten Sie beim Verdacht auf einen Fremdk√∂rperschaden auf folgende Anzeichen: * ‚Ä¢ Noise from the turbo during operation * ‚Ä¢ Ger√§usch vom Turbo w√§hrend des Betriebs * ‚Ä¢ Loss of performance * ‚Ä¢ Leistungsverlust * ‚Ä¢ Chipping of compressor or turbine blades * ‚Ä¢ Absplitterungen vom Verdichter oder den Turbinenschaufeln * ‚Ä¢ Pitting around the compressor inlet * ‚Ä¢ Lochfra√ü am Verdichtereinlass * ‚Ä¢ Pitting on the compressor blades * ‚Ä¢ Lochfra√ü an den Verdichterschaufeln --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, D√§nemark. * For further technical and contact information, visit our website: www.nissens.com. * Weitere technische und Kontaktinformationen finden Sie auf unserer Website www.nissens.com. --- ## Nissens‚Äô Technical bulletin AC system / AC compressor [Język: EN] * Theme: AC system/compressor lubrication‚Ä®Avoid mixing PAG with universal oils * ‚Ä®Background‚Ä®PAG oil is the most common lubricant applied in modern automotive air conditioning systems running on R134A and R1234yf. It is a fully synthetic oil, offers efficient and universal lubricating parameters, is conductive, highly hygroscopic, and can be offered in several viscosity versions (46/100/150). * AC compressor manufactures specify the precise lubricant type and quantity required for a proper operation of their compressor pump. The advanced mechanical construction, moving components, and operation in high temperatures and pressures, require an excellent-matched lubrication to ensure proper functionality and long vitality. * Problem‚Ä®A common reason for AC Compressor failure is applying oil different from the lubricant recommended by the compressor manufacturer. For instance by filling up the system, where the originally applied PAG oil (Poly Alkylene Glycol) is mixed with a universal PAO oil (Poly Aphaolefins Oil) with viscosity parameter 68. Although in general, the PAO and PAG characteristics seem be similar, their viscosity parameter is different. Applying an oil of a different viscosity than required by the compressor producer can lead to compressor serious failures, which, in most cases, will lead to a claim rejection. * Recommended Solution‚Ä®‚Ä®Always follow the compressor or car manufacturer guidelines for the right selection of the lubricant for the AC compressor. Nissens compressors are always delivered with a warranty and installation guide book describing the proper installation procedure. * Furthermore, Nissens compressors are always pre-filled with the right quantity and viscosity PAG oil and there is therefore no need to add any extra oil. Nissens applies solely a high quality double end-capped PAG lubricant. A double end-capped PAG oil is chemically inactive and stable, offering exceptionally good lubrication characteristics, high moisture tolerance at high temperatures, and does not react chemically to form harmful acids/compounds. * ‚Ä®Why avoid mixing PAG with universal oils? * The two oils do not mix completely and cannot create a long lasting homogenous mixture to ensure a proper lubrication of the compressor mechanical parts. Initially, mixed oils will visually seem well-mixed. However, after a short period of time, when compressor is not running, the two oils will separate again. (pictures)‚Ä® * When compressor starts from cold, separated oil of higher density and viscosity will lead to a restricted lubrication of precisely fixed moving elements inside the AC compressor, for example between the piston and cylinder. As the more viscous oil or the oils mixture will not penetrate the moving parts precisely, friction will cause the compressors to overheat and seize‚Ä® * Universal oils do not mix the same way with the refrigerant as the PAG oil, thus the lubricant circulation in the system may be restricted exposing the compressor components to friction and the system other components such as expansion valve or seals to fail --- ## Nissens‚Äô Technical bulletin AC system / AC compressor [Język: DK] * Nissens Tekniska Bulletin AC-system / AC-kompressor * Theme: AC system/compressor lubrication Avoid mixing PAG with universal oils * Tema: AC-systems-/kompressor-sm√∂rjning Undvik att blanda PAG med universaloljor * Background * PAG oil is the most common lubricant applied in modern automotive air conditioning systems running on R134A and R1234yf. It is a fully synthetic oil, offers efficient and universal lubricating parameters, is conductive, highly hygroscopic, and can be offered in several viscosity versions (46/100/150). * ‚Ä®Bakgrund ‚Ä®PAG-olja √§r det vanligaste sm√∂rjmedlet som anv√§nds i moderna sj√§lvg√•ende luftkonditioneringssystem som k√∂rs p√• R134A och R1234yf. Det √§r en helt syntetisk olja, erbjuder effektiva och universella sm√∂rjparametrar, √§r ledande, mycket hygroskopisk och kan erbjudas i flera viskositets versioner (46/100/150). * AC compressor manufactures specify the precise lubricant type and quantity required for a proper operation of their compressor pump. The advanced mechanical construction, moving components, and operation in high temperatures and pressures, require an excellent-matched lubrication to ensure proper functionality and long vitality. * AC-kompressortillverkar specificerar exakt sm√∂rjtyp och m√§ngd som kr√§vs f√∂r en v√§l fungerande drift av deras kompressorpump. Den avancerade mekaniska konstruktionen, r√∂rliga komponenter, och drift i h√∂ga temperaturer och tryck, kr√§ver en utm√§rkt matchad sm√∂rjning f√∂r att s√§kerst√§lla korrekt funktion och l√•ng livsl√§ngd. * Problem * A common reason for AC Compressor failure is applying oil different from the lubricant recommended by the compressor manufacturer. For instance by filling up the system, where the originally applied PAG oil (Poly Alkylene Glycol) is mixed with a universal PAO oil (Poly Aphaolefins Oil) with viscosity parameter 68. Although in general, the PAO and PAG characteristics seem be similar, their viscosity parameter is different. Applying an oil of a different viscosity than required by the compressor producer can lead to compressor serious failures, which, in most cases, will lead to a claim rejection. * Problem ‚Ä®En vanlig orsak till fel med en AC-kompressor √§r att applicera annan olja som skiljer sig fr√•n sm√∂rjmedlet som rekommenderas av kompressortillverkaren. Till exempel genom att fylla upp systemet, d√§r den ursprungligen till√§mpade PAG-oljan (Poly alkylenglykol) blandas med en universell PAO-olja (Poly Aphaolefins Oil) med parameter viskositet 68. √Ñven fast egenskaperna hos PAO och PAG verkar vara liknande i allm√§nhet, s√• √§r deras parameter viskositet annorlunda. Att applicera en olja av en annan viskositet √§n vad som kr√§vs av kompressortillverkaren, kan leda till allvarliga fel hos kompressorn, som i de flesta fall kommer att leda till ett avslag vid anspr√•k. * Recommended Solution * Always follow the compressor or car manufacturer guidelines for the right selection of the lubricant for the AC compressor. Nissens compressors are always delivered with a warranty and installation guide book describing the proper installation procedure. * Rekommenderad l√∂sning‚Ä®‚Ä®F√∂lj alltid kompressor- eller biltillverkarens riktlinjer f√∂r r√§tt val av sm√∂rjmedel f√∂r AC-kompressor. Nissens kompressorer levereras alltid med en garanti och installationshandbok som beskriver det korrekta installationsf√∂rfarandet. * Furthermore, Nissens compressors are always pre-filled with the right quantity and viscosity PAG oil and there is therefore no need to add any extra oil. Nissens applies solely a high quality double end-capped PAG lubricant. A double end-capped PAG oil is chemically inactive and stable, offering exceptionally good lubrication characteristics, high moisture tolerance at high temperatures, and does not react chemically to form harmful acids/compounds. * Dessutom √§r Nissens kompressorer alltid f√∂rfyllda med r√§tt m√§ngd och viskositet PAG-olja och det finns d√§rf√∂r ingen anledning att l√§gga till n√•gon extra olja. Nissens appliceras enbart ett h√∂gt kvalitativt dubbel √§ndkapslad PAG-sm√∂rjmedel. En dubbel √§ndkapslad PAG-olja √§r kemiskt inaktiv och stabil, erbjuder exceptionellt goda egenskaper f√∂r sm√∂rjning, h√∂g fukttolerans vid h√∂ga temperaturer, och reagerar inte kemiskt som bildar skadliga syror/f√∂reningar. --- ## ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit our website www.nissens.com. [Język: DK] * ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Danmark. ‚Ä®F√∂r ytterligare teknisk information och kontaktinformation bes√∂k v√•r hemsida www.nissens.com. * Der versteckte Schaden: Wie selbst ein leichter Frontalaufprall die thermischen Systeme des Fahrzeugs beeintr√§chtigen kann * Bei einem Frontalaufprall kann es selbst bei geringer Geschwindigkeit zu Sch√§den kommen, die weit √ºber sichtbare Dellen und kaputte Sto√üf√§nger hinausgehen. * Hinter dem K√ºhlergrill befindet sich eine Ansammlung wichtiger, aber zerbrechlicher Komponenten, die f√ºr den k√ºhlen Motorlauf und den Komfort des Innenraums unerl√§sslich sind ‚Äì n√§mlich das K√ºhl- und Klimasystem (AC). Dazu geh√∂ren der K√ºhler, der Ladeluftk√ºhler, der AC-Kondensator und eine Reihe von Systemkan√§len in Form von Rohren, Leitungen, Sensoren und zerbrechlichen Montagehalterungen. * Obwohl diese Systeme oft √ºbersehen werden, sind sie bei Frontalaufprall sehr anf√§llig, und die Sch√§den k√∂nnen von geringf√ºgigen Verformungen bis hin zu kritischen Lecks oder Ausf√§llen reichen. Die Folgen solcher Sch√§den k√∂nnen schnell eskalieren, wenn sie nicht richtig erkannt und behoben werden. Hier ist die Sicht von Nissens Automotive auf die Risiken im Zusammenhang mit den Reparaturproblemen nach einem Unfall und die empfohlenen L√∂sungen: * Fragile Frontend-Komponenten: Was ist gef√§hrdet? * Moderne Autos verf√ºgen √ºber kompakte Frontf√§cher, um aerodynamische und sicherheitstechnische Standards zu erf√ºllen. Das Ergebnis ist, dass Schl√ºsselkomponenten dicht beieinander liegen. Im Falle eines Aufpralls, selbst eines scheinbar geringf√ºgigen Unfalls, gibt es nur sehr wenig Pufferraum, um die Kraft zu absorbieren, was diese Teile zu leichten Zielen f√ºr den Aufprall macht. * Folgendes ist h√§ufig betroffen: * ‚Ä¢ K√ºhler: Entwickelt, um die W√§rme aus dem Motork√ºhlmittel abzuleiten. Die gebr√§uchlichste Konstruktion kombiniert einen Aluminiumkern und Kunststofftanks im K√ºhler. Sein Kern kann durchstochen, seine Struktur aus Rohren und Flossen verbogen oder bei einem Aufprall aus der Ausrichtung gerissen werden. Das hat zur Folge, dass die starren, zerbrechlichen Kunststofftanks oft Risse aufweisen. Die h√§ufigste Folge einer Kollision ist ein K√ºhlmittelleck. Ist dies jedoch nicht der Fall, kann eine verformte Kernstruktur die urspr√ºngliche Leistung des Heizk√∂rpers einschr√§nken. In allen F√§llen kann es schnell zu einer √úberhitzung und schweren Sch√§den am Motor oder an der Ausr√ºstung kommen. * ‚Ä¢ Ladeluftk√ºhler (bei Turbomotoren): Der Ladeluftk√ºhler ist in der Regel in der N√§he der Vorderseite montiert und k√ºhlt die Druckluft, bevor sie in den Motor gelangt. Ein besch√§digter Ladeluftk√ºhler kann Druck oder Wirkungsgrad verlieren, die Motorleistung verringern oder Fehlercodes ausl√∂sen. Auf Dauer kann ein defekter Ladeluftk√ºhler zu schweren Ausf√§llen anderer Komponenten, wie z.B. des Turboladers, f√ºhren. * ‚Ä¢ AC-Kondensator: Der AC-Kondensator, der direkt vor oder hinter dem K√ºhler sitzt, ist einer der empfindlichsten W√§rmetauscher. Er ist aus leichtem, d√ºnnem Aluminium gefertigt, so dass Kollisionen seine Struktur schnell beeintr√§chtigen k√∂nnen. Das Teil kann nach einem Aufprall leicht durchl√∂chert werden oder sich mit Ablagerungen zusetzen. All dies kann zum Verlust von K√§ltemittel, zu schlechter K√ºhlleistung oder zum kompletten Ausfall der Klimaanlage f√ºhren. Ein defekter oder leistungsschwacher Kondensator ist eine der h√§ufigsten Ursachen f√ºr schwere Sch√§den am Klimakompressor. Selbst wenn er noch dicht ist, wird ein Kondensator mit einer teilweise besch√§digten Struktur, z. B. mit Kr√ºmmungen oder fehlenden Lamellen, schnell die Funktion des Systems beeintr√§chtigen. * ‚Ä¢ Aktiver K√ºhlergrill: Reguliert den Luftstrom je nach K√ºhlbedarf. Diese beweglichen Paneele sind motorisiert und mit Sensoren ausgestattet. Bei einem Unfall sind sie sehr anf√§llig f√ºr Fehlausrichtungen, Verklemmen oder Motorausf√§lle, was den Luftstrom st√∂ren und die Motor- oder Batteriek√ºhlleistung beeintr√§chtigen kann. * ‚Ä¢ Zugeh√∂rige Komponenten: Kleine, aber wichtige Teile wie Halterungen , Gummischl√§uche , Metallleitungen und Drucksensoren k√∂nnen verbogen, gerissen oder verstellt sein. Diese Fehler sind m√∂glicherweise nicht sofort sichtbar, k√∂nnen aber mit der Zeit zu einem fortschreitenden Systemausfall f√ºhren. * Risiken von Leckagen und dem damit verbundenen Systemausfall * Eine der gr√∂√üten Sorgen nach einem Unfall ist der Verlust der Systemintegrit√§t . K√ºhl- und Klimaanlagen basieren auf geschlossenen Kreisl√§ufen , die dicht verschlossen bleiben m√ºssen. Jeder Bruch ‚Äì sei es durch ein gerissenes Rohr oder eine besch√§digte Armatur ‚Äì kann zu K√ºhl- oder K√§ltemittellecks f√ºhren, die die Systemleistung mindern oder schwere Ausf√§lle verursachen. Dar√ºber hinaus ist der Ersatz dieser Substanzen teuer und kann die Umwelt sch√§digen. * Zu den h√§ufigsten Problemen nach einem Aufprall geh√∂ren: * ‚Ä¢ K√ºhlmittellecks: Selbst langsame Lecks k√∂nnen langfristig zu einer √úberhitzung des Motors und seiner Komponenten f√ºhren. Viele K√ºhler unterst√ºtzen die Motor√∂lk√ºhlung. Bei mangelnder K√ºhlung k√∂nnen √ºberm√§√üige Temperaturen unter anderem den Turbolader oder das Automatikgetriebe beeintr√§chtigen. Dar√ºber hinaus k√∂nnen Lecks aufgrund der chemischen Struktur des K√ºhlmittels andere Fahrzeugkomponenten, die Umwelt und die menschliche Gesundheit sch√§digen. * ‚Ä¢ K√§ltemittelverlust: Klimaanlagen k√∂nnen zwar vor√ºbergehend noch funktionieren, ihre Leistung l√§sst jedoch schnell nach. Ein langfristiger Betrieb mit niedrigem K√§ltemittelstand setzt das System immer √ºberm√§√üigen Belastungen aus und kann letztlich zu schweren Sch√§den an den Komponenten, insbesondere am Klimaverdichter, f√ºhren. Dar√ºber hinaus sind einige K√§ltemittel sch√§dlich f√ºr die menschliche Gesundheit und die Umwelt. * ‚Ä¢ Beeintr√§chtigte Eigenschaften des Schmiermittels im Klimasystem k√∂nnen zu schweren Ausf√§llen des Klimakompressors f√ºhren. Undichte Stellen im Klimasystem und besch√§digte Kupplungen k√∂nnen den Kreislauf durch das Eindringen von Feuchtigkeit aus der Umgebungsluft beeintr√§chtigen. Durch Leckagen geht nicht nur das teure K√§ltemittel verloren, sondern auch das verbleibende hygroskopische, d. h. feuchtigkeitsempfindliche Schmiermittel, das dadurch seine urspr√ºnglichen Schmiereigenschaften verliert und schwerwiegend ausf√§llt. Feuchtigkeit in √ñlen, die f√ºr elektrische Hochspannungskompressoren verwendet werden, kann die Leitf√§higkeit des Schmiermittels ver√§ndern und zu katastrophalen Ausf√§llen f√ºhren, einschlie√ülich Kurzschl√ºssen und vollst√§ndigem Durchbrennen. * ‚Ä¢ Eindringen von Feuchtigkeit und Schmutz: Insbesondere Klimaanlagen reagieren sehr empfindlich auf Verunreinigungen und Feuchtigkeit, die in den Kreislauf gelangen k√∂nnen, wenn dieser seine Integrit√§t verliert. Aufgrund der hygroskopischen Eigenschaften des Schmiermittels oder des Trocknerfilters k√∂nnen Leckagen deren Funktion beeintr√§chtigen. Dar√ºber hinaus k√∂nnen hochpr√§zise Bauteile wie das Expansionsventil, die Kompressorventilplatte oder die K√§ltemittel-Durchflussventile in modernen W√§rmepumpensystemen schnell durch Schmutzpartikel verstopft und behindert werden. * ‚Ä¢ Sensorst√∂rungen: Sch√§den an Druck- oder Temperatursensoren k√∂nnen zu falschen Messwerten f√ºhren, Warnleuchten ausl√∂sen oder den Motor in den Notlaufmodus versetzen. Au√üerdem k√∂nnen unregelm√§√üige Signale die Lebensdauer anderer teurer Komponenten im Motor und anderen Systemen verk√ºrzen. Ein Beispiel ist der in Klimaanlagen h√§ufig verwendete Au√üentemperatursensor (Thermometrics Ambient Air Temperature Sensor). Er befindet sich oft hinter den √§u√üeren Fahrzeugteilen, wie der Sto√üstange oder den Seitenspiegeln. Ein fehlendes oder fehlerhaftes Sensorsignal verhindert in der Regel das Einschalten des Klimakompressors. * ‚Ä¢ Unerkannte Mikrofrakturen: Winzige Risse in Leitungen oder Geh√§usen k√∂nnen sich unter Druck- oder Temperaturschwankungen ausdehnen. Motor√∂l-, K√ºhl- oder K√§ltemittelleitungen k√∂nnen undicht werden und zu schwerwiegenden Folgesch√§den in den jeweiligen Systemen f√ºhren. --- ## Vertrauen Sie den Experten von Nissens [Język: EN] * Nissens Automotive ist ein f√ºhrender Anbieter hochwertiger Ersatzteile f√ºr die W√§rme- und Effizienzsysteme von Fahrzeugen mit Verbrennungsmotor, Plug-in-Hybridantrieb und Elektrofahrzeugen. Das breite Produktportfolio von Nissan umfasst die wichtigsten Systemteile, die nach einem Fahrzeugunfall besch√§digt werden k√∂nnen, darunter K√ºhler, Ladeluftk√ºhler, Kondensatoren, AC- und EC-Systeml√ºfter sowie Temperatur- und Drucksensoren. Weitere Informationen zum gesamten Nissens-Sortiment finden Sie unter www.nissens.com * Dar√ºber hinaus ist das Unternehmen bestrebt, die Techniker mit den Informationen auszustatten, die sie f√ºr eine korrekte Installation ben√∂tigen. * F√ºr die Klimasaison 2025 hat Nissens ein n√ºtzliches Poster erstellt, das die wichtigsten Wartungs- und Diagnoseverfahren f√ºr Klimaanlagen zusammenfasst. Diese Ressource kann in Workshops ausgestellt werden, um sicherzustellen, dass wichtige Kontrollen nicht √ºbersehen werden. * Die elektronische Version des Posters: https://support.nissens.com/en/material/service-diagnostics-procedures * Hunderte detaillierter Anleitungen zur Fehlerbehebung, bew√§hrte Verfahren und empfohlene Testverfahren f√ºr die verschiedenen thermischen und Effizienzsystempr√ºfungen finden Sie kostenlos unter www.nissens.com/experts --- ## NISSENS‚Äô TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] * –¢–ï–•–ù–ò–ß–ï–°–ö–ò–ô –ë–Æ–õ–õ–ï–¢–ï–ù–¨ NISSENS –û –ö–û–ú–ü–û–ù–ï–ù–¢–ê–• –°–ò–°–¢–ï–ú–´ –ö–û–ù–î–ò–¶–ò–û–ù–ò–†–û–í–ê–ù–ò–Ø --- ## ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information visit our website www.nissens.com. * ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 –•–æ—Ä—Å–µ–Ω—Å, –î–∞–Ω–∏—è. * –î–ª—è –ø–æ–ª—É—á–µ–Ω–∏—è –±–æ–ª—å—à–µ–π –∏–Ω—Ñ–æ—Ä–º–∞—Ü–∏–∏ –ø–æ—Å–µ—Ç–∏—Ç–µ –Ω–∞—à —Å–∞–π—Ç www.nissens.com. --- ## The Hidden Damage: How Even a Light Front-End Vehicle Crash Can Impact The Vehicle's Thermal Systems [Język: EN] * Quando un veicolo √® coinvolto in una collisione frontale, anche a basse velocit√†, il danno pu√≤ andare ben oltre le ammaccature visibili e i paraurti rotti. * Dietro la griglia si nasconde un insieme di componenti vitali ma fragili, essenziali per mantenere il motore fresco e l'abitacolo confortevole: i sistemi di raffreddamento e aria condizionata (AC) . Questi includono il radiatore , l'intercooler , il condensatore dell'aria condizionata e una serie di condotti di sistema sotto forma di tubi, tubazioni, sensori e fragili staffe di montaggio . * Sebbene spesso trascurati, questi sistemi sono estremamente vulnerabili agli impatti frontali e i danni possono variare da lievi deformazioni a perdite o guasti critici. Le conseguenze di tali danni possono aggravarsi rapidamente se non vengono rilevate e riparate correttamente. Ecco il punto di vista di Nissens Automotive sui rischi legati ai problemi di riparazione dopo un incidente e le soluzioni consigliate: * Componenti front-end fragili: cosa √® a rischio? * Le auto moderne hanno vani anteriori compatti per soddisfare gli standard aerodinamici e di sicurezza. Di conseguenza, i componenti chiave sono strettamente imballati insieme. In caso di incidente, anche se apparentemente di lieve entit√†, c'√® pochissimo spazio tampone per assorbire la forza, rendendo queste parti facili bersagli per l'impatto. * Ecco cosa √® comunemente interessato: * ‚Ä¢ Radiatore: Progettato per dissipare il calore dal liquido di raffreddamento del motore. Il design pi√π comune combina un'anima in alluminio e serbatoi di plastica nel radiatore. Il suo nucleo pu√≤ essere forato, la sua struttura di tubi e alette piegata o disallineata in caso di incidente. Di conseguenza, i serbatoi di plastica rigidi e fragili soffrono spesso di crepe. L'esito pi√π comune di una collisione sar√† una perdita di refrigerante. In caso contrario, una struttura del nucleo deformata pu√≤ limitare le prestazioni originali del radiatore. In tutti i casi si pu√≤ causare rapidamente surriscaldamento e gravi danni al motore o all'attrezzatura. * ‚Ä¢ Intercooler (sui motori turbocompressi): tipicamente montato nella parte anteriore, l'intercooler raffredda l'aria compressa prima che entri nel motore. Un intercooler danneggiato pu√≤ perdere pressione o efficienza, riducendo le prestazioni del motore o attivando codici di errore. A lungo termine, un intercooler difettoso pu√≤ provocare gravi guasti ad altri componenti, come il turbocompressore. * ‚Ä¢ Condensatore CA: Posizionato proprio davanti o dietro il radiatore, il condensatore CA √® uno degli scambiatori di calore pi√π fragili. √à progettato in alluminio leggero e sottile, quindi le collisioni avranno un rapido impatto sulla sua struttura. La parte pu√≤ facilmente subire forature o ostruirsi con detriti dopo l'impatto. Tutto ci√≤ pu√≤ portare alla perdita di refrigerante, a scarse prestazioni di raffreddamento o a un guasto completo dell'aria condizionata. Un condensatore difettoso o a prestazioni ridotte √® una delle cause pi√π comuni di gravi danni al compressore CA. Anche se rimane a tenuta, un condensatore con una struttura parzialmente deteriorata, ad esempio curve o mancanza di alcune alette, influenzer√† rapidamente il corretto funzionamento del sistema. * ‚Ä¢ Griglia anteriore attiva: regola il flusso d'aria in base alle esigenze di raffreddamento. Questi pannelli mobili sono motorizzati e integrati con sensori. In caso di incidente, sono molto sensibili al disallineamento, all'inceppamento o al guasto del motore, con il rischio di interrompere il flusso d'aria e di compromettere le prestazioni di raffreddamento del motore o della batteria. * ‚Ä¢ Componenti associati: componenti piccoli ma cruciali come staffe di montaggio , tubi in gomma , tubazioni metalliche e sensori di pressione possono piegarsi, creparsi o disallinearsi. Questi guasti potrebbero non essere immediatamente visibili, ma possono portare a un progressivo guasto del sistema nel tempo. * Rischi di perdite e relativi guasti del sistema * Una delle maggiori preoccupazioni a seguito di un arresto anomalo √® la perdita di integrit√† del sistema. I sistemi di raffreddamento e CA si basano su circuiti a circuito chiuso che devono rimanere ermeticamente sigillati. Qualsiasi violazione, sia attraverso un tubo rotto che un raccordo danneggiato, pu√≤ causare perdite di refrigerante o refrigerante, riducendo le prestazioni del sistema o provocandone gravi guasti. Inoltre, queste sostanze sono costose da sostituire e possono causare danni all'ambiente. * Alcuni dei problemi post-impatto pi√π comuni includono: * ‚Ä¢ Perdite di liquido refrigerante: anche perdite lente possono causare il surriscaldamento a lungo termine del motore e dei suoi componenti. Molti radiatori supportano il raffreddamento dell'olio motore e, in caso di mancanza di raffreddamento, condizioni di temperatura eccessive possono influire, tra gli altri, sul turbocompressore o sul cambio automatico, se installato. Inoltre, le perdite possono danneggiare altri componenti del veicolo, l'ambiente e la salute umana a causa della struttura chimica del liquido refrigerante. * ‚Ä¢ Perdita di refrigerante: i sistemi di climatizzazione possono continuare a funzionare temporaneamente, ma le prestazioni subiranno un rapido degrado. Il funzionamento prolungato con un basso livello di refrigerante espone sempre il sistema a carichi eccessivi e, in ultima analisi, pu√≤ causare gravi danni ai suoi componenti, in particolare al compressore del climatizzatore. Inoltre, alcuni refrigeranti sono dannosi per la salute umana e per l'ambiente. * ‚Ä¢ Le caratteristiche alterate del lubrificante del sistema di climatizzazione possono portare a gravi guasti del compressore. Perdite nel sistema di climatizzazione e compromissione dell'integrit√† del giunto possono compromettere il circuito a causa dell'ingresso di umidit√† dall'aria atmosferica. Oltre a perdere il costoso refrigerante, le perdite espongono il lubrificante igroscopico rimanente, ovvero sensibile all'umidit√†, a gravi guasti e alla perdita delle sue qualit√† lubrificanti originali. L'umidit√† negli oli utilizzati per i compressori elettrici ad alta tensione pu√≤ alterare la conduttivit√† del lubrificante, causando guasti catastrofici, tra cui cortocircuiti e bruciature complete. * ‚Ä¢ Infiltrazioni di umidit√† e sporco: in particolare, il sistema di climatizzazione √® altamente sensibile alle impurit√† e all'umidit√†, che possono penetrare nel circuito quando perde integrit√†. A causa delle caratteristiche igroscopiche del lubrificante o del filtro del ricevitore-essiccatore, eventuali perdite possono comprometterne il funzionamento. Inoltre, il funzionamento di dispositivi di precisione come la valvola di espansione, la piastra valvola del compressore o le valvole di direzione del flusso del refrigerante nei sistemi avanzati basati su pompe di calore pu√≤ rapidamente subire intasamenti e limitazioni di flusso causate da particelle di sporco. * ‚Ä¢ Malfunzionamenti del sensore: Danni ai sensori di pressione o temperatura possono causare letture errate, l'attivazione di spie luminose o l'attivazione del motore in modalit√† di emergenza. Inoltre, segnali errati possono ridurre la durata di altre apparecchiature costose nel motore e in altri sistemi. Un esempio √® il sensore di temperatura esterna comunemente utilizzato nei sistemi AC (Thermometrics Ambient Air Temperature Sensor). Spesso si trova dietro le parti esterne del veicolo, come il paraurti o gli specchietti laterali. La mancanza o l'improprio segnale dal sensore di solito impedisce l'innesto del compressore CA. * ‚Ä¢ Microfratture non rilevate: Piccole fessure nelle tubazioni o negli alloggiamenti possono espandersi sotto la pressione o le variazioni di temperatura. I condotti dell'olio motore, del liquido di raffreddamento o del refrigerante sono a rischio di perdite che possono portare a gravi guasti nei rispettivi sistemi. --- ## Sfide e rischi per la sicurezza dei tecnici [Język: EN] * Durante la manutenzione di veicoli che sono stati coinvolti in collisioni frontali, i tecnici devono affrontare diverse sfide e rischi: * ‚Ä¢ Danni nascosti: Molte parti critiche si nascondono dietro elementi strutturali o protezioni. Le ispezioni visive possono non notare crepe o piegature che appaiono solo sotto pressione o durante il funzionamento. * ‚Ä¢ Sistemi pressurizzati: Sia il sistema di raffreddamento che quello di climatizzazione sono pressurizzati. L'apertura di un sistema AC danneggiato senza un'adeguata depressurizzazione pu√≤ portare all'esposizione al refrigerante, sia un pericolo per la salute che un rischio ambientale. * ‚Ä¢ Bordi taglienti e parti fragili: Un incidente pu√≤ piegare le staffe in bordi taglienti e frastagliati e parti come radiatori e condensatori diventano fragili. Una manipolazione impropria pu√≤ causare ulteriori danni. * ‚Ä¢ Effetti cross-system: Un intercooler o un radiatore danneggiati potrebbero influire sui sensori del motore o sulla ECU (Engine Control Unit), rendendo la diagnosi pi√π complessa. * Cosa si consiglia ai tecnici? * Per evitare esiti costosi e pericolosi, i tecnici dovrebbero adottare un approccio completo e sistematico durante l'ispezione e la manutenzione dei veicoli danneggiati da un incidente: * ‚Ä¢ Eseguire un'ispezione visiva: l'occhio del tecnico pu√≤ individuare molti guasti potenzialmente pericolosi. Ad esempio, polvere e sporco appiccicosi, macchie d'olio sui componenti del sistema di climatizzazione e sui giunti indicano perdite. * ‚Ä¢ Eseguire un test di pressione approfondito: i sistemi di raffreddamento e di aria condizionata devono essere sottoposti a test di pressione per individuare perdite o punti deboli, anche se non vengono rilevati danni visibili. * ‚Ä¢ Ispezionare tutti i punti di montaggio e le staffe: Una staffa spostata potrebbe non sembrare critica, ma pu√≤ portare a danni da vibrazioni e attrito a lungo termine o al disallineamento del sistema. * ‚Ä¢ Controllare eventuali deformazioni delle linee: ispezionare attentamente tutte le linee di raffreddamento e del refrigerante per individuare eventuali schiacciamenti, piegature, pieghe o segni di sollecitazione. Sostituire quelle che mostrano segni di affaticamento o piegatura. * ‚Ä¢ Monitorare le pressioni e le temperature del sistema: Utilizzare una diagnostica appropriata per verificare che i sistemi di condizionamento e raffreddamento mantengano livelli di pressione adeguati e che i sensori riportino dati accurati. * ‚Ä¢ Sostituire le parti danneggiate o discutibili in modo proattivo: Sebbene si possa essere tentati di tenere un condensatore piegato o un radiatore leggermente deformato, sostituirlo in anticipo pu√≤ salvare il cliente da un guasto o da una costosa riparazione del motore in seguito. * ‚Ä¢ Controllare il funzionamento della ventola: Le ventole sono spesso montate vicino a questi componenti e possono disallinearsi o danneggiarsi, causando uno scarso flusso d'aria e inefficienze del sistema. Oltre alla generazione di rumore e alla riduzione delle prestazioni, una ventola che si sbilancia dopo una collisione pu√≤ danneggiare gli scambiatori di calore su cui √® montata. * ‚Ä¢ Sostituire l'olio del compressore CA: L'intero lubrificante deve essere sostituito ogni volta che il circuito dell'aria condizionata perde la sua integrit√†. Tenete presente che circa la met√† del volume totale dell'olio rimane all'interno del compressore CA. * ‚Ä¢ Sostituire il filtro-essiccatore dell'impianto CA: Ogni volta che il circuito CA viene aperto a causa di perdite significative o perdita di integrit√†, la natura igroscopica del filtro rende necessaria la sua sostituzione.‚Ä® * ‚Ä¢ Se sospetti o confermi delle perdite, √® fondamentale lavare il sistema prima di ricaricarlo. Il sistema AC √® suscettibile allo sporco e all'umidit√†, quindi il lavaggio √® fondamentale, soprattutto dopo guasti gravi o sempre quando si sostituiscono componenti chiave come il compressore AC. * Considerazioni speciali per i veicoli ibridi ed elettrici (HEV ed EV) * Per i veicoli ibridi ed elettrici, la posta in gioco √® ancora pi√π alta. Questi veicoli sono progettati con vani motore pi√π stretti e sistemi di gestione termica pi√π complessi rispetto alle auto con motore a combustione tradizionale. Per ottimizzare lo spazio, il peso e l'efficienza, i produttori spesso integrano circuiti di raffreddamento multistrato e sistemi HVAC basati su pompe di calore, soprattutto nei moderni veicoli elettrici. Questi sistemi utilizzano scambiatori di calore multipli, valvole, attuatori e una fitta rete di sensori e unit√† di controllo. * Anche un piccolo impatto frontale pu√≤ avere conseguenze sproporzionate in un progetto di questo tipo. Un piccolo disallineamento o un raccordo incrinato potrebbero compromettere l'intero circuito termico, con ripercussioni sul comfort della cabina e sulla mobilit√† complessiva, poich√© l'elettronica, l'efficienza dell'inverter, l'alimentazione e il raffreddamento della batteria dipendono dal corretto funzionamento del sistema termico. * Quando si lavora su veicoli ibridi elettrici (HEV) e veicoli elettrici (EV) danneggiati da un incidente, √® fondamentale procedere con cautela e condurre ispezioni approfondite. Non dimenticate mai le misure di sicurezza e le certificazioni necessarie per lavorare con installazioni ad alta tensione. Concentrati sul circuito termico, che include i sistemi di condizionamento dell'aria e di raffreddamento del motore, e verifica eventuali deviazioni dai normali parametri operativi. I danni ai componenti avanzati potrebbero non essere immediatamente visibili e anche guasti minori possono causare problemi di prestazioni. La diagnosi di questi guasti richiede attrezzature specializzate e una formazione adeguata. --- ## Affidatevi agli esperti Nissens [Język: EN] * Nissens Automotive √® leader nella fornitura di parti di ricambio di alta qualit√† per i sistemi termici e di efficienza dei veicoli ICE, PHEV ed EV. L'ampio portafoglio di prodotti Nissan copre le principali parti del sistema che possono subire dopo la collisione del veicolo, ovvero radiatori, intercooler, condensatori, ventole del sistema AC ed EC e sensori di temperatura e pressione. Per saperne di pi√π sull'intera gamma Nissens, visita www.nissens.com * Inoltre, l'azienda si impegna a fornire ai tecnici le informazioni necessarie per una corretta installazione. * Per la stagione climatica 2025, Nissens ha creato un utile poster che consolida le principali procedure diagnostiche e di assistenza AC. Questa risorsa pu√≤ essere esposta nelle officine per garantire che i controlli essenziali non vengano trascurati. * La versione elettronica del poster: https://support.nissens.com/en/material/service-diagnostics-procedures * Centinaia di guide dettagliate per la risoluzione dei problemi, le migliori pratiche e le procedure di test consigliate per le varie ispezioni dei sistemi termici e di efficienza sono disponibili gratuitamente sul sito www.nissens.com/experts. --- ## Immagini [Język: EN] * 00 / Main‚Ä®La riparazione di un veicolo dopo una collisione richiede un approccio avanzato. Oltre alla sostituzione delle parti rotte, la risoluzione dei problemi √® essenziale per eliminare i guasti nascosti e i relativi costi. * ‚Ä®001 * La parte anteriore del veicolo, con il gruppo dei vari scambiatori di calore, √® esposta in modo esplicito ai danni causati dagli urti frontali * 002 * Questo condensatore apparentemente stretto, a causa delle restrizioni del flusso interno e del deterioramento delle alette, che limita il flusso d'aria, molto probabilmente causer√† un carico eccessivo sul compressore AC * 003 * Il sensore di temperatura ambiente ATS si trova spesso nel paraurti frontale. Anche un incidente su piccola scala pu√≤ causare il guasto del sensore. In molti casi, il sistema non consente l'avvio del compressore AC se il sensore non √® utilizzabile. --- ## RECOMMENDED SOLUTION [Język: EN] * ZALECANE ROZWIƒÑZANIE * To avoid critical failures of the new turbo we highly recommend the following actions. * Aby uniknƒÖƒá krytycznej awarii nowo zamontowanej turbosprƒô≈ºarki, zalecamy podjƒôcie dzia≈Ça≈Ñ opisanych poni≈ºej. * Before installing the new turbo * Przed zamontowaniem nowej turbosprƒô≈ºarki: * ‚Ä¢ Depending on the OE version: Remove the factory-installed pre-filter from the oil feed line coupling or install a new banjo bolt without the filter * ‚Ä¢ W¬†zale≈ºno≈õci od wersji oryginalnej czƒô≈õci: zdemontuj zamontowany fabrycznie filtr wstƒôpny ze z≈ǃÖcza przewodu podajƒÖcego olej lub zamontuj nowƒÖ ≈õrubƒô banjo bez filtra; * ‚Ä¢ Replace the oil feed line * ‚Ä¢ Wymie≈Ñ przew√≥d podajƒÖcy olej; * ‚Ä¢ Perform engine flushing/cleaning to eliminate any sludge/carbonized oil particles * ‚Ä¢ Wykonaj p≈Çukanie/czyszczenie silnika, aby usunƒÖƒá osad oraz skarbonizowane czƒÖstki oleju. * Once the turbo is installed, remember to check the oil pressure on the oil feed line or check the oil flow when decoupling the oil return line from the installed turbo * Po zamontowaniu turbosprƒô≈ºarki pamiƒôtaj o¬†sprawdzeniu ci≈õnienia oleju w¬†przewodzie podajƒÖcym olej lub sprawd≈∫ przep≈Çyw oleju, od≈ǃÖczajƒÖc przew√≥d odprowadzajƒÖcy olej od zamontowanej turbosprƒô≈ºarki * NB! When installing the new turbo from Nissens, always comply with the installation instructions included in the product box. Disregarding any of the above instructions may lead to serious, irreversible failures of the newly installed turbocharger and/or of the engine. * UWAGA! InstalujƒÖc nowƒÖ turbosprƒô≈ºarkƒô firmy Nissens, zawsze przestrzegaj instrukcji monta≈ºu do≈ǃÖczonych do opakowania produktu. Zignorowanie kt√≥rejkolwiek z¬†powy≈ºszych instrukcji mo≈ºe prowadziƒá do powa≈ºnych, nieodwracalnych awarii nowo zamontowanej turbosprƒô≈ºarki i/lub silnika. --- ## ENGLISH [Język: PL] * TRANSLATION * TECHNICAL BULLETIN * BIULETYN TECHNICZNY * OIL COOLER INSTALLATION * INSTALACJA CH≈ÅODNICY OLEJU * ALL MODELS * WSZYSTKIE MODELE * PROBLEM * PROBLEM * PREMATURE OIL COOLER FAILURE, INTERNAL BURST > LEAKAGES * PRZEDWCZESNA AWARIA CH≈ÅODNICY OLEJU, PƒòKNIƒòCIE WEWNƒòTRZNE > WYCIEKI * OIL PRESSURE RELIEF VALVE FAILURE > LEADS TO EXCESSIVE LUBRICANT PRESSURE AND OIL COOLER DAMAGE * USTERKA ZAWORU NADMIAROWEGO CI≈öNIENIA OLEJU > PROWADZI DO NADMIERNEGO CI≈öNIENIA ≈öRODKA SMARNEGO I USZKODZENIA CH≈ÅODNICY OLEJU * BACKGROUND * OKOLICZNO≈öCI * Oil pressure relief valve within the oil filter/oil cooler assembly makes sure that the delivered lubricant pressure is consistent regardless of the engine speed. It protects the system against overpressure. Malfunctions of the valve is one of the major reasons for oil pressure issues within the system. Its moving elements need very precise clearance or they can get stuck, thus causing failure in the flow control. * Zaw√≥r nadmiarowy ci≈õnienia oleju w ramach zespo≈Çu ‚Äòfiltr oleju/ch≈Çodnica oleju‚Äô zapewnia, ≈ºe gwarantowane ci≈õnienie ≈õrodka smarnego bƒôdzie jednolite niezale≈ºnie od prƒôdko≈õci obrotowej silnika. Chroni on uk≈Çad przed nadmiernym ci≈õnieniem. Usterki tego zaworu to jedna z g≈Ç√≥wnych przyczyn problem√≥w z ci≈õnieniem oleju w uk≈Çadzie. Jego ruchome elementy wymagajƒÖ bardzo precyzyjnego luzu. W przeciwnym razie mogƒÖ ulec zablokowaniu, powodujƒÖc usterkƒô w systemie kontroli przep≈Çywu. * Especially, the oil cooler/filter assembly installed close to the pump outlet can suffer from damage provoked by overpressure. * Zw≈Çaszcza zesp√≥≈Ç ‚Äòch≈Çodnica oleju/filtr‚Äô, zainstalowany w pobli≈ºu wylotu z pompy, mo≈ºe ucierpieƒá w razie uszkodzenia z powodu nadmiernego ci≈õnienia. * RECOMMENDED SOLUTION * ZALECANE ROZWIƒÑZANIE * The pressure relief valve may wear out over time but typically its failure is premature and consequential to other problems. To avoid the valve getting stuck, thus leading to the lubrication system‚Äôs critical failure, some prevention and regular service are recommended: * Zaw√≥r nadmiarowy ci≈õnienia mo≈ºe z biegiem czasu zu≈ºywaƒá siƒô, ale na og√≥≈Ç ulega uszkodzeniu przedwcze≈õnie, co skutkuje innymi problemami. Aby uniknƒÖƒá zablokowania siƒô zaworu, co prowadzi do krytycznej awarii uk≈Çadu smarowania, zalecane sƒÖ pewne czynno≈õci zapobiegawcze i regularne serwisowanie: * ‚Ä¢ Replace oil and oil filter regularly and according to the vehicle‚Äôs maintenance schedule. * ‚Ä¢ Wymieniaj olej i filtr oleju regularnie oraz zgodnie z harmonogramem przeglƒÖd√≥w pojazdu. * ‚Ä¢ Ensure that the lubrication system is clean. * ‚Ä¢ Upewniaj siƒô, ≈ºe uk≈Çad smarowania jest czysty. * ‚Ä¢ With an oil cooler failure or/and replacement, make sure to measure the pressure of the lubricant in the system * ‚Ä¢ W razie usterki ch≈Çodnicy oleju i/lub jej wymiany koniecznie zmierz ci≈õnienie ≈õrodka smarnego w uk≈Çadzie. * ‚Ä¢ Control the condition of the pressure relief valve, clean and replace it whenever a failure is suspected. The previous oil cooler damage may have its root cause in the valve failure. * ‚Ä¢ Kontroluj stan zaworu nadmiarowego ci≈õnienia, czy≈õƒá go i wymieniaj w razie podejrzenia wystƒôpowania usterki. PrzyczynƒÖ ≈∫r√≥d≈ÇowƒÖ przedwczesnego uszkodzenia ch≈Çodnicy oleju mo≈ºe byƒá usterka tego zaworu. * Pressure Relief Valve location in the vehicle oil filter/oil cooler assembly. * Umiejscowienie zaworu nadmiarowego ci≈õnienia w zespole ‚Äòfiltr oleju/ch≈Çodnica oleju‚Äô w poje≈∫dzie. * OE PART * CZƒò≈öƒÜ OE * Lubricant mixed with coolant, seen on the oil cooler outlets. One of the most common outcomes of lubricant overpressure and internal bursting of the oil cooler. * ≈örodek smarny zmieszany z p≈Çynem ch≈ÇodzƒÖcym, widziany na wylocie z ch≈Çodnicy oleju. Jeden z najczƒôstszych skutk√≥w nadmiernego ci≈õnienia ≈õrodka smarnego i pƒôkniƒôcia wewnƒôtrznego w ch≈Çodnicy oleju. * Oil Cooler * Ch≈Çodnica oleju * The material and its contents are provided without warranty of any kind, and by publishing it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to comply with the right service and maintenance procedures. Nissens Automotive A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * Materia≈Ç i jego zawarto≈õƒá dostarczane sƒÖ bez jakiejkolwiek gwarancji. PublikujƒÖc go, zrzekamy siƒô wszelkiej odpowiedzialno≈õci. Nale≈ºy postƒôpowaƒá zawsze zgodnie z instrukcjami producenta pojazdu, aby zachowaƒá zgodno≈õƒá z prawid≈Çowymi procedurami serwisowymi i konserwacyjnymi. Nissens Automotive A/S nie bƒôdzie ponosiƒá odpowiedzialno≈õci za jakiekolwiek uszkodzenia mienia lub obra≈ºenia cia≈Ça, zar√≥wno bezpo≈õrednie, jak i¬†po≈õrednie, w¬†wyniku awarii lub przestoju pojazdu, spowodowane przez niew≈Ça≈õciwe korzystanie, instalacjƒô i/lub naruszenie naszych produkt√≥w. * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Dania. Wiƒôcej informacji technicznych i kontaktowych mo≈ºna znale≈∫ƒá na stronie www.nissens.com. --- ## Problem [Język: EN] * As one of the AC components closest to the external environment, the condenser experiences extensive tear and wear during its lifetime. Especially climates with a considerable amount of downpour, snow and humidity are rough on the condenser. As the roads are covered by salt during the colder months, the saltwater will spray the exposed condenser and increase the risk of corrosion. Often being a deprioritized problem, a corroded condenser will lead to a lack of efficiently in the AC system. The ineffective condenser will increase the workload on other system components, especially on the compressor.‚Ä®‚Ä®Many compressor claim cases reveal that a condenser with restricted efficiency was reason for the compressor to overheat and in consequence to seize. --- ## Recommended Solution [Język: EN] * ‚Ä®Regular visual inspection of the condenser surface can save you from expensive system and compressor repairs. Any signs of corrosion or leaks on the condenser surface must be considered as serious threats for the system efficiency and operation. --- ## Condenser corrosion - Possible issues‚Ä® [Język: EN] * Deterioration of condenser fins - Even if the condenser does not leak and seems to be tight, the heat exchange capacity can have been reduced significantly. As corrosion attach to the thin aluminum fins, the working surface area is reduced, which will reduce the overall heat exchange capacity of the condenser. * Lack of fins - As the fins corrode over time, they will fall out of the condenser. With the number of fins reduced, the condensation process will become significantly more ineffective, creating an increased overload on the compressor. Removal of only one fin row from the condenser can reduce its thermal performance by up to 3%!‚Ä® * Leaking condenser - Testing has shown that a condenser with missing fins, due to corrosion caused by saltwater, will eventually start to leak. The leakage is caused as the lack of fins destabilizes the condenser construction, making it more vulnerable to wear and tear. As the refrigerant disappears, the system will not function properly. Furthermore, as the lubricant cannot be distributed in an empty running system, the compressor will be exposed to overheat and seizure. * Koroze kondenz√°toru - Mo≈æn√© probl√©my --- ## Netƒõsn√≠c√≠ chladiƒç - Testy uk√°zaly, ≈æe kondenz√°tor s chybƒõj√≠c√≠mi lamelami, v d≈Øsledku koroze zp≈Øsoben√© sol√≠ a vlhkost√≠, m≈Ø≈æe zaƒç√≠t netƒõsnit. Netƒõsnost je zp≈Øsobena nedostatkem lamel, co≈æ zeslabuje konstrukci kondenz√°toru, tak≈æe je n√°chylnƒõj≈°√≠ k nestabilitƒõ. Jakmile nen√≠ v¬†okruhu dostatek chladiva, nem≈Ø≈æe syst√©m fungovat spr√°vnƒõ. Nav√≠c olej nem≈Ø≈æe b√Ωt distribuov√°n v pr√°zdn√© okruhu, co≈æ m≈Ø≈æe v√©st k p≈ôeh≈ô√°t√≠ a zad≈ôen√≠ kompresoru. [Język: EN] * ‚Ä®The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to follow the right service and maintenance procedures. Nissens A/S shall not be responsible for any property damage or personal injury, direct or indirect damage from failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. --- ## Most common mechanical damages [Język: EN] * Poor quality packing - Too tight condenser strapping inside the box will often crush its top and bottom tubes.¬†As the tube is flat, with a small diameter, the flow in a crushed tube will extremely be limited or completely disabled. Furthermore, most of modern condenser tubes are produced in so-called micro tube design and with inner partitioning walls, making them very sensitive to bending or crushing. ‚Ä® * Transport and/or handling damages - The thin aluminum, which the condenser is made of, makes the construction fragile. This requires handling with significant care. Throwing the condenser box, or improper handling during installation, will quickly spoil fragile parts. Even small surface dents or seemingly light bends can impair or limit the condenser inner flow, thus reduce operation capacity. Other areas exposed to mechanical damages are mounting brackets and connection sockets.¬† ‚Ä® * Spoiled condenser fins - The thin aluminum fins between the condenser tubes are easily spoiled by bending, hitting, crushing or high-pressure surface cleaning. If the fins are spoiled, the condensation process will become significantly less effective, as the heat exchanging surface of the unit is reduced. Reduced condensation will cause the inner temperature and pressures to rise and the overall system performance to weaken. * Da√±os mec√°nicos comunes m√°s comunes * Mala calidad del embalaje: si el condensador est√° demasiado apretado dentro de la caja puede aplastar sus tubos superiores e inferiores. ¬†Dado que el tubo es plano, con un di√°metro peque√±o, el flujo en un tubo aplastado ser√° extremadamente limitado o completamente detenido. Adem√°s, la mayor√≠a de los tubos modernos del condensador se producen con el llamado dise√±o de microtubos y con paredes divisorias interiores, lo que los hace muy sensibles a la flexi√≥n o el aplastamiento. * Transporte o manipulaci√≥n de da√±os: el aluminio delgado, del que est√° hecho el condensador, hace que la construcci√≥n sea fr√°gil. | Esto requiere una manipulaci√≥n con gran cuidado. Retirar la caja del condensador o un manejo inadecuado durante la instalaci√≥n, arruinar√° r√°pidamente las piezas fr√°giles. Incluso las abolladuras peque√±as superficiales o las curvas aparentemente de luz pueden perjudicar o limitar el flujo interno del condensador y, por tanto, reducir la capacidad de operaci√≥n. Otras √°reas expuestas a da√±os mec√°nicos son los soportes de montaje y las tomas.¬† ‚Ä® * Aletas del condensador en mal estado: las aletas de aluminio finas entre los tubos del condensador se echan a perder f√°cilmente por flexi√≥n, golpes, aplastamientos o limpieza de superficies de alta presi√≥n. | Si se deterioran las aletas, el proceso de condensaci√≥n llegar√° a ser significativamente menos eficaz, ya que se reduce el calor de la superficie de la unidad de intercambio. Una condensaci√≥n reducida har√° que la temperatura y las presiones se eleven y el rendimiento general del sistema se debilite. --- ## TECHNICAL BULLETIN OIL COOLER INSTALLATION-–¢–ï–•–ù–ò–ß–ï–°–ö–ò –ë–Æ–õ–ï–¢–ò–ù –ú–û–ù–¢–ê–ñ –ù–ê –ú–ê–°–õ–ï–ù –û–•–õ–ê–î–ò–¢–ï–õ [Język: EN] --- ## ALL CAR/ENGINE MODELS APPLYING OIL HEAT EXCHANGERS ‚Äì –í–°–ò–ß–ö–ò –ú–û–î–ï–õ–ò –ê–í–¢–û–ú–û–ë–ò–õ–ò/–î–í–ò–ì–ê–¢–ï–õ–ò –û–ë–û–†–£–î–í–ê–ù–ò –° –¢–û–ü–õ–û–û–ë–ú–ï–ù–ù–ò–¶–ò –ó–ê –ú–ê–°–õ–û [Język: EN] * FOR ENGINE OIL AND GEARBOX OIL COOLING ‚Äì –ó–ê –û–•–õ–ê–ñ–î–ê–ù–ï –ù–ê –î–í–ò–ì–ê–¢–ï–õ–ù–û –ú–ê–°–õ–û –ò –ú–ê–°–õ–û–¢–û –ù–ê –°–ö–û–†–û–°–¢–ù–ê–¢–ê –ö–£–¢–ò–Ø --- ## BACKGROUND ‚Äì –ü–†–ï–î–í–ê–†–ò–¢–ï–õ–ù–ê –ò–ù–§–û–†–ú–ê–¶–ò–Ø [Język: EN] * The automotive oil pump is commonly driven by the engine and it pressurizes and circulates the lubricant in the system. As the pump speed increases along with the engine revs, there is typically a surplus of the lubricant flow and pressure produced. To control and level these, pumps are equipped with a relief valve located at the outlet. The oil pressure relief valve makes sure that the delivered lubricant pressure is consistent regardless of the engine speed. It opens when a certain oil pressure is reached and by this, lets part of the flow return to the engine crankcase, thus protecting the system against overpressure. * –ú–∞—Å–ª–µ–Ω–∞—Ç–∞ –ø–æ–º–ø–∞ –Ω–∞ –∞–≤—Ç–æ–º–æ–±–∏–ª–∞ —Å–µ –∑–∞–¥–≤–∏–∂–≤–∞ –æ—Ç –¥–≤–∏–≥–∞—Ç–µ–ª—è, —Ç—è –Ω–∞–≥–Ω–µ—Ç—è–≤–∞ –∏ –∑–∞–≤—ä—Ä—Ç–∞/—Ü–∏—Ä–∫—É–ª–∏—Ä–∞ –º–∞—Å–ª–æ—Ç–æ –≤ —Å–∏—Å—Ç–µ–º–∞—Ç–∞. –¢—ä–π –∫–∞—Ç–æ —Å–∫–æ—Ä–æ—Å—Ç—Ç–∞ –π —Å–µ —É–≤–µ–ª–∏—á–∞–≤–∞ –∑–∞–µ–¥–Ω–æ —Å –æ–±–æ—Ä–æ—Ç–∏—Ç–µ –Ω–∞ –¥–≤–∏–≥–∞—Ç–µ–ª—è, –æ–±–∏–∫–Ω–æ–≤–µ–Ω–æ | –Ω–∞–ª—è–≥–∞–Ω–µ—Ç–æ –∏ –ø—Ä–∏—Ç–æ–∫–∞ –Ω–∞ –º–∞—Å–ª–æ—Ç–æ —Å—ä—â–æ —Å–µ —É–≤–µ–ª–∏—á–∞–≤–∞—Ç. –ó–∞ –¥–∞ –º–æ–∂–µ —Ç–æ–≤–∞ –¥–∞ –±—ä–¥–µ –∫–æ–Ω—Ç—Ä–æ–ª–∏—Ä–∞–Ω–æ, –º–∞—Å–ª–µ–Ω–∏—Ç–µ –ø–æ–º–ø–∏ —Å–∞ –∫–æ–Ω—Å—Ç—Ä—É–∏—Ä–∞–Ω–∏ —Å –ø—Ä–µ–¥–ø–∞–∑–µ–Ω –∫–ª–∞–ø–∞–Ω.–¢–æ–π —Ç—Ä—è–±–≤–∞ –¥–∞ –ø–æ–¥—Å–∏–≥—É—Ä–∏ –µ–¥–Ω–æ –ø–æ—Å—Ç–æ—è–Ω–Ω–æ –Ω–∞–ª—è–≥–∞–Ω–µ –Ω–∞ –º–∞—Å–ª–æ—Ç–æ, –Ω–µ–∑–∞–≤–∏—Å–∏–º–æ –æ—Ç –æ–±–æ—Ä–æ—Ç–∏—Ç–µ –Ω–∞ –¥–≤–∏–≥–∞—Ç–µ–ª—è. –ö–æ–≥–∞—Ç–æ –Ω–∞–ª—è–≥–∞–Ω–µ—Ç–æ —Å–µ –ø–æ–≤–∏—à–∏ –∏ —Å–µ –¥–æ—Å—Ç–∏–≥–Ω–∞—Ç –æ–ø—Ä–µ–¥–µ–ª–µ–Ω–∏ —Å—Ç–æ–π–Ω–æ—Å—Ç–∏, –∫–ª–∞–ø–∞–Ω—ä—Ç —Ç—Ä—è–±–≤–∞ –¥–∞ —Å–µ –æ—Ç–≤–æ—Ä–∏ –∏ –¥–∞ –ø—Ä–æ–ø—É—Å–Ω–µ –æ–±—Ä–∞—Ç–Ω–æ –∫—ä–º –∫–∞—Ä—Ç–µ—Ä–∞ –∏–∑–ª–∏—à–Ω–æ—Ç–æ –º–∞—Å–ª–æ, –ø—Ä–µ–¥–ø–∞–∑–≤–∞–π–∫–∏ –ø–æ —Ç–æ–∑–∏ –Ω–∞—á–∏–Ω —Ü—è–ª–∞—Ç–∞ —Å–∏—Å—Ç–µ–º–∞ –æ—Ç –ø—Ä–µ–∫–æ–º–µ—Ä–Ω–æ –Ω–∞–ª—è–≥–∞–Ω–µ. * Malfunctions of the valve is one of the major reasons for oil pressure issues within the system. Its moving elements need very precise clearance or they can get stuck, thus causing failure in the flow control. * Lack of proper pressure - leads to dangerous oil starvation and possible seizures within the engine‚Äôs inner parts or equipment. Excessive lubricant pressure - is very harmful, as it exposes the lubrication system channels, seals and components to abnormal working conditions, thus leading to premature, severe failures. Especially, the oil cooler/filter assembly installed close to the pump outlet can suffer from damage provoked by overpressure. Ultimately, the excessive lubricant pressure will lead to serious leaks of the system. Whether an internal burst of the oil cooler leads to the lubricant penetrating to the coolant circuit, or severe oil leaks from blown system seals, all of these will end up with lubricant loss and catastrophic failure of the engine and its equipment. * –ù–µ–∏–∑–ø—Ä–∞–≤–Ω–æ—Å—Ç—Ç–∞ –Ω–∞ —Ç–µ–∑–∏ –∫–ª–∞–ø–∞–Ω–∏ –µ –µ–¥–Ω–∞ –æ—Ç –æ—Å–Ω–æ–≤–Ω–∏—Ç–µ –ø—Ä–∏—á–∏–Ω–∏ –∑–∞ –ø—Ä–æ–±–ª–µ–º–∏ –≤ –º–∞—Å–ª–µ–Ω–∞—Ç–∞ —Å–∏—Å—Ç–µ–º–∞. –ü–æ–¥–≤–∏–∂–Ω–∏—Ç–µ –µ–ª–µ–º–µ–Ω—Ç–∏ –≤ –∫–ª–∞–ø–∞–Ω–∞ —Å–µ –Ω—É–∂–¥–∞—è—Ç –æ—Ç –º–Ω–æ–≥–æ —Å—Ç–∞—Ä–∞—Ç–µ–ª–Ω–æ –ø–æ—á–∏—Å—Ç–≤–∞–Ω–µ, –∑–∞—â–æ—Ç–æ –≤ –ø—Ä–æ—Ç–∏–≤–µ–Ω —Å–ª—É—á–∞–π —Ç–µ –±–∏—Ö–∞ –±–ª–æ–∫–∏—Ä–∞–ª–∏, –ø—Ä–∏—á–∏–Ω—è–≤–∞–π–∫–∏ –ø–æ–≤—Ä–µ–¥–∞ –≤ —É–ø—Ä–∞–≤–ª–µ–Ω–∏–µ—Ç–æ –Ω–∞ –º–∞—Å–ª–µ–Ω–∏—è –ø–æ—Ç–æ–∫. * –õ–∏–ø—Å–∞—Ç–∞ –Ω–∞ –ø–æ–¥—Ö–æ–¥—è—â–æ –Ω–∞–ª—è–≥–∞–Ω–µ ‚Äì –≤–æ–¥–∏ –¥–æ –æ–ø–∞—Å–Ω–æ –Ω–∞–º–∞–ª—è–≤–∞–Ω–µ –Ω–∞ –Ω–µ–æ–±—Ö–æ–¥–∏–º–æ—Ç–æ –∫–æ–ª–∏—á–µ—Å—Ç–≤–æ | –º–∞—Å–ª–æ –∏ –≤—ä–∑–º–æ–∂–Ω–æ –±–ª–æ–∫–∏—Ä–∞–Ω–µ (–∫–∞–∫—Ç–æ –∏ –ø–æ-–±—ä—Ä–∑–æ –∏–∑–Ω–æ—Å–≤–∞–Ω–µ) | –Ω–∞ –Ω—è–∫–æ–∏ –æ—Ç –¥–µ—Ç–∞–π–ª–∏—Ç–µ –≤ –¥–≤–∏–≥–∞—Ç–µ–ª—è –∏–ª–∏ –æ–±–æ—Ä—É–¥–≤–∞–Ω–µ—Ç–æ. –ü—Ä–µ–∫–æ–º–µ—Ä–Ω–æ –≤–∏—Å–æ–∫–æ—Ç–æ –Ω–∞–ª—è–≥–∞–Ω–µ —Å—ä—â–æ –µ –º–Ω–æ–≥–æ –≤—Ä–µ–¥–Ω–æ, —Ç—ä–π –∫–∞—Ç–æ —Ç–æ –∏–∑–ª–∞–≥–∞ –∫–∞–Ω–∞–ª–∏—Ç–µ, —É–ø–ª—ä—Ç–Ω–µ–Ω–∏—è—Ç–∞ –∏ –∫–æ–º–ø–æ–Ω–µ–Ω—Ç–∏—Ç–µ –Ω–∞ –º–∞—Å–ª–µ–Ω–∞—Ç–∞ —Å–∏—Å—Ç–µ–º–∞—Ç–∞ –Ω–∞ –Ω–µ–æ–±–∏—á–∞–π–Ω–∏ —É—Å–ª–æ–≤–∏—è –Ω–∞ —Ä–∞–±–æ—Ç–∞ –∏ –ø–æ —Ç–æ–∑–∏ –Ω–∞—á–∏–Ω –≤–æ–¥–∏ –¥–æ –ø—Ä–µ–∂–¥–µ–≤—Ä–µ–º–µ–Ω–Ω–∏, —Ç–µ–∂–∫–∏ –ø–æ–≤—Ä–µ–¥–∏. * –ú–∞—Å–ª–µ–Ω–∏—è—Ç –æ—Ö–ª–∞–¥–∏—Ç–µ–ª/—Ñ–∏–ª—Ç—ä—Ä, —Ä–∞–∑–ø–æ–ª–æ–∂–µ–Ω –≤ –±–ª–∏–∑–æ—Å—Ç –¥–æ –∏–∑—Ö–æ–¥–∞ –Ω–∞ –ø–æ–º–ø–∞—Ç–∞ –º–æ–∂–µ –¥–∞ –±—ä–¥–µ –ø–æ–≤—Ä–µ–¥–µ–Ω, –ø–æ—Ä–∞–¥–∏ —Å–≤—Ä—ä—Ö–Ω–∞–ª—è–≥–∞–Ω–µ. –í —Ç–æ–∑–∏ —Å–ª—É—á–∞–π | –ø—Ä–µ–∫–æ–º–µ—Ä–Ω–æ—Ç–æ –Ω–∞–ª—è–≥–∞–Ω–µ –Ω–∞ –º–∞—Å–ª–æ—Ç–æ —â–µ –¥–æ–≤–µ–¥–µ –¥–æ —Å–µ—Ä–∏–æ–∑–Ω–∏ —Ç–µ—á–æ–≤–µ –Ω–∞ —Å–∏—Å—Ç–µ–º–∞—Ç–∞. –ù–µ–∑–∞–≤–∏—Å–∏–º–æ –¥–∞–ª–∏ –≤—ä—Ç—Ä–µ—à–Ω–æ—Ç–æ —Å–ø—É–∫–≤–∞–Ω–µ –Ω–∞ –º–∞—Å–ª–µ–Ω–∏—è –æ—Ö–ª–∞–¥–∏—Ç–µ–ª —â–µ –¥–æ–≤–µ–¥–µ –¥–æ –Ω–∞–≤–ª–∏–∑–∞–Ω–µ –Ω–∞ –º–∞—Å–ª–æ –≤ –æ—Ö–ª–∞–¥–∏—Ç–µ–ª–Ω–∞—Ç–∞ —Å–∏—Å—Ç–µ–º–∞ –∏–ª–∏ –¥–æ —Å–∏–ª–Ω–∏ —Ç–µ—á–æ–≤–µ –Ω–∞ –º–∞—Å–ª–æ –æ—Ç –∏–∑–±–∏–ª–∏—Ç–µ —É–ø–ª—ä—Ç–Ω–µ–Ω–∏—è, –≤—Å–∏—á–∫–æ —Ç–æ–≤–∞ —â–µ –¥–æ–≤–µ–¥–µ –¥–æ —Å–µ—Ä–∏–æ–∑–Ω–∞ –∑–∞–≥—É–±–∞ –Ω–∞ –ª—É–±—Ä–∏–∫–∞–Ω—Ç –∏ –∫–∞—Ç–∞—Å—Ç—Ä–æ—Ñ–∞–ª–Ω–∞ –ø–æ–≤—Ä–µ–¥–∞ –Ω–∞ –¥–≤–∏–≥–∞—Ç–µ–ª—è –∏ –Ω–µ–≥–æ–≤–æ—Ç–æ –æ–±–æ—Ä—É–¥–≤–∞–Ω–µ. * RECOMMENDED SOLUTION ‚Äì –ü–†–ï–ü–û–†–™–ß–ò–¢–ï–õ–ù–û –†–ï–®–ï–ù–ò–ï * The pressure relief valve may wear out over time, but typically its failure is premature and consequential to other problems. To avoid the valve getting stacked, thus leading to the lubrication system‚Äôs critical failure, some prevention and regular service are recommended: * –ü—Ä–µ–¥–ø–∞–∑–Ω–∏—è—Ç –∫–ª–∞–ø–∞–Ω –∑–∞ –Ω–∞–ª—è–≥–∞–Ω–µ –Ω–∞ –º–∞—Å–ª–æ—Ç–æ –º–æ–∂–µ –¥–∞ —Å–µ –∏–∑–Ω–æ—Å–∏ —Å —Ç–µ—á–µ–Ω–∏–µ –Ω–∞ –≤—Ä–µ–º–µ—Ç–æ, –Ω–æ –æ–±–∏–∫–Ω–æ–≤–µ–Ω–æ –Ω–µ–≥–æ–≤–∞—Ç–∞ –ø–æ–≤—Ä–µ–¥–∞ –µ –ø—Ä–µ–∂–¥–µ–≤—Ä–µ–º–µ–Ω–Ω–∞ –∏ –≤—Å–ª–µ–¥—Å—Ç–≤–∏–µ –Ω–∞ –¥—Ä—É–≥–∏ –ø—Ä–æ–±–ª–µ–º–∏. –ó–∞ –¥–∞ —Å–µ –∏–∑–±–µ–≥–Ω–µ –µ–≤–µ–Ω—Ç—É–∞–ª–Ω–æ –±–ª–æ–∫–∏—Ä–∞–Ω–µ –Ω–∞ –∫–ª–∞–ø–∞–Ω–∞, –∫–æ–µ—Ç–æ –±–∏ –¥–æ–≤–µ–ª–æ –¥–æ –∫—Ä–∏—Ç–∏—á–Ω–∏ –ø–æ–≤—Ä–µ–¥–∏ –Ω–∞ —Å–º–∞–∑–æ—á–Ω–∞—Ç–∞ —Å–∏—Å—Ç–µ–º–∞, –Ω–∏–µ –í–∏ –ø—Ä–µ–ø–æ—Ä—ä—á–≤–∞–º–µ –ø—Ä–æ—Ñ–∏–ª–∞–∫—Ç–∏–∫–∞ –∏ —Ä–µ–¥–æ–≤–Ω–æ –æ–±—Å–ª—É–∂–≤–∞–Ω–µ: * ‚Ä¢ Replace oil and oil filter regularly and according to the vehicle‚Äôs maintenance schedule. * ‚Ä¢ Ensure that the lubrication system is clean. Metal particles, dirt, carbon or oil sludge build up must be eliminated, as it can reduce the lubricant flow and cause the pressure relief valve to get stuck. Be sure to inspect spots potentially exposed to a concentration of contaminants: oil pan, oil pump/screen and oil filter assembly. Make sure no contaminants are present. Flush the engine if necessary. * ‚Ä¢ With an oil cooler failure or/and replacement, make sure to measure the pressure of the lubricant in the system. Compare the readings with the vehicle documentation to check if within tolerances. Control the condition of the pressure relief valve, clean and replace it whenever a failure is suspected. The previous oil cooler damage may have its root cause in the valve failure. * ‚Ä¢ –†–µ–¥–æ–≤–Ω–æ —Å–º–µ–Ω—è–π—Ç–µ –º–∞—Å–ª–æ—Ç–æ –∏ –º–∞—Å–ª–µ–Ω–∏—è —Ñ–∏–ª—Ç—ä—Ä, —Å–ø–æ—Ä–µ–¥ –ø—Ä–µ–¥–ø–∏—Å–∞–Ω–∏—è—Ç–∞ –Ω–∞ –ø—Ä–æ–∏–∑–≤–æ–¥–∏—Ç–µ–ª—è –Ω–∞ –∞–≤—Ç–æ–º–æ–±–∏–ª–∞. * ‚Ä¢ –£–≤–µ—Ä–µ—Ç–µ —Å–µ, —á–µ –º–∞—Å–ª–µ–Ω–∞—Ç–∞ —Å–∏—Å—Ç–µ–º–∞ –µ —á–∏—Å—Ç–∞. –ú–µ—Ç–∞–ª–Ω–∏—Ç–µ —á–∞—Å—Ç–∏—Ü–∏, –∑–∞–º—ä—Ä—Å—è–≤–∞–Ω–∏—è—Ç–∞, –≤—ä–≥–ª–µ—Ä–æ–¥–Ω–∏—Ç–µ –∏–ª–∏ –º–∞—Å–ª–µ–Ω–∏—Ç–µ —É—Ç–∞–π–∫–∏ —Ç—Ä—è–±–≤–∞ –¥–∞ –±—ä–¥–∞—Ç –æ—Ç—Å—Ç—Ä–∞–Ω–µ–Ω–∏, —Ç—ä–π –∫–∞—Ç–æ —Ç–æ–≤–∞ –º–æ–∂–µ –¥–∞ –Ω–∞–º–∞–ª–∏ –¥–µ–±–∏—Ç–∞ –Ω–∞ –º–∞—Å–ª–æ—Ç–æ –∏ –¥–∞ –¥–æ–≤–µ–¥–µ –¥–æ –∑–∞–ø—É—à–≤–∞–Ω–µ –Ω–∞ –ø—Ä–µ–¥–ø–∞–∑–Ω–∏—è –∫–ª–∞–ø–∞–Ω. –ù–µ –∑–∞–±—Ä–∞–≤—è–π—Ç–µ –¥–∞ –∏–Ω—Å–ø–µ–∫—Ç–∏—Ä–∞—Ç–µ –º–µ—Å—Ç–∞—Ç–∞, –ø–æ—Ç–µ–Ω—Ü–∏–∞–ª–Ω–æ –∏–∑–ª–æ–∂–µ–Ω–∏ –Ω–∞ –∫–æ–Ω—Ü–µ–Ω—Ç—Ä–∞—Ü–∏—è –Ω–∞ –∑–∞–º—ä—Ä—Å–∏—Ç–µ–ª–∏: –∫–∞—Ä—Ç–µ—Ä–∞, –º–∞—Å–ª–µ–Ω–∞—Ç–∞ –ø–æ–º–ø–∞ –∏ —Å–≥–ª–æ–±–∫–∞—Ç–∞ –Ω–∞ –º–∞—Å–ª–µ–Ω–∏—è —Ñ–∏–ª—Ç—ä—Ä. –£–≤–µ—Ä–µ—Ç–µ —Å–µ, —á–µ –Ω—è–º–∞ –∑–∞–º—ä—Ä—Å–∏—Ç–µ–ª–∏. –ü—Ä–æ–º–∏–π—Ç–µ –¥–≤–∏–≥–∞—Ç–µ–ª—è, –∞–∫–æ –µ –Ω–µ–æ–±—Ö–æ–¥–∏–º–æ. * ‚Ä¢ –ü—Ä–∏ –ø–æ–≤—Ä–µ–¥–∞ –∏–ª–∏ / –∏ –ø–æ–¥–º—è–Ω–∞ –Ω–∞ –º–∞—Å–ª–µ–Ω–∏—è –æ—Ö–ª–∞–¥–∏—Ç–µ–ª, –ø—Ä–æ–≤–µ—Ä–µ—Ç–µ –Ω–∞–ª—è–≥–∞–Ω–µ—Ç–æ –Ω–∞ –º–∞—Å–ª–æ—Ç–æ –≤ —Å–∏—Å—Ç–µ–º–∞—Ç–∞. –°—Ä–∞–≤–Ω–µ—Ç–µ –ø–æ–∫–∞–∑–∞–Ω–∏—è—Ç–∞ —Å –Ω–æ—Ä–º–∏—Ç–µ –Ω–∞ –ø—Ä–æ–∏–∑–≤–æ–¥–∏—Ç–µ–ª—è –Ω–∞ –ø—Ä–µ–≤–æ–∑–Ω–æ—Ç–æ —Å—Ä–µ–¥—Å—Ç–≤–æ, –∑–∞ –¥–∞ –ø—Ä–æ–≤–µ—Ä–∏—Ç–µ –¥–∞–ª–∏ —Å–∞ –≤ –¥–æ–ø—É—Å—Ç–∏–º–∏—Ç–µ –æ—Ç–∫–ª–æ–Ω–µ–Ω–∏—è. –ü—Ä–æ–≤–µ—Ä–µ—Ç–µ —Å—ä—Å—Ç–æ—è–Ω–∏–µ—Ç–æ –Ω–∞ –ø—Ä–µ–¥–ø–∞–∑–Ω–∏—è –∫–ª–∞–ø–∞–Ω, –ø–æ—á–∏—Å—Ç–µ—Ç–µ –≥–æ –∏–ª–∏ –≥–æ –ø–æ–¥–º–µ–Ω–µ—Ç–µ —Å –Ω–æ–≤ –∞–∫–æ —Å–µ —Å—ä–º–Ω—è–≤–∞—Ç–µ, —á–µ –º–æ–∂–µ –¥–∞ –µ –ø–æ–≤—Ä–µ–¥–µ–Ω. –ü—Ä–µ–¥—Ö–æ–¥–Ω–∞—Ç–∞ –ø–æ–≤—Ä–µ–¥–∞ –Ω–∞ –º–∞—Å–ª–µ–Ω–∏—è –æ—Ö–ª–∞–¥–∏—Ç–µ–ª –º–æ–∂–µ –¥–∞ –µ –±–∏–ª–∞ –ø—Ä–∏—á–∏–Ω–µ–Ω–∞ –æ—Ç –ø–æ–≤—Ä–µ–¥–∞ –≤ –ø—Ä–µ–¥–ø–∞–∑–Ω–∏—è –∫–ª–∞–ø–∞–Ω. --- ## ENGLISH [Język: EN] * TRANSLATION * NISSENS‚Äô TECHNICAL BULLETIN / AC SYSTEM COMPONENTS * NISSENS TECHNISCH BULLETIN / ONDERDELEN VAN AIRCONDITIONINGSYSTEMEN --- ## BACKGROUND [Język: EN] * CONTEXT * The vehicle‚Äôs AC system operation relies on 2 factors: flow of refrigerant throughout the AC loop and the refrigerant‚Äôs change of state. One of the key components allowing the AC system to work properly is the expansion control device. One of the commonly used designs in the automotive is an expansion valve, which is usually installed at the evaporator inlet. Its main function is to convert liquid refrigerant into cold low-pressure gas and to regulate the flow of refrigerant through the vehicle‚Äôs AC system. * De werking van het airconditioningsysteem in een voertuig is van twee factoren afhankelijk: de stroming van koelmiddel door het airconditioningcircuit en de toestandsverandering van het koelmiddel. Een van de belangrijkste onderdelen waardoor de airconditioning goed kan werken is de expansieregelaar. | In de auto-industrie wordt hiervoor veelal een expansieventiel gebruikt, die gewoonlijk aan de ingang van de verdamper is gemonteerd. De belangrijkste functie ervan is het omzetten van vloeibaar koelmiddel in koud gas met lage druk en het regelen van de stroming van het koelmiddel door het airconditioningsysteem in het voertuig. * The expansion valve meters refrigerant flow according to evaporator temperature and the load and cooling demand of the AC system. Inside the valve, a moveable rod enables the valve to open and close a passage, allowing refrigerant to move inside the valve. It accurately meters the precise amount of refrigerant needed according to outside temperature and need for air conditioning. * Het expansieventiel laat het koelmiddel gedoseerd stromen afhankelijk van de temperatuur van de verdamper en de belasting en de koeling die van het airconditioningsysteem wordt gevraagd. In het ventiel laat een beweegbare stang een doorgang in de klep open en dicht gaan waardoor het koelmiddel door de klep kan stromen. Hij doseert de benodigde hoeveelheid koelmiddel nauwkeurig, afhankelijk van de buitentemperatuur en de vraag naar airconditioning. --- ## PROBLEM [Język: EN] * PROBLEEM * The expansion valve is an advanced and fragile device. As it operates under high pressures and is temperature sensitive, improper working conditions as well as impurities inside the loop can cause its deregulation and malfunction. * Het expansieventiel is een geavanceerd en kwetsbaar onderdeel. Omdat hij onder hoge druk werkt en temperatuurgevoelig is, kunnen onjuiste werkomstandigheden en verontreinigingen in het circuit het ventiel ontregelen waardoor deze defect raakt. * If the expansion valve is stuck open or clogged, the AC system will not cool properly. A clogged valve will lead to too little refrigerant, increasing the pressure in the system and causing the AC compressor to overheat. If the valve is stuck open, too much refrigerant is allowed to pass through the system and into the compressor. * Als het expansieventiel open blijft staan of verstopt raakt, koelt het airconditioningsysteem niet correct. Een verstopt ventiel leidt tot te weinig koelmiddel waardoor de druk in het systeem toeneemt en de compressor oververhit raakt. Als het ventiel open blijft staan, loopt er te veel koelmiddel door het systeem de compressor in. * If the expansion valve fails, it can cause problems with the functionality and performance of the AC system - and if ignored, worst case scenario is expensive and irreversible damages of other system components such as the AC compressor. * Als het expansieventiel defect raakt, kan dit tot problemen met het functioneren en de prestaties van het airconditioningsysteem leiden, en als hier niet op wordt gereageerd, kan in het slechtste geval dure en onomkeerbare schade aan andere onderdelen van het systeem, zoals de compressor, ontstaan. --- ## SYMPTOMS OF A FAILING EXPANSION VALVE [Język: EN] * SYMPTOMEN VAN EEN DEFECT EXPANSIEVENTIEL * Poor AC System Performance or Warm Air - AC system underperformance may be a sign of a problem with the AC expansion valve. If the component fails or has an issue, it can disturb the performance of the AC system, causing it to underperform. The AC system may begin to blow noticeably less cold than before and may even begin to blow warm air depending on the severity of the problem. * Slechte prestaties van het airconditioningsysteem of warme lucht: Slechte prestaties van de airconditioning kunnen op een probleem met het expansieventiel duiden. Als het onderdeel defect is of er problemen mee zijn, kunnen de prestaties van de airconditioning verstoord raken, waardoor deze slechter presteert. De airconditioning kan duidelijk minder koude lucht dan vroeger uitblazen en mogelijk zelfs warme lucht produceren, afhankelijk van de ernst van het probleem. * Frost on AC Evaporator or Vents - Another symptom of a potential problem with the vehicle‚Äôs expansion valve is frost coming from the vehicle‚Äôs vents. AC evaporator malfunction can cause refrigerant to flow unmetered through the vehicle‚Äôs AC system, causing the evaporator to freeze over or frost to come from the vehicle‚Äôs AC vents. Either symptom is a sign that the system is getting too much refrigerant, ultimately lowering its efficiency and performance. * IJsafzetting op de verdamper of uitstroomopeningen: Nog een symptoom van een mogelijk probleem met het expansieventiel is ijsafzetting die uit de uitstroomopeningen in het voertuig komt. Bij een defecte verdamper kan koelmiddel onbeperkt door het airconditioningsysteem stromen, waardoor de verdamper kan bevriezen of er ijsafzetting uit de uitstroomopeningen kan komen. Elke van deze symptomen vormt een aanwijzing dat het systeem te veel koelmiddel krijgt, waardoor het uiteindelijk minder effici√´nt gaat werken en slechtere prestaties levert. * Inconsistent Air Flow - Sometimes a bad expansion valve will provide an inconsistent performance in its ability to regulate the flow of refrigerant throughout the system. If this occurs, the air coming out of the vent may be too cold or too warm. The air will likely alternate back and forth between different temperatures at various times. If the air varies between cold and warm, the expansion valve should be inspected at once. * Onregelmatige luchtstroming: Soms zorgt een slechtwerkend expansieventiel voor onregelmatige dosering van het koelmiddel door het systeem. Als dit gebeurt, dan kan de lucht die uit de uitstroomopeningen komt te koud of te warm zijn. De lucht kan dan een wisselende temperatuur hebben. Als de lucht soms koud en soms warm is, dan moet het expansieventiel onmiddellijk worden ge√Ønspecteerd. * Excessive Temperatures Generated at some of the Loop Components - A faulty or blocked expansion device will cause the system to operate under improper pressures, thus generate excessive temperatures. The easiest way to diagnose these spots is the high-pressure side‚Äôs components: ducts from the compressor outlet to and within and including the receiver dryer. Temperatures above 50 ¬∞C will warn about potential blockages/malfunctions of the expansion valve. * Bijzonder hoge temperaturen in enkele onderdelen van het circuit: Bij een defect of geblokkeerd expansieventiel zijn de drukken in het systeem onjuist, wat tot te hoge temperaturen kan leiden. De eenvoudigste manier om deze plekken te diagnosticeren zijn de onderdelen aan de hogedrukzijde: kanalen naar en van de compressoruitlaat en ook de filter-droger. Temperaturen van meer dan 50 ¬∞C zijn indicaties van een mogelijk geblokkeerd of defect expansieventiel. * Improper System Operating Pressures - Too high or too low pressure gauge readings may be a sign of expansion valve malfunction. Normal gauge readings should be between 2 and 3 bar on the low side and 14 to 24 bar on the high side. * Onjuiste systeemwerkdrukken: Een te hoge of te lage druk kan een indicatie zijn van een defect expansieventiel. De normale druk moet tussen 2 en 3 bar liggen aan de lagedrukzijde en tussen 14 en 24 bar aan de hogedrukzijde. --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denemarken. * For further technical and contact information, visit our website: www.nissens.com. * Bezoek onze website voor meer technische informatie en contactinformatie: www.nissens.com. --- ## NISSENS‚Äô TECHNICAL ARTICLES [Język: EN] * NISSENS M≈∞SZ AKI ISMERETTERJESZT≈ê CIKKEK --- ## This series of technical articles have been written based on the technical insights from AC system professionals with many years in the system service field, Nissens‚Äô quality engineers, and Nissens‚Äô technical trainers involved in the best AC service practice sharing. [Język: EN] * A m≈±szaki ismeretterjeszt≈ë cikkek sorozat√°t az aut√≥kl√≠ma szervizel√©s sok√©ves tapasztalattal rendelkez≈ë szak√©rt≈ëinek, a Nissens min≈ës√©gbiztos√≠t√≥ m√©rn√∂keinek √©s az aut√≥kl√≠ma rendszerekkel kapcsolatos bev√°lt gyakorlatokban j√°rtas m≈±szaki oktat√≥inak tapasztalatai alapj√°n √°ll√≠tottuk √∂ssze. --- ## Complete review of the most basic and the most critical service procedure recommended by experts and by the major compressor manufacturers [Język: EN] * A szak√©rt≈ëk √©s a legfontosabb kompresszorgy√°rt√≥k √°ltal javasolt legalapvet≈ëbb √©s legkritikusabb szervizelj√°r√°sok teljes √°ttekint√©se --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information visit our website www.nissens.com. * B≈ëvebb m≈±szaki inform√°ci√≥k√©rt, vagy ha kapcsolatba szeretne l√©pni vel√ºnk, l√°togasson el weboldalunkra: www.nissens.com. --- ## CLEANNESS - THE KEY TO THE SYSTEM‚ÄôS VITALITY [Język: EN] * The AC system to perform must be clinically clean inside. Refrigerant, lubricant, and precise mechanisms inside the loop must be clean to work optimally, and the system can maintain the appropriate pressure and temperature parameters. * The modern AC system design employs many components with very narrow passages. The majority of today‚Äôs cars apply micro tube-design condensers with tiny diameter channels. Another example is the externally controlled AC compressors with precise and very sensitive to impurities ECV valve steering the pumping capacity. The system‚Äôs expansion device and the TXV, in particular, are other types of loop components that can quickly suffer from impurities limiting their proper function. All of these can get clogged by particles, splinters or even by a too viscous lubricant that doesn‚Äôt match the car‚Äôs specification. Any system flow restriction or stoppage can have catastrophic consequences. The limited refrigerant flow will lead to a decrease in the system‚Äôs performance, cause instant pressure increases, impair the overall system lubrication, and consequently create an abnormal temperature load that is very dangerous for the AC compressor. * Furthermore, it is also critical to mention that the potential system contaminants and moisture affect the lubricant, impairing its characteristics. These can instantly affect the compressor‚Äôs mechanical parts, exposing it to seize. Similarly, if the lubricant gets diluted by excessive additive use (like overdosing with UV dye), the improper condition will lead to irreversible compressor failures. * A TISZTAS√ÅG - A RENDSZER √âLETK√âPESS√âG√âNEK KULCSA * Ahhoz, hogy j√≥l m≈±k√∂dj√∂n, a kl√≠marendszernek bel√ºlr≈ël t√∂k√©letesen tiszt√°nak kell lennie. Az optim√°lis m≈±k√∂d√©shez a h≈±t≈ëk√∂rben tiszta h≈±t≈ëk√∂zegre, ken≈ëanyagra √©s prec√≠z mechanizmusokra van sz√ºks√©g, ugyanakkor a megfelel≈ë nyom√°s √©s h≈ëm√©rs√©kleti param√©terek fenntart√°s√°ra is. * A modern kl√≠marendszerek sz√°mos elemet tartalmaznak, rendk√≠v√ºl sz≈±k j√°ratokkal. A mai aut√≥k t√∂bbs√©g√©ben mikrocs√∂ves kondenz√°torok vannak, amelyekben a csatorn√°k √°tm√©r≈ëje rendk√≠v√ºl kicsi. Egy m√°sik p√©lda a k√ºls≈ë szab√°lyoz√°s√∫ kl√≠makompresszor a prec√≠z √©s szennyez≈ëd√©sekre fokozottan √©rz√©keny ECV szeleppel, amely a sz√≠v√≥nyom√°st szab√°lyozza. A rendszer t√°gul√≥ elemei √©s k√ºl√∂n√∂sen a TXV (kl√≠ma expanzi√≥s szelep) ugyancsak √©rz√©kenyek a szennyez≈ëd√©sekre, amelyek korl√°tozz√°k m≈±k√∂d√©s√ºket. A r√©szecsk√©k, lev√°l√°sok, vagy ak√°r a t√∫l viszk√≥zus, a j√°rm≈± specifik√°ci√≥inak nem megfelel≈ë ken≈ëanyag is okozhatj√°k ezeknek az alkatr√©szeknek az elt√∂m≈ëd√©s√©t. A rendszerben a kering√©s akad√°lyoz√°sa vagy le√°ll√°sa katasztrof√°lis k√∂vetkezm√©nyekkel j√°rhat. A h≈±t≈ëk√∂zeg korl√°tozott √°raml√°sa miatt cs√∂kken a rendszer teljes√≠tm√©nye, azonnal megn≈ë a nyom√°s, ez kihat a rendszer ken√©s√©re, ami t√∫lhev√ºl√©st okoz, ez pedig rendk√≠v√ºl vesz√©lyes a kl√≠makompresszorra n√©zve. * Fontos megeml√≠teni ugyanakkor, hogy a rendszer esetleges szennyez≈ëd√©se √©s a nedvess√©g negat√≠van hatnak a ken≈ëanyag tulajdons√°gaira. Ezek azonnali hat√°ssal lehetnek a kompresszor mechanikus alkatr√©szeire, amelyeken emiatt k√∂nnyebben megtapadnak a szennyez≈ëd√©sek. Az adal√©kanyagok t√∫lzott haszn√°lata (pl. az UVfolyad√©k t√∫ladagol√°sa) oldja a ken≈ëanyagot, amelynek nem megfelel≈ë param√©terei a kompresszor visszaford√≠thatatlan meghib√°sod√°s√°hoz vezetnek. --- ## TECHNICIAN‚ÄôS DUTY OR A COURTESY? [Język: EN] * Naturally, the flushing procedure and the extra time spent on the service add to the total service bill, which someone must pay. Here is one reason why technicians skip it, often on a clear command from the client‚Äôs side who does not wish to spend extra. This, however, should be seen from a completely different perspective. Flushing is not an optional choice, but actually, it is the most basic and necessary treatment, often conditional for serious system repairs. * Flush the system whenever you diagnose it with clogs, stoppages, or receiver dryer failures. Although it might be the previous garage‚Äôs failure, you should equally flush the system whenever you conclude an excessive or improper use of additives such as UV dyes or stop leak agents. Visual inspection by a sight-glass tool will ease the diagnosis process. The loop must obligatorily be flushed before installing a new compressor. Carbonized oil particles, metal chips, splinters, and other impurities that caused the previous compressor to fail can quickly kill the new unit if the system is not flushed correctly before the replacement. * We point to another importance that the flushing has for the system‚Äôs heart by the compressor‚Äôs replacement process. Besides cleaning impurities, it is the only way to determine the total lubricant level inside the loop. * A SZEREL≈ê K√ñTELESS√âGE VAGY CSAK UDVARIASS√ÅG? * A rendszer √°tmos√°sa, a m≈±helyben t√∂lt√∂tt plusz id≈ë term√©szetesen n√∂veli a sz√°ml√°t, amelyet valakinek ki kell fizetnie. Ez az egyik oka annak, hogy a szerel≈ëk - gyakran az √ºgyf√©l k√ºl√∂n k√©r√©s√©r - nem v√©gzik el a kl√≠marendszer tiszt√≠t√°s√°t. Mindezt azonban m√°s szemsz√∂gb≈ël kellene n√©zni. A kl√≠marendszer tiszt√≠t√°sa nem v√°laszt√°s k√©rd√©se, hanem a legalapvet≈ëbb √©s legfontosabb kezel√©s, amely √°ltal kiv√©dhet≈ëv√© v√°lik a rendszer komoly probl√©m√°inak kialakul√°sa. * Mindig √∂bl√≠tse √°t a rendszert, amikor dugul√°st, elakad√°st tapasztal benne, vagy a sz√°r√≠t√≥sz≈±r≈ë meghib√°sodik. B√°r lehet egy kor√°bban felkeresett m≈±hely mulaszt√°sa is, mossa √°t a rendszert akkor is, ha az adal√©kanyagok, pl. az UV-folyad√©k vagy a sziv√°rg√°sg√°tl√≥ t√∫lzott vagy nem megfelel≈ë haszn√°lat√°t tapasztalja. A diagn√≥zist megk√∂nny√≠ti a vizu√°lis vizsg√°lat egy √ºvegtart√°lyos aut√≥kl√≠ma-teszterrel. √öj kompresszor beszerel√©se el≈ëtt a rendszer √°tmos√°sa k√∂telez≈ë. * A kompresszor cser√©j√©nek eset√©ben a rendszer √°tmos√°s√°nak van m√©g egy fontos oka: A szennyez≈ëd√©sek elt√°vol√≠t√°s√°n k√≠v√ºl ez az egyetlen m√≥dja annak, hogy a rendszerben tal√°lhat√≥ ken≈ëanyag teljes mennyis√©g√©t meg√°llap√≠thassuk. --- ## FLUSHING ABC [Język: EN] * There are several basic rules you have to observe to flush appropriately. The AC compressor must be detached. You will probably be replacing the compressor after, but if not, the compressor must be separated or bypassed from the flushing. The system expansion devices, such as either orifice tube or expansion valve, should be detached or bypassed, too. The receiver dryer or desiccant should be removed and replaced after flushing. Parallel-flow, thin and micro-tubes condensers, and evaporators cannot be flushed effectively and should be replaced or back flushed whenever serious contaminants impaired the system or by the previous compressor seizure. * When it comes to the flushing methods, several are worth considering and are relatively accessible. It all depends on the garage equipment and possible access to extra tools. In general, the flushing must be effective and should not harm the system, which might be the case by the use of improper methods. * Keep in mind! For any of the methods, the cleaning agent residues must be thoroughly removed after flushing, and the AC loop must always be thoroughly dried, preferably by means of nitrogen and a long-process vacuum. Once the AC system is properly flushed, and all of the necessary components have been replaced, you can proceed with the system charge by the prescribed type and volume of refrigerant and lubricant. Remember, flushing is not courtesy and can save you from a repeat repair after installing a new compressor. * A KL√çMATISZT√çT√ÅS √ÅB√âC√âJE * A rendszer megfelel≈ë √°tmos√°sa √©rdek√©ben k√∂vetn√ºnk kell n√©h√°ny alapvet≈ë szab√°lyt. Csatlakoztassuk le a kl√≠makompresszort. Val√≥sz√≠n≈±, hogy sor ker√ºl a kompresszor cser√©j√©re, de ha nem, a kompresszort ki kell hagyni az √°tmos√°s folyamat√°b√≥l. A rendszer expanzi√≥s elemeit, pl. a kapill√°ris cs√∂veket vagy a t√°gul√≥ szelepeket szint√©n csatlakoztassuk le, vagy ker√ºlj√ºk ki. T√°vol√≠tsuk el a sz√°r√≠t√≥sz≈±r≈ët, majd cser√©lj√ºk ki az √°tmos√°s elv√©gz√©se ut√°n. A p√°rhuzamos √°ramoltat√°s√∫, v√©kony √©s mikrocs√∂ves kondenz√°torok √©s p√°rologtat√≥k nem moshat√≥k √°t hat√©konyan, ez√©rt vagy helyettes√≠teni kell ≈ëket, vagy ellenkez≈ë ir√°nyb√≥l is √°tmosni, ha a rendszer er≈ësen szennyezett vagy a kor√°bbi kompresszor beragadt. * Az √°tmos√°si m√≥dszerek k√∂z√ºl n√©h√°nyat √©rdemes alkalmazni, √©s ezek viszonylag hozz√°f√©rhet≈ëek is. D√∂nt≈ë szempont a jav√≠t√≥m≈±hely felszerelts√©ge √©s hozz√°f√©r√©se a speci√°lis eszk√∂z√∂kh√∂z. Az √°tmos√°snak hat√©konynak kell lennie √©s nem okozhat k√°rt a rendszerben ‚Äì ami azonban a nem megfelel≈ë m√≥dszerek alkalmaz√°sa eset√©n el≈ëfordulhat. * Ne feledj√ºk, hogy b√°rmelyik m√≥dszerr≈ël legyen is sz√≥, az √°tmos√°s ut√°n a mos√≥folyad√©k marad√©kait gondosan el kell t√°vol√≠tanunk √©s a h≈±t≈ëk√∂rt alaposan ki kell sz√°r√≠tanunk lehet≈ëleg nitrog√©n √©s v√°kuum alkalmaz√°s√°val. Miut√°n a kl√≠marendszer √°tmos√°sa megt√∂rt√©nt, √©s minden sz√ºks√©ges alkatr√©szt kicser√©lt√ºnk, t√∂lts√ºk fel a rendszert az el≈ë√≠rt t√≠pus√∫ √©s mennyis√©g≈± h≈±t≈ëk√∂zeggel √©s ken≈ëanyaggal. Ne feledj√ºk: A kl√≠marendszer √°tmos√°sa nem udvariass√°g, √©s megel≈ëzhetj√ºk vele az ism√©telt jav√≠t√°st az √∫j kompresszor beszerel√©se ut√°n. --- ## Jelly-like or crystallized sticky substance at the compressor‚Äôs suction port. This severe pollution was caused by uncontrolled chemical reaction of moisture and additives like leak-stop agents. Only flushing can remove it all from the loop. [Język: EN] * Zsel√©szer≈±, vagy krist√°lyos, ragacsos anyag a kompresszor sz√≠v√≥ oldal√°n. Ezt a komoly szennyez≈ëd√©st a nedvess√©g √©s az adal√©kanyagok, pl. a sziv√°rg√°sg√°tl√≥ √°ltal kiv√°ltott ellen≈ërizetlen vegyi folyamatok id√©zt√©k el≈ë. A h≈±t≈ëk√∂rb≈ël cask √°tmos√°ssal t√°vol√≠that√≥ el. --- ## NISSENS‚Äô TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] * –¢–ï–•–ù–ò–ß–ï–°–ö–ò –ë–Æ–õ–ï–¢–ò–ù –Ω–∞ NISSENS * –ö–õ–ò–ú–ê–¢–ò–ß–ù–ê –°–ò–°–¢–ï–ú–ê/ –ö–û–ú–ü–û–ù–ï–ù–¢–ò --- ## Elektroonilise asendianduriga turbo [Język: EN] * Turbo with electronic position sensor * Diagnostika- ja paigaldusn√µuanded * Diagnostic & Installation Tips * Kas teate, kuidas turbolaadurit √µigesti paigaldada? √Ñrge muretsege. Nissensi eksperdid n√§itavad teile, kuidas seda teha. * Do you know how to properly install a turbocharger? No worries. Nissens experts are here for you. * Selles videos kasutame populaarset muutuva geomeetriaga turbolaadurit, millel on pneumoajam ja elektrooniline asendiandur. * In this movie, we will work with a very popular variable geometry turbocharger with pneumatic actuator and electronic position sensor. * Me r√§√§gime k√µigist s√ºsteemidest, mis kontrollivad s√µiduki turbolaaduri t√∂√∂d. * We will talk about all the systems that control operation of the turbocharger in the vehicle. * Antud juhul on tegemist turbolaaduriga, mida kontrollitakse pneumaatika abil. Turbolaaduri t√∂√∂d juhib vaakums√ºsteem. Seega on v√§ga oluline, et see s√ºsteem t√∂√∂taks korralikult. * Now, in this case, the turbocharger is controlled by pneumatics. A vacuum system steers operation of the turbocharger. So it is very important that the system works properly. * Alustame s√µiduki vaakums√ºsteemi kontrollimisega. * We will start with checking the vacuum system in the vehicle. * √Ñrge unustage tutvuda s√µiduki dokumentatsiooniga, et kontrollida, kas auto tekitatud vaakum on √µigel tasemel. Antud juhul peaks see olema 0,7 baari ja me kasutame r√µhu kontrollimiseks manomeetrit. * Remember to consult the vehicle documentation to check whether the vacuum generated by the car is at the proper level. In this case it should be 0.7 bar and we will use the pressure gauge to see whether the pressure is correct. * Lisaks vaakumpumba n√µuetekohasele toimimisele on sama oluline testida ja visuaalselt kontrollida vaakums√ºsteemi voolikute ja torude seisundit. On paar asja, millele tuleb erilist t√§helepanu p√∂√∂rata. Esiteks √ºhesuunaline ventiil ning teiseks filtri ja kummivoolikute seisund. Pidage meeles, et kummivoolikud vanunevad, mis t√§hendab, et need v√µivad puruneda ja lekkida. * Besides, the proper performance of the vacuum pump, equally important is to check and visually control the state of the hoses and the ducts within the vacuum system. There are a couple of things that you have to pay special attention to. One of the things is a one way valve. Then the filter and the state of the rubber hoses. Remember, rubber hoses will age and lead to bursts and leakages. * Halvimal juhul peate vooliku v√§lja vahetama. Pidage meeles, et m√µned voolikud v√µivad olla varustatud sisemise piirajaga, mis on v√§ike, aga v√§ga oluline osa selle t√∂√∂st. See kontrollib √µhuvoolu hulka vooliku sees. Kontrollige kindlasti auto dokumentatsioonist, kas voolikul on selline piiraja sees. V√µi katsuge ise k√§sitsi j√§rgi. * In a worst case scenario you will have to replace the hose. Remember that some of the horses may be equipped with an inner restrictor which is a very important but small part. It controls the flow of the air inside. Check the car documentation to find out if such a restrictor is included, or you can manually feel whether the restrictor is inside. * Pidage meeles, et piiraja m√§ngib turbolaaduriga s√ºsteemi √µige vaakumoleku saavutamisel v√§ga olulist rolli. * Keep in mind that the restrictor is crucial for a proper vacuum state in a turbocharged system. * Turbolaaduri vahetamisel on √ºlioluline kontrollida nii √µhu sisselaske- kui ka v√§ljalaskes√ºsteeme. Ja seda eriti suure l√§bis√µiduga autodel. V√§ljalaskes√ºsteemi ladestunud j√§√§gid ja s√ºsinik v√µivad kontrollimata ja puhastamata j√§etuna uue turbolaaduri mehhanismi v√§ga kiiresti blokeerida. * When replacing the turbocharger, it is crucial to inspect both the air intake system as well as the exhaust system, especially in cars with high mileage, for any residues and carbon build-up in the exhaust system, which left unchecked and uncleaned can very quickly block the mechanism of the new turbocharger. * Veenduge, et miski ei takistaks muutuva geomeetriaga labade liikumist turbo sees. * Make sure that there is nothing blocking the movement of the variable geometry vanes inside of the turbo. * Siin ma n√§itan teile muutuva s√ºsteemi n√µuetekohast toimimist vakuump√ºstoli abil. * I will show you a proper operation of the variable system using a vaccum pistol. * Kui turbolaaduriga on k√µik korras, siis n√§ete siin selle varda liikumist, mis liigutab turbo sees olevaid labasid. Kui see liigub vabalt, ilma takistusteta, siis t√∂√∂tab teie uus turbo h√§sti ja s√ºsteem on puhas. * If all is well with the turbocharger, you will see a movement of the rod arm which is moving the vanes inside of the turbo. If it moves freely, there is no restriction, your new turbo is working well and the system is clean. * Kui seda liikumist ei ole √§sja paigaldatud turbolaaduril n√§ha, siis t√§hendab see, et midagi blokeerib laaduri sees olevat v√§ga tundlikku mehhanismi. * If this movement cannot be seen on the newly installed turbocharger, it means that something has blocked the very sensitive mechanism inside. * N√º√ºd teostame lihtsa pardadiagnostika (OBD) kontrolli. * Now, we'll perform a simple OBD control. * K√µigepealt kontrollime, kas elektroonilises kontrollplokis (ECUs) on registreeritud rikkeid. Me peame anal√º√ºsima ja uurima, mis on nende rikete algp√µhjused. * Now we're going to do is to check whether there are some failures recorded in the ECU. Then analyze and find out what are the root causes of the failures. * J√§rgmine samm on t√∂√∂parameetrite m√µ√µtmine ja s√ºsteemi m√µnede elementide t√∂√∂le sundimine. * The next step will be to measure the working parameters and force the operation of some of the elements within the system. * Antud juhul p√º√ºame me ilma mootorit k√§ivitamata panna t√∂√∂le √ºlelaadimisr√µhu reguleerimise solenoidklapi. * In this case, we will try to provoke a real live operation of the boost control solenoid without starting the engine. * Solenoidi aktiveerimisel ja deaktiveerimisel kuulete v√§ga spetsiifilist heli. * You're going to hear a very specific sound when the solenoid is activated or deactivated. * See seade t√∂√∂tab korralikult. * This device is working properly. * Samuti saame diagnoosi kitsendada ja v√§ga konkreetselt kontrollida, milline on pingesignaal turbolaaduri teisele olulisele osale -- asendiandurile, mis kontrollib VNT-mehhanismi aktuaatorvarda asendit. * We can also narrow down the diagnosis and check very specifically what's the voltage signal to another important part in the turbocharger - the position sensor which is controlling the position of the actuator rod of the VNT mechanism. * Operatsiooni parameetrites minge turbolaaduri aktuaatori pinge juurde. * In the parameters of the operation, go to the voltage of the turbocharger actuator. * Kinnitage vaakump√ºstol aktuaatori k√ºlge ja p√ºstoli abil imiteerige tee liikumist. * Hook up the vacuum pistol to the actuator and using the pistol provoke the movement of the road. * Parameetrite alt saate lugeda pinget, mis saadetakse asendiandurile. * In the parameters read the voltage which is sent to the position sensor. * Auto spetsifikatsioonide kohaselt peaks see algasendis olema 3,5 V ning turbo t√§ieliku v√µimenduse juures 0,7 V. * On the initial position it should be 3.5V, accoring the to car's specification, while with a full boost of the turbo it should be 0.7V. * N√º√ºd VNT-mehhanismi pumbates saan ma j√§lgida, kas pinge muutub. Ja see muutubki. * Now pumping the VNT mechanism, I can observe whether the voltage is changing, and it does. * Ja ma n√§en ka, et aktuaatorvarras, ehk siis VNT-mehhanism, liigub vabalt, ilma t√µrgeteta. S√ºsteemis pole mingeid takistusi. * And I can also see the rod of the actuator, thus the VNT mechanism, moves freely so there is no blockage. There is no restriction within the system. * Kokkuv√µttes saame kindlaks teha, et liikuvat varrast n√§hes t√∂√∂tab turbo mehaaniliselt korrektselt ja et elektrooniline juhtplokk juhib seda korrektselt, kuna me n√§eme pinget vaadates, et see muutub sujuvalt VNT alg- ja l√µppasendi vahel. * To sum up, we can determine that the turbo operates properly mechanically when looking at the moving rod, and that it is steered correctly by the ECU when we're reading the voltage - when we see a smooth change of the voltage in the initial and end position of the VNT. * Uue turbolaaduri paigaldamisel v√µib halvimal juhul juhtuda see, et p√§rast paigaldamist turbo ei t√∂√∂ta v√µi arvuti saadab signaali rikete kohta. * When you install a new turbochargerr, the worst thing that can happen is that after the installation, the turbo won't work or the computer will send signal of some failures. * S√ºsteemis on veel √ºks oluline seade, milleks on √ºlelaadimisr√µhu reguleerimise solenoidklapp, mis asub siin. * There is another important device in the system which is the boost control solenoid which is located over here. * Ja selle toimimise diagnoosimiseks on paar erinevat viisi. * And there are a couple of ways to diagnose whether it works. * M√µnes pardadiagnostika s√ºsteemis on teil v√µimalik tuvastada solenoidi t√∂√∂parameetreid. * In some OBD systems you can detect the operation parameters of the solenoid. * Paljudel juhtudel peate te aga manipuleerima elektrilist pingesignaali, et n√§ha, kas see saadetakse klapile v√µi ei. Ning teine viis ventiili t√∂√∂ kontrollimiseks on kasutada multimeetrit takistuse olemasolu kontrollimiseks. * In many instances, though, there will be an electrical voltage signal that you have to control to see if it's being sent to the valve. And another way to check whether the valve operates properly is by simply using a multimeter to check the resistance. * Klapi tekitatud takistus peaks sel juhul olema umbes 13Œ©. Ja siit me n√§eme, et takistus on √µigel tasemel. * The resistance generated by the valve in this case should be around 13Œ©. And we can see that the resistance is on a proper level. * Kui te siiski kahtlustate, et klapp ei t√∂√∂ta korralikult, kuna te ei kuule selle t√∂√∂tamist v√µi te m√§rkate mingeid ebatavalisi signaale, siis on alati parem see osa v√§lja vahetada. Eriti kuna see pole turbolaaduriga v√µrreldes kallis osa. * Nevertheless, if you suspect that this device is not operating correctly because you can't hear it working or you see some erratic signals, it is always better to replace it, especially since it's not an expensive part when compared to the turbocharger. * √Ñrge pange uue turbolaaduri t√∂√∂d selle l√§bi ohtu. * Don't risk that new turbocharger won't operate. * Pidage meeles, et turbolaadur on keeruline komponent, mis s√µltub s√µiduki paljudest muudest komponentidest ja s√ºsteemidest. Turbolaaduri pika ja korrektse t√∂√∂ tagamiseks on v√§ga t√§htis kontrollida, et k√µik need s√ºsteemi osad t√∂√∂taksid korralikult. * Keep in mind, the turbocharger is an advanced component which depends on various other components and systems in the vehicle. It's crucial to check whether all are working properly to ensure the turbocharger's long and correct operation. * Kui soovite rohkem tehnilisi teavet turbolaadurite paigaldamise kohta, k√ºlastage aadressi nissens.com/experts. * If you want to learn more technical insights on how to install turbochargers, visit nissens.com/experts --- ## Anna Kesy A n n a K e s y %≈∏√ôK , √§ A n n a K e s y +≈∏ÀÜK - √™ )≈∏¬ªK . √†√©¬™bƒ±-B\K‚àû√±C√∂NISSENS TECHNICAL BULLETIN / KEY EFFICIENCY COMPONENTS [Język: EN] * BULETIN TEHNIC NISSENS / COMPONENTE CHEIE * THEME: TURBO AND TURBOCHARGED SYSTEM * TEMƒÇ: TURBOCOMPRESOR »òI SISTEME DE SUPRAALIMETARE * ENGINE LUBRICATION SYSTEM * SISTEMUL DE UNGERE AL MOTORULUI * BACKGROUND * In a majority of turbo designs, the lubricant flow inside the turbo creates a thin hydrodynamic film around the shaft and its bearings where the rotating shaft slides. The primary role of the lubricant is to facilitate the rotation and eliminate possible frictions. Additionally, the oil flowing through the elements cools them down and extracts the heat from the high speeds and high temperature exhaust gas. * Proper lubrication is one of the most critical conditions for the turbo to operate. In case of improper lubrication, severe failures will occur instantly, causing unrepairable failure of the turbo and abnormal operation of the engine. * FUNDAL * √én majoritatea modelelor cu turbocompresor, fluxul de lubrifiant din interiorul turbocompresorului creeazƒÉ o peliculƒÉ hidrodinamicƒÉ sub»õire √Æn jurul arborelui »ôi al cuzine»õilor, √Æntre componetele √Æn mi»ôcare de rota»õie. Rolul principal al lubrifiantului este de a facilita rota»õia »ôi de a limita frecarea componentelor. √én plus, uleiul care lubrifiazƒÉ componentele le »ôi rƒÉce»ôte extrag√¢nd cƒÉldura. * Ungerea corectƒÉ este una dintre cele mai critice condi»õii pentru func»õionarea turbocompresorului. √én caz de lubrifiere necorespunzƒÉtoare, vor apƒÉrea instantaneu defec»õiuni grave, iremediabile ale turbocompresorului »ôi func»õionarea anormalƒÉ a motorului. * PROBLEM * The oil feedline to the turbo is the most common area where restrictions can occur. Its relatively thin diameter makes it easy for clogs to build up inside. Especially, when the line is located close to heat sources such as the exhaust, which can cause oil to carbonize inside it. * The return pipe has a much bigger diameter, seemingly more difficult to clog. Here, oil returns gravitationally from the turbo and is not pressurized. Clogging the line may cause oil overpressure inside the turbo, leading the piston ring seals to blow. Engine crankcase with high-pressure levels can also disturb the oil from returning flawlessly by the gravitation in the return line. * The lubricant degradation is another important factor. The precise mechanism of the turbo shaft and bearings is very sensitive to impurities in the oil. Long change intervals, overheating and impaired filtration may impair the lubricant characteristics and expose the turbo to premature failure. * PROBLEMƒÇ * Conducta de alimentare cu ulei cƒÉtre turbocompresor este cea mai comunƒÉ zonƒÉ √Æn care pot apƒÉrea restric»õii. Diametrul sƒÉu relativ mic faciliteazƒÉ acumularea depozitelor √Æn interior. Mai ales atunci c√¢nd conducta este amplasatƒÉ aproape de surse de cƒÉldurƒÉ, cum ar fi sistemul de evacuare, ceea ce poate determina carbonizarea uleiului √Æn interiorul acesteia. * Conducta de retur are un diametru mult mai mare, aparent mai dificil de √Ænfundat. Aici, uleiul revine de la turbocompresor √Æn baia de ulei prin cƒÉdere gravita»õionalƒÉ »ôi nu este presurizat. √énfundarea conductei poate provoca suprapresiunea uleiului √Æn interiorul turbocompresorului, determin√¢nd neetan»ôeitƒÉ»õi ale garniturilor arborelui turbocompresorului. Presiunea ridicatƒÉ a gazelor de carter poate, de asemenea, sƒÉ √Æmpiedice uleiul sƒÉ revinƒÉ gravita»õional pe conducta de retur. * Degradarea lubrifiantului este un alt factor important. Mecanismul precis al arborelui turbocompresorului »ôi al lagƒÉrelor este foarte sensibil la impuritƒÉ»õile din ulei. Intervalele lungi de service, supra√ÆncƒÉlzirea »ôi filtrarea defectuoasƒÉ,pot afecta caracteristicile lubrifiantului »ôi pot expune turbocompresorul la defec»õiuni premature. * RECOMMENDED SOLUTION * Make sure the engine lubrication system is in a vital condition and oil is distributed freely across all engine components, specifically to and from the turbo. Additionally, ensure that the correct oil type and volume is applied for the engine. Observe the oil change intervals or change the oil more frequently. * SOLU»öIA RECOMANDATƒÇ * Asigura»õi-vƒÉ cƒÉ sistemul de lubrifiere al motorului este √Æn stare de fuc»õionare »ôi cƒÉ uleiul este distribuit liber cƒÉtre toate componentele motorului, √Æn mod specific cƒÉtre »ôi de la turbocompresor. √én plus, asigura»õi-vƒÉ cƒÉ folosi»õi tipul »ôi cantitatea corectƒÉ de ulei pentru motor. Respecta»õi intervalele de schimb de ulei sau schimba»õi uleiul mai des. * PREVENTING TURBO LUBRICATION FAILURES * Apply the following hints by troubleshooting and whenever replacing the turbo. * ‚Ä¢ Unrestricted oil supply to/from the turbo is critical ‚Äì make sure the feed oil pressure is correct and return unhindered * ‚Ä¢ Clean or preferably replace oil feed/return lines. If cleaning, the lines must be free for any form of restrictions, specifically carbon/sludge. * ‚Ä¢ Never use silicone/liquid gaskets to seal the oil lines * ‚Ä¢ Replace oil and oil filter when fitting a new turbocharger * ‚Ä¢ Prime the replacement turbocharger with oil before fitting * ‚Ä¢ If an excessive oil degradation/sludge is present in the system, perform engine flushing (applicable for specific engine models, refer to Nissens‚Äô Turbo Bulleting for PSA engines) * PREVENIREA DEFECTELOR PROVOCATE DE LUBRIFIEREA NECORESPUNZƒÇTOARE * Aplica»õi urmƒÉtoarele principii de diagnosticare »ôi ori de c√¢te ori √Ænlocui»õi turbocompresorul. * ‚Ä¢ Alimentarea nerestric»õionatƒÉ cu ulei cƒÉtre / de la turbo este esen»õialƒÉ - asigura»õi-vƒÉ cƒÉ presiunea »ôi debitul uleiului pe conducta de tur este corectƒÉ »ôi returul de ulei nu este restric»õionat. * ‚Ä¢ CurƒÉ»õa»õi sau √Ænlocui»õi de preferin»õƒÉ conductele de alimentare cu ulei tur / retur. La curƒÉ»õare, conductele trebuie sƒÉ fie libere de depozite, √Æn special carbon / alte depuneri. * ‚Ä¢ Nu folosi»õi niciodatƒÉ solu»õii de etan»ôare siliconice / lichide pentru a etan»ôa conductele de ulei * ‚Ä¢ √énlocui»õi uleiul »ôi filtrul de ulei de motor,atunci c√¢nd monta»õi un turbocompresor nou * ‚Ä¢ Lubrifia»õi turbocompresorul nou, cu ulei, √Ænainte de montare/pornirea motorului * ‚Ä¢ DacƒÉ √Æn sistemul de ungere, este prezentƒÉ o degradare excesivƒÉ a uleiului / depuneri, efectua»õi spƒÉlarea sistemului de ungere al motorului (aplicabil pentru anumite modele de motoare, consulta»õi Buletinele Turbo Nissens | pentru motoarele PSA) * COMMON TURBO LUBRICATION FAILURES --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further information, visit: www.nissens.com/robin or scan the QR code: * For contact information, visit our website: www.nissens.com * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to ensure the right service and maintenance procedures. Nissens Automotive shall not be responsible for any property damage or personal injury, direct or indirect damage from failure or down time in vehicle operation caused by incorrect application, installation, misuse and/or abuse of our products. * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. * Pentru informa»õii suplimentare, vizita»õi: www.nissens.com/robin sau scana»õi codul QR: * Pentru informa»õii de contact, vizita»õi site-ul nostru web: www.nissens.com * Materialul »ôi con»õinutul acestuia sunt furnizate fƒÉrƒÉ nici o garan»õie de nici un fel »ôi prin publicarea acestuia, ne declinƒÉm orice responsabilitate. Respecta»õi √Æntotdeauna instruc»õiunile furnizate de producƒÉtorul vehiculului pentru a asigura procedurile de √Æntre»õinere »ôi service adecvate. Nissens Automotive nu va fi responsabilƒÉ pentru nici un fel de daune materiale sau vƒÉtƒÉmƒÉri corporale, daune directe sau indirecte cauzate de timpii de func»õionare necorespunzƒÉtoare a vehiculului, cauzate de aplicarea incorectƒÉ, instalarea, utilizarea necorespunzƒÉtoare »ôi / sau abuzul produselor noastre. * PLEASE LEAVE ALL ENGLISH TEXT AND ADD YOUR TRANSLATION SECTION BY SECTION IN ORDER FOR US TO IMPLEMENT/UNDERSTAND THE MEANING OF ALL TEXT, THANK YOU. --- ## 831068 ‚Äì replacing the water pump may require removing the rubber sleeve [Język: EN] * IMPORTANT INSTALLATION REQUIREMENTS --- ## NB! When installing the new water pump from Nissens, always follow the installation instructions included in the product box. [Język: EN] * NISSENS‚Äô TECHNICAL BULLETIN / AC SYSTEM COMPONENTS --- ## BACKGROUND [Język: EN] * The vehicle‚Äôs AC system operation relies on 2 factors: flow of refrigerant throughout the AC loop and the refrigerant‚Äôs change of state. One of the key components allowing the AC system to work properly is the expansion control device. One of the commonly used designs in the automotive is an expansion valve, which is usually installed at the evaporator inlet. Its main function is to convert liquid refrigerant into cold low-pressure gas and to regulate the flow of refrigerant through the vehicle‚Äôs AC system. * The expansion valve meters refrigerant flow according to evaporator temperature and the load and cooling demand of the AC system. Inside the valve, a moveable rod enables the valve to open and close a passage, allowing refrigerant to move inside the valve. It accurately meters the precise amount of refrigerant needed according to outside temperature and need for air conditioning. --- ## PROBLEM [Język: EN] * The expansion valve is an advanced and fragile device. As it operates under high pressures and is temperature sensitive, improper working conditions as well as impurities inside the loop can cause its deregulation and malfunction. * If the expansion valve is stuck open or clogged, the AC system will not cool properly. A clogged valve will lead to too little refrigerant, increasing the pressure in the system and causing the AC compressor to overheat. If the valve is stuck open, too much refrigerant is allowed to pass through the system and into the compressor. * If the expansion valve fails, it can cause problems with the functionality and performance of the AC system - and if ignored, worst case scenario is expensive and irreversible damages of other system components such as the AC compressor. --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information, visit our website: www.nissens.com. --- ## The soot deposits on the EGR valve can cause a reduction in the valve's efficiency and performance, leading to various engine problems. The following are some of the reasons why sooting in an EGR valve occurs: [Język: EN] * 1. Driving Conditions: Frequent stop-and-go driving or driving in heavy traffic can cause sooting in the EGR valve due to the accumulation of exhaust gases. * 2. Low-Quality Fuel: The use of low-quality fuel can result in incomplete combustion, leading to the formation of soot in the engine and EGR system. * 3. Engine Oil Contamination: When engine oil becomes contaminated with fuel, it can cause the formation of soot in the engine and EGR system. * 4. Poor Engine Performance: A poorly performing engine can cause the buildup of carbon deposits in the EGR valve. This can be caused by factors such as a faulty oxygen sensor, a clogged air filter, or a malfunctioning fuel injection system. * 5. Turbo malfunction: If the turbo is not working as it should, in some cases it leads to overpressure in the system and thereby excessive leakage through the valve stem. * Recommended solution * To prevent sooting in the | EGR valve and system it is essential to maintain the engine and the EGR system properly. * Regular servicing and maintenance of the engine, including changing the air filter, checking the oxygen sensor, and using high-quality fuel and oil, can help prevent the buildup of carbon deposits in the EGR valve. * Never exceed the oil change intervals. Always follow recommendations prescribed by the car manufactures and if possible, and due to working conditions, shorten the intervals. * Additionally, pay attention to the driving style. It can reduce the soot formation within the EGR system. It is highly advisable to operate the engine long enough so it cab reach its typical working temperature before the stop. | Avoid short driving distances and frequent start/stops of the engine. It is recommended to properly warm up the engine and drive the vehicle in open roads or highways on a regular basis. --- ## PLEASE LEAVE ALL ENGLISH TEXT AND ADD YOUR TRANSLATION SECTION BY SECTION IN ORDER FOR US TO IMPLEMENT/UNDERSTAND THE MEANING OF ALL TEXT, THANK YOU. [Język: EN] * NISSENS TURBO * TURBO NISSENS * TECHNICAL BULLETIN ‚Ä®TURBOCHARGER INSTALLATION * TECHNICK√ù BULLETIN * MONT√Å≈Ω TURBODMYCHADLA * SUBJECT/ISSUE * 93422 - COOLANT CONNECTION‚Ä®CAN BE LEFT EMPTY IN VEHICLES WITHOUT WATER COOLING SYSTEM FOR THE TURBO‚Ä® * T√âMA/PROBL√âM * 93422 - P≈òIPOJEN√ç PRO CHLAD√çC√ç KAPALINU * U VOZIDEL BEZ SYST√âMU VODN√çHO CHLAZEN√ç TURBA SE NEP≈òIPOJUJE * NISSENS TURBO #93422‚Ä®‚Ä®Coolant connection flange.‚Ä®Can be left empty (as not connected) by applications without water cooling for the turbo. * NISSENS TURBO #93422 --- ## BACKGROUND [Język: EN] * Depending on application, various turbocharger models are designed with a coolant circuit enclosing the bearing housing. * If the vehicle, however, is not equipped with a dedicated water cooling circuit for the turbo, i.e. without dedicated ducts system from the engine cooling system to the turbo, the turbo does not require the connection. * One Nissens turbo model applies for both vehicles with and without water cooling of the turbo and covers two various OE items. * D≈ÆVOD * V z√°vislosti na pou≈æit√≠ jsou nƒõkter√© modely turbodmychadel navr≈æeny s chlad√≠c√≠m okruhem obklopuj√≠c√≠m lo≈æiskovou sk≈ô√≠≈à. * Pokud v≈°ak vozidlo nen√≠ vybaveno speci√°ln√≠m okruhem vodn√≠ho chlazen√≠ turba, tj. bez speci√°ln√≠ho syst√©mu potrub√≠ od chlad√≠c√≠ho syst√©mu motoru k turbu, pak se u turba toto p≈ôipojen√≠ nevyu≈æ√≠v√°. * Jeden model turbodmychadla Nissens plat√≠ pro vozidla s vodn√≠m chlazen√≠m turba i bez nƒõj a t√≠m p√°dem zahrnuje dvƒõ r≈Øzn√© OE polo≈æky.‚Ä®‚Ä®RECOMMENDED SOLUTION‚Ä®‚Ä®If the vehicle where Nissens part no. #93422 is to be fitted does not apply dedicated water cooling for the turbo, you can install it leaving the coolant connection flange empty. * Always consult Nissens‚Äô catalogue to make sure that the turbo model fits the given vehicle/engine version. ‚Ä® * NB! Installing the new turbo from Nissens, always conform to the installation instruction included in the product box. * DOPORUƒåEN√â ≈òE≈†EN√ç * Pokud vozidlo, do kter√©ho m√° b√Ωt namontov√°n d√≠l Nissens ƒç. 93422, nem√° speci√°ln√≠ vodn√≠ chlazen√≠ turba, m≈Ø≈æete jej namontovat s nep≈ôipojenou p≈ô√≠rubou pro p≈ôipojen√≠ chlad√≠c√≠ kapaliny. * V≈ædy se pod√≠vejte do katalogu Nissens, abyste se ujistili, ≈æe model turba pasuje na dan√© vozidlo/verzi motoru. * POZN√ÅMKA! P≈ôi mont√°≈æi nov√©ho turba od Nissens se v≈ædy ≈ôiƒète pokyny k mont√°≈æi, kter√© jsou souƒç√°st√≠ balen√≠ produktu. * The material and its contents are provided without warranty of any kind, and by publishing it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to comply with the right service and maintenance procedures. Nissens Automotive A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. For further technical and contact information visit www.nissens.com/turbo‚Ä® * Materi√°l a jeho obsah jsou poskytov√°ny bez jak√©koli z√°ruky a jejich zve≈ôejnƒõn√≠m se z≈ô√≠k√°me jak√©koli odpovƒõdnosti. V≈ædy dodr≈æujte pokyny v√Ωrobce vozidla, abyste dodr≈æeli spr√°vn√© postupy servisu a √∫dr≈æby. Spoleƒçnost Nissens Automotive A/S nenese odpovƒõdnost za ≈æ√°dn√© ≈°kody na majetku ani zranƒõn√≠ osob, p≈ô√≠m√© ani nep≈ô√≠m√© ≈°kody, zp≈Øsoben√© poruchou nebo prostoji vozidla zp≈Øsoben√Ωmi nespr√°vnou aplikac√≠, instalac√≠ a/nebo zneu≈æit√≠m na≈°ich produkt≈Ø. * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, D√°nsko. Dal≈°√≠ technick√© a kontaktn√≠ informace naleznete na www.nissens.com/turbo --- ## Nissens‚Äô Technical bulletin AC system / AC compressor [Język: EN] * Nissens tehniƒçki bilten Klima sistemi/Kompresor klime --- ## Theme: AC system/compressor lubrication‚Ä®Additives harmful to the lubricant [Język: EN] --- ## Tema: Klima sistemi/podmazivanje kompresora [Język: EN] * Aditivi ≈°tetni ulju kompresora * ‚Ä® * Background * The correct lubrication is vital for the compressor. As all moving parts are fitted with millimeter precision, every aspect of the setup is expected to perform within the boundaries of an exceptionally narrow margin. Part of this setup is the lubrication, which is essential for all moving components. Especially a thin oil film between pistons and cylinders ensures their smooth operation and proper refrigerant sealing. Furthermore, the lubricant works as a cooling agent, extracting heat from the compressor and preventing overheating. Additionally, the lubricant helps to maintain the proper condition of seals of joints and hoses. --- ## Problem [Język: EN] * It is not wrong to use additives, but improper use can make them extremely harmful for the compressor lubrication. If an improper volume of additives, or the wrong kind of additives, is added to the oil, the lubricative abilities of the oil will be impaired. --- ## Recommended Solution ‚Ä®It is of vast importance to always follow the compressor manufacturer‚Äôs installation instructions to ensure proper lubrication. Always apply the lubricant type and volume required by the compressor manufacturer. When using an UV dye agent, leak-stop agents, or system flushing solution, always follow instructions strictly. System service procedures like flushing, drying or vacuuming require great attention to detail, following every step to the point and in correct order. [Język: EN] --- ## What could be harmful to proper lubrication? [Język: EN] * ≈†to mo≈æe ≈°tetiti ispravnom podmazivanju?‚Ä® * Too much UV agent - Using an excessive amount of detergent-based UV agent will dilute the oil. This will result in an improper viscosity and density of the oil, resulting in poor lubrication thus resulting in compressor failure. Adding too much lubricant-based UV agent will increase the pressure in the system, exposing the compressor to a higher load. The amount of UV dye used should never exceed 5% of the total volume of the oil. --- ## Previ≈°e UV boje - Kori≈°tenje prekomjerne koliƒçine UV boje na bazi detergenta razrijedit ƒáe ulje. To ƒáe rezultirati nepravilnom viskozno≈°ƒáu i gustoƒáom ulja, ≈°to rezultira slabim podmazivanjem te rezultira kvarom kompresora. Dodavanje previ≈°e UV boje na bazi ulja poveƒáat ƒáe pritisak u sistemu i izlaganje kompresora veƒáem optereƒáenju. Koliƒçina upotrijebljene UV boja nikada ne smije prelaziti 5% ukupnog volumena ulja.‚Ä® [Język: EN] * Flushing agent residues in the system - Flushing agent residues in the circuit will significantly impair the oil lubricative abilities. Furthermore, it can deteriorate the Teflon coating in the compressor, causing particles to peel off thus clog the system. After flushing, nitrogen must always be used to remove the flushing agent remains and to effectively dry the circuit. | ‚Ä® * Ostaci sredstva za ispiranje u sustavu - Ostaci sredstva za ispiranje u sistemu znaƒçajno ƒáe smanjiti sposobnosti podmazivanja ulja. Nadalje, mo≈æe o≈°tetiti teflon sloj u kompresoru, uzrokujuƒái otpadanje ƒçestica i tako zaƒçepljenje sistema. Nakon ispiranja, du≈°ik se uvijek mora koristiti za uklanjanje ostataka tekuƒáine za ispiranje i za uƒçinkovito su≈°enje sistema. --- ## This series of technical articles have been written based on the technical insights from the AC system professionals with many years in the system service field, Nissens‚Äô quality engineers, and Nissens‚Äô technical trainers involved in the best AC service practice sharing. [Język: EN] * –¶—è —Å–µ—Ä—ñ—è —Ç–µ—Ö–Ω—ñ—á–Ω–∏—Ö —Å—Ç–∞—Ç–µ–π –±–∞–∑—É—î—Ç—å—Å—è –Ω–∞ –∑–Ω–∞–Ω–Ω—è—Ö —Ñ–∞—Ö—ñ–≤—Ü—ñ–≤ –≤ —Å—Ñ–µ—Ä—ñ —Å–∏—Å—Ç–µ–º–∏ –∫–æ–Ω–¥–∏—Ü—ñ–æ–Ω—É–≤–∞–Ω–Ω—è –∑ –±–∞–≥–∞—Ç–æ—Ä—ñ—á–Ω–∏–º –¥–æ—Å–≤—ñ–¥–æ–º —É —Å—Ñ–µ—Ä—ñ –ø—Ä–æ—Ñ–µ—Å—ñ–π–Ω–æ–≥–欆¬†–æ–±—Å–ª—É–≥–æ–≤—É–≤–∞–Ω–Ω—è —Ü–∏—Ö¬†¬†—Å–∏—Å—Ç–µ–º, –∫–æ–Ω—Ç—Ä–æ–ª—ñ —è–∫–æ—Å—Ç—ñ —Ç–∞ —Ç–µ—Ö–Ω—ñ—á–Ω–∏—Ö –µ–∫—Å–ø–µ—Ä—Ç—ñ–≤ —Ñ—ñ—Ä–º–∏ Nissens, –∑ –º–µ—Ç–æ—é –æ–±–º—ñ–Ω—É –Ω–∞–π–∫—Ä–∞—â–æ—鬆¬†—Ç–∞ –ø–µ—Ä–µ–≤—ñ—Ä–µ–Ω–æ—é –ø—Ä–∞–∫—Ç–∏–∫–æ—é —ñ –∑–Ω–∞–Ω–Ω—è–º–∏. * Nissens‚Äô Technical articles * –¢–µ—Ö–Ω—ñ—á–Ω—ñ —Å—Ç–∞—Ç—Ç—ñ –≤—ñ–¥ Nissens¬† * Climate comfort system * –°–∏—Å—Ç–µ–º–∞ –∫–ª—ñ–º–∞—Ç–∏—á–Ω–æ–≥–æ –∫–æ–º—Ñ–æ—ėǗɬ† * 3 pages article¬†¬†‚Ä®4 min reading time * –°—Ç–∞—Ç—Ç—è: 3 —Å—Ç–æ—Ä—ñ–Ω–∫–∏¬† * –©–æ–± –ø—Ä–æ—á–∏—Ç–∞—Ç–∏ —Å—Ç–∞—Ç—Ç—é –≤–∏—Å—Ç–∞—á–∏—Ç—å 4 —Ö–≤–∏–ª–∏–Ω–∏¬† * ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark.¬†‚Ä®For further technical and contact information visit our website www.nissens.com * Nissens Automotive S/A, –≤—É–ª–∏—Ü—è: Ormh√∏jg√•rdvej 9, 8700, –ì–æ—Ä—Å–µ–Ω—Å, –î–∞–Ω—ñ—è.¬† --- ## –î–ª—è –æ—Ç—Ä–∏–º–∞–Ω–Ω—è –¥–æ–¥–∞—Ç–∫–æ–≤–æ—ó —ñ–Ω—Ñ–æ—Ä–º–∞—Ü—ñ—ó, –∞–±–æ —Ç–µ—Ö–Ω—ñ—á–Ω–æ—ó –ø—ñ–¥—Ç—Ä–∏–º–∫–∏ –≤—ñ–¥–≤—ñ–¥–∞–π—Ç–µ –Ω–∞—à –≤–µ–±-—Å–∞–π—Ç:¬†www.nissens.com [Język: EN] * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to comply with the right service and maintenance procedures. Nissens Automotive A/S shall not be held responsible for any property damage or personal injury, direct or indirect damage, due to failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * –ú–∞—Ç–µ—Ä—ñ–∞–ª–∏ —Ç–∞ —ó—Ö –∑–º—ñ—Å—Ç –Ω–∞–¥–∞—é—Ç—å—Å—è –±–µ–∑ –±—É–¥—å-—è–∫–∏—Ö –≥–∞—Ä–∞–Ω—Ç—ñ–π, —ñ, –ø—É–±–ª—ñ–∫—É—é—á–∏ —ó—Ö, –º–∏ –Ω–µ –Ω–µ—Å–µ–º –∂–æ–¥–Ω–æ—ó –≤—ñ–¥–ø–æ–≤—ñ–¥–∞–ª—å–Ω–æ—Å—Ç—ñ. –ó–∞–≤–∂–¥–∏ –¥–æ—Ç—Ä–∏–º—É–π—Ç–µ—Å—å —ñ–Ω—Å—Ç—Ä—É–∫—Ü—ñ—ó –≤–∏—Ä–æ–±–Ω–∏–∫–∞ —Ç—Ä–∞–Ω—Å–ø–æ—Ä—Ç–Ω–æ–≥–æ –∑–∞—Å–æ–±—É, —â–æ–± –≤–∞—à—ñ –¥—ñ—ó –≤—ñ–¥–ø–æ–≤—ñ–¥–∞–ª–∏ —Ä–µ–∫–æ–º–µ–Ω–¥–∞—Ü—ñ—è–º —â–æ–¥–æ —Ç–µ—Ö–Ω—ñ—á–Ω–æ–≥–æ –æ–±—Å–ª—É–≥–æ–≤—É–≤–∞–Ω–Ω—è. Nissens Automotive A/S –Ω–µ –Ω–µ—Å–µ –≤—ñ–¥–ø–æ–≤—ñ–¥–∞–ª—å–Ω–æ—Å—Ç—ñ –∑–∞ –±—É–¥—å-—è–∫—ñ –ø–æ—à–∫–æ–¥–∂–µ–Ω–Ω—è –º–∞–π–Ω–∞ —á–∏ —Ç—ñ–ª–µ—Å–Ω—ñ —É—à–∫–æ–¥–∂–µ–Ω–Ω—è, –ø—Ä—è–º—ñ —á–∏ –Ω–µ–ø—Ä—è–º—ñ –∑–±–∏—Ç–∫–∏ –≤–Ω–∞—Å–ª—ñ–¥–æ–∫ –∑–±–æ—é —á–∏ –ø—Ä–æ—Å—Ç–æ—é –≤ —Ä–æ–±–æ—Ç—ñ —Ç—Ä–∞–Ω—Å–ø–æ—Ä—Ç–Ω–æ–≥–æ –∑–∞—Å–æ–±—É, —è–∫—ñ –±—É–ª–∏ —Å–ø—Ä–∏—á–∏–Ω–µ–Ω—ñ –Ω–µ–ø—Ä–∞–≤–∏–ª—å–Ω–∏–º –∑–∞—Å—Ç–æ—Å—É–≤–∞–Ω–Ω—è–º, —É—Å—Ç–∞–Ω–æ–≤–∫–æ—é —Ç–∞/–∞–±–æ –Ω–µ–ø—Ä–∞–≤–∏–ª—å–Ω–∏–º –≤–∏–∫–æ—Ä–∏—Å—Ç–∞–Ω–Ω—è–º –Ω–∞—à–∏—Ö –ø—Ä–æ–¥—É–∫—Ç—ñ–≤.¬† * PAGE 1//1 * –°—Ç–æ—Ä—ñ–Ω–∫–∞ 1/1¬† * Nissens shares a wide variety of technical literature such us self-learning modules, technical bulletins, repair tips, and detailed installation and troubleshooting guides.‚Ä®Access to the service is free, and technicians can scan a QR code from the product box to start browsing the technical information they need or visit: www.nissens.com/support * –ù–∞ –Ω–∞—à–æ–º—É —Å–∞–π—Ç—ñ –≤–∏ –º–æ–∂–µ—Ç–µ –∑–Ω–∞–π—Ç–∏ –Ω–∞–≤—á–∞–ª—å–Ω—ñ –º–∞—Ç–µ—Ä—ñ–∞–ª–∏ –≤ —Ä—ñ–∑–Ω–æ–º–∞–Ω—ñ—Ç–Ω–∏—Ö —Ñ–æ—Ä–º–∞—Ç–∞—Ö: –º–æ–¥—É–ª—ñ –¥–ª—è —Å–∞–º–æ—Å—Ç—ñ–π–Ω–æ–≥–æ –Ω–∞–≤—á–∞–Ω–Ω—è, —Ç–µ—Ö–Ω—ñ—á–Ω—ñ –±—é–ª–µ—Ç–µ–Ω—ñ, –ø—Ä–∞–∫—Ç–∏—á–Ω—ñ –ø–æ—Ä–∞–¥–∏ –∑ —Ä–µ–º–æ–Ω—Ç—É —Ç–∞ –¥–µ—Ç–∞–ª—å–Ω—ñ —ñ–Ω—Å—Ç—Ä—É–∫—Ü—ñ—ó —â–æ–¥–æ –≤—Å—Ç–∞–Ω–æ–≤–ª–µ–Ω–Ω—è –∞–±–æ —É—Å—É–Ω–µ–Ω–Ω—è –Ω–µ—Å–ø—Ä–∞–≤–Ω–æ—Å—Ç–µ–π.¬†¬†–î–æ—Å—Ç—É–ø –¥–æ —Ü—ñ—î—ó –ø–æ—Å–ª—É–≥–∏ —î –±–µ–∑–∫–æ—à—Ç–æ–≤–Ω–∏–π. –í–∏—Å—Ç–∞—á–∏—Ç—å –∑—ñ—Å–∫–∞–Ω—É–≤–∞—Ç–∏ QR –∫–æ–¥, –∫–æ—Ç—Ä–∏–π –∑–Ω–∞—Ö–æ–¥–∏—Ç—å—Å—è –Ω–∞ —É–ø–∞–∫–æ–≤—Ü—ñ –ø—Ä–æ–¥—É–∫—Ç—É, —â–æ–± –ø–æ—á–∞—Ç–∏ –ø–µ—Ä–µ–≥–ª—è–¥ –≤—Å—ñ—Ö –¥–æ—Å—Ç—É–ø–Ω–∏—Ö –º–∞—Ç–µ—Ä—ñ–∞–ª—ñ–≤, –∞–±–æ –≤—ñ–¥–≤—ñ–¥–∞–π—Ç–µ —Ü–µ –ø–æ—Å–∏–ª–∞–Ω–Ω—è: www.nissens.com/support * ALL YEAR CONDENSER ATTENTION * –°–ª—ñ–¥–∫—É–π—Ç–µ –∑–∞ —Å—Ç–∞–Ω–æ–º –∫–æ–Ω–¥–µ–Ω—Å–∞—Ç–æ—Ä–∞ –ø—Ä–æ—Ç—è–≥–æ–º —É—Å—å–æ–≥–æ —Ä–æ–∫—ɬ† --- ## Problem [Język: EN] * Problema * The receiver dryer is crucial for optimal system operation and especially for the compressor vitality. Absorbing moisture in the AC system prevents inner corrosion and ensures a proper system/compressor lubrication. In addition, particles, debris, metal chips, and other materials flowing in the loop, gets filtered and kept away from the system components, preventing them from clogging (condenser, expansion valve, evaporator) or seizure (compressor). * Il filtro essiccatore √® fondamentale per il funzionamento ottimale del sistema e sopprattutto per la vita del compressore. Assorbendo l‚Äôumidit√† del sistema CLIMA ne previene la corrosione interna ed assicura un‚Äôappropriata lubrificazione del compressore e del sistema. Inoltre particelle, detriti, schegge di metallo ed altri materiali che scorrono nel circuito vengono filtrate e tenute fuori dai componenti del sistema, evitando che si ostruiscano (condensatore, valvola di espansione, evaporatore) o grippino (compressore). --- ## ‚Ä¢ System opening [Język: EN] * ‚Ä¢ Apertutra del sistema * If the system is opened during service procedures or the system is leaking, the extremely hygroscopic desiccant will attract moisture from the air, thus loss ability to remove any humidity from the system. Running the system empty due to leakages will also negatively impact the receiver dryer. * Se il Sistema viene aperto durante le procedure di manutenzione o se c‚Äô√® una perdita, l'essiccante altamente igroscopico attrarr√† l‚Äôumidit√† dell'aria, perdendo per√≤ la capacit√† di rimuovere l‚Äôumidit√† dal sistema. Avviare il sistema a vuoto a causa di perdite, avr√† altres√¨ un effetto negativo sul filtro essiccatore. * ‚Ä¢ Excessive system pollution * ‚Ä¢ Contaminazione eccessiva del sistema * Particles produced by chemical reactions caused by wrong use of additives (flushing, leak-stop agents), wrong oil mixtures, particles from compressor seizure, inner corrosion and/or carbonized oil caused by overheating, can quickly soil and clog the receiver dryer. * Particelle prodotte da reazioni chimiche dovute all‚Äôuso scorretto di additivi (detergenti, sostanze per fermare le perdite), errate miscele di olio, particelle derivanti da blocco compressore, corrosione interna e/o oli bruciati per surriscaldamento, possono danneggiare e bloccare velocemente il filtro essiccatore. * ‚Ä¢ Too much oil in the system * Exceeded lubricant volume reduces the dryer ability to filter the system properly as the desiccant and filter layers become too oily or soaking. Too much UV agent or flushing agent residues in the system will have the same effect on the receiver dryer. * ‚Ä¢ Troppo olio nel sistema * Un volume eccessivo di lubrificante riduce la capacit√† dell‚Äôessiccatore di filtrare adeguatamente il Sistema poich√® gli strati essiccanti e filtranti diventano troppo unti e impregnati. Troppi residui di detergente o di tracciante UV nel sistema avranno le stesse conseguenze sul filtro essiccatore. * Solution * Rimedi‚Ä®The receiver dryer must be regularly replaced. It is recommended replace the receiver dryer every second year or whenever the circuit has been opened. Always install new receiver dryer any time the compressor is replaced and always when a serious leakage has been noticed and repaired. During service procedures, such as flushing the system, the part must be bypassed and replaced after the procedure is completed. Follow user manuals and manufactures guidelines whenever applying additives such as UV dye agent, leak-stops, and/or flushing agents. Excessive volume or improper use of additives and/or oil will spoil the receiver dryer. Avoid exposing new dryer to the ambient air by, for example, removing sealing caps or leaving the circuit open without seals. * Il filtro essiccatore deve essere periodicamente sostituito. Si raccomanda di sostituire il filtro essiccatore ogni due anni o ogni volta che il circuito viene aperto. Installare un nuovo filtro essiccatore ogni volta che si sostituisce il compressore e quando si nota e si ripara una perdita considerevole. Durante le procedure di manutenzione, ad esempio il lavaggio del sistema, il filtro dovrebbe essere tolto e sostituito una volta terminata la procedura. Seguire il manuale di utilizzo e le linee guida della casa produttrice quando si usano traccianti UV, turafalle e/o detergenti. Un uso eccessivo o scorretto di additivi e/o olii dannegger√† il filtro essiccatore. Evitare di esporre il nuovo filtro all‚Äôaria, ad esempio rimuovendo i tappi di chiusura o lasciando il circuito aperto senza tappi. --- ## Disclaimer [Język: EN] * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to follow the right service and maintenance procedures. Nissens A/S shall not be responsible for any property damage or personal injury, direct or indirect damage from failure or down time in vehicle operation caused by incorrect application, installation and/or abuse of our products. * Disclaimer * Queste pagine il loro contenuto non forniscono alcun tipo di garanzia, e per la loro pubblicazione si declina ogni responsabilit√†. Seguire sempre le istruzioni della casa costruttrice del veicolo per rispettare le corrette procedure di manutenzione. Nissens A/S non potr√† essere ritenuta responsabile di eventuali danni a cose o persone, diretti o indiretti, per guasti o tempi di inattivit√† del veicolo, causati da una scorretta applicazione, installazione o utilizzo illecito dei nostri prodotti. --- ## NISSENS‚Äô TECHNICAL BULLETIN / KEY EFFICIENCY COMPONENTS [Język: EN] * NISSENS Œ§ŒïŒßŒùŒôŒöŒü Œ¶Œ•ŒõŒõŒëŒîŒôŒü / * THEME: INTERCOOLER * ŒòŒïŒúŒë: Œ®Œ•ŒìŒïŒôŒü ŒëŒïŒ°ŒüŒ£ * REPLACING THE INTERCOOLER AFTER A TURBOCHARGER FAULT * ŒëŒùŒ§ŒôŒöŒëŒ§ŒëŒ£Œ§ŒëŒ£Œó Œ®Œ•ŒìŒïŒôŒüŒ• ŒëŒïŒ°ŒüŒ£ ŒúŒïŒ§Œë ŒëŒ†Œü Œ£Œ¶ŒëŒõŒúŒë Œ§ŒüŒ• Œ§ŒüŒ•Œ°ŒúŒ†Œü * BACKGROUND * ŒôŒ£Œ§ŒüŒ°ŒôŒöŒü * All modern diesel cars are mounted with an intercooler. The intercooler significantly improves the combustion process in turbo-charged systems, thus increasing the engine power effect. * ŒåŒªŒ± œÑŒ± œÉœçŒ≥œáœÅŒøŒΩŒ± œÄŒµœÑœÅŒµŒªŒ±ŒπŒøŒ∫ŒØŒΩŒ∑œÑŒ± ŒøœáŒÆŒºŒ±œÑŒ± ŒµŒØŒΩŒ±Œπ œÑŒøœÄŒøŒ∏ŒµœÑŒ∑ŒºŒ≠ŒΩŒ± ŒºŒµ Œ≠ŒΩŒ± œàœÖŒ≥ŒµŒØŒø Œ±Œ≠œÅŒøœÇ (Intercooler). Œ§Œø œàœÖŒ≥ŒµŒØŒø Œ±Œ≠œÅŒøœÇ Œ≤ŒµŒªœÑŒπœéŒΩŒµŒπ œÉŒ∑ŒºŒ±ŒΩœÑŒπŒ∫Œ¨ œÑŒ∑ Œ¥ŒπŒ±Œ¥ŒπŒ∫Œ±œÉŒØŒ± Œ∫Œ±œçœÉŒ∑œÇ œÉŒµ œÉœÖœÉœÑŒÆŒºŒ±œÑŒ± ŒºŒµ œÑŒøœçœÅŒºœÄŒø, Œ±œÖŒæŒ¨ŒΩŒøŒΩœÑŒ±œÇ Œ≠œÑœÉŒπ œÑŒ∑ŒΩ ŒπœÉœáœç œÑŒ∑œÇ ŒºŒ∑œáŒ±ŒΩŒÆœÇ. * The main role of the intercooler is to reduce the air temperature after it is compressed by the turbocharger and before it reaches the engine‚Äôs combustion chamber. This has a significant impact on the charge effect, as the cooled air has a much higher density in terms of air molecules per cubic centimeter. This increases the amount of intake air, resulting in a far better engine output. * Œü Œ∫œçœÅŒπŒøœÇ œÅœåŒªŒøœÇ œÑŒøœÖ œàœÖŒ≥ŒµŒØŒøœÖ Œ±Œ≠œÅŒøœÇ ŒµŒØŒΩŒ±Œπ Œ∑ ŒºŒµŒØœâœÉŒ∑ œÑŒ∑œÇ Œ∏ŒµœÅŒºŒøŒ∫œÅŒ±œÉŒØŒ±œÇ œÑŒøœÖ Œ±Œ≠œÅŒ± Œ±œÜŒøœç œÉœÖŒºœÄŒπŒµœÉœÑŒµŒØ Œ±œÄœå œÑŒø œÑŒøœçœÅŒºœÄŒø Œ∫Œ±Œπ œÄœÅŒπŒΩ œÜœÑŒ¨œÉŒµŒπ œÉœÑŒøŒΩ Œ∏Œ¨ŒªŒ±ŒºŒø Œ∫Œ±œçœÉŒ∑œÇ œÑŒøœÖ Œ∫ŒπŒΩŒ∑œÑŒÆœÅŒ±. ŒëœÖœÑœå Œ≠œáŒµŒπ œÉŒ∑ŒºŒ±ŒΩœÑŒπŒ∫œå Œ±ŒΩœÑŒØŒ∫œÑœÖœÄŒø œÉœÑŒø œÜŒ±ŒπŒΩœåŒºŒµŒΩŒø œÜœåœÅœÑŒπœÉŒ∑œÇ, Œ∫Œ±Œ∏œéœÇ Œø œàœÖœáœÅœåœÇ Œ±Œ≠œÅŒ±œÇ Œ≠œáŒµŒπ œÄŒøŒªœç ŒºŒµŒ≥Œ±ŒªœçœÑŒµœÅŒ∑ œÄœÖŒ∫ŒΩœåœÑŒ∑œÑŒ± œåœÉŒøŒΩ Œ±œÜŒøœÅŒ¨ œÑŒ± ŒºœåœÅŒπŒ± Œ±Œ≠œÅŒ± Œ±ŒΩŒ¨ Œ∫œÖŒ≤ŒπŒ∫œå ŒµŒ∫Œ±œÑŒøœÉœÑœå. ŒëœÖœÑœå Œ±œÖŒæŒ¨ŒΩŒµŒπ œÑŒ∑ŒΩ œÄŒøœÉœåœÑŒ∑œÑŒ± œÑŒøœÖ Œ±Œ≠œÅŒ± ŒµŒπœÉŒ±Œ≥œâŒ≥ŒÆœÇ, ŒºŒµ Œ±œÄŒøœÑŒ≠ŒªŒµœÉŒºŒ± œÑŒ∑ŒΩ œÄŒøŒªœç Œ∫Œ±ŒªœçœÑŒµœÅŒ∑ Œ±œÄœåŒ¥ŒøœÉŒ∑ œÑŒøœÖ Œ∫ŒπŒΩŒ∑œÑŒÆœÅŒ±. --- ## PROBLEM [Język: EN] * Œ†Œ°ŒüŒíŒõŒóŒúŒë * Intercooler failure is often linked to turbocharger damage. Replacement of the turbocharger introduces several risks, if not carried out according to installation guides. Turbo residues can easily clog the intercooler, especially oil, but also other particles and broken off turbo parts. * Œó Œ±œÄŒøœÑœÖœáŒØŒ± œÑŒøœÖ œàœÖŒ≥ŒµŒØŒøœÖ Œ±Œ≠œÅŒøœÇ œÉœÖŒΩŒ¥Œ≠ŒµœÑŒ±Œπ œÉœÖœáŒΩŒ¨ ŒºŒµ œÑŒ∑ Œ∂Œ∑ŒºŒπŒ¨ Œ±œÄœå œÑŒø œÑŒøœçœÅŒºœÄŒø. Œó Œ±ŒΩœÑŒπŒ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑ œÑŒøœÖ œÑŒøœçœÅŒºœÄŒø ŒµŒºœÄŒµœÅŒπŒ≠œáŒµŒπ œÄŒøŒªŒªŒøœçœÇ Œ∫ŒπŒΩŒ¥œçŒΩŒøœÖœÇ, Œ±ŒΩ Œ¥ŒµŒΩ œÄœÅŒ±Œ≥ŒºŒ±œÑŒøœÄŒøŒπŒ∑Œ∏ŒµŒØ œÉœçŒºœÜœâŒΩŒ± ŒºŒµ œÑŒøœÖœÇ ŒøŒ¥Œ∑Œ≥ŒøœçœÇ ŒµŒ≥Œ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑œÇ. Œ§Œ± œÖœÄŒøŒªŒµŒØŒºŒºŒ±œÑŒ± Œ±œÄœå œÑŒø œÑŒøœçœÅŒºœÄŒø ŒºœÄŒøœÅŒøœçŒΩ ŒΩŒ± œÜœÅŒ¨ŒæŒøœÖŒΩ ŒµœçŒ∫ŒøŒªŒ± œÑŒø œàœÖŒ≥ŒµŒØŒø Œ±Œ≠œÅŒøœÇ, ŒµŒπŒ¥ŒπŒ∫Œ¨ Œ±œÄœå ŒªŒ¨Œ¥Œπ, Œ±ŒªŒªŒ¨ Œ∫Œ±Œπ Œ±œÄœå Œ¨ŒªŒªŒ± œÉœâŒºŒ±œÑŒØŒ¥ŒπŒ± Œ∫Œ±Œπ Œ±œÄœå œÉœÄŒ±œÉŒºŒ≠ŒΩŒ± ŒºŒ≠œÅŒ∑ Œ±œÄœå œÑŒø œÑŒøœçœÅŒºœÄŒø. * A leaking intercooler is often due to high system pressure, which can eventually cause a deformation of the plastic tank, resulting in a leaking intercooler. If residues are left in the system after an installation, there is a risk of blockage, which will cause the pressure in the system to increase. Thus, the intercooler will have to withstand a much higher pressure than what it was built for, eventually causing the intercooler to fail. * ŒàŒΩŒ± œàœÖŒ≥ŒµŒØŒø Œ±Œ≠œÅŒøœÇ ŒºŒµ Œ¥ŒπŒ±œÅœÅŒøŒÆ ŒøœÜŒµŒØŒªŒµœÑŒ±Œπ œÉœÖœáŒΩŒ¨ œÉŒµ œÖœàŒ∑ŒªŒÆ œÄŒØŒµœÉŒ∑ œÑŒøœÖ œÉœÖœÉœÑŒÆŒºŒ±œÑŒøœÇ, Œ∑ ŒøœÄŒøŒØŒ± ŒºœÄŒøœÅŒµŒØ œÑŒµŒªŒπŒ∫Œ¨ ŒΩŒ± œÄœÅŒøŒ∫Œ±ŒªŒ≠œÉŒµŒπ ŒºŒπŒ± œÄŒ±œÅŒ±ŒºœåœÅœÜœâœÉŒ∑ œÑŒ∑œÇ œÄŒªŒ±œÉœÑŒπŒ∫ŒÆœÇ Œ¥ŒµŒæŒ±ŒºŒµŒΩŒÆœÇ. ŒïŒ¨ŒΩ œÖœÄŒ¨œÅœáŒøœÖŒΩ œÖœÄŒøŒªŒµŒØŒºŒºŒ±œÑŒ± œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ± ŒºŒµœÑŒ¨ Œ±œÄœå ŒºŒπŒ± ŒµŒ≥Œ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑, œÖœÄŒ¨œÅœáŒµŒπ Œ∫ŒØŒΩŒ¥œÖŒΩŒøœÇ Œ±œÄœåœÜœÅŒ±ŒæŒ∑œÇ, Œ≥ŒµŒ≥ŒøŒΩœåœÇ œÄŒøœÖ Œ∏Œ± œÄœÅŒøŒ∫Œ±ŒªŒ≠œÉŒµŒπ Œ±œçŒæŒ∑œÉŒ∑ œÑŒ∑œÇ œÄŒØŒµœÉŒ∑œÇ œÉœÑŒø œÉœçœÉœÑŒ∑ŒºŒ±. ŒàœÑœÉŒπ, œÑŒø œàœÖŒ≥ŒµŒØŒø Œ±Œ≠œÅŒøœÇ Œ∏Œ± œÄœÅŒ≠œÄŒµŒπ ŒΩŒ± Œ±ŒΩœÑŒ≠ŒæŒµŒπ ŒºŒπŒ± œÄŒøŒªœç œÖœàŒ∑ŒªœåœÑŒµœÅŒ∑ œÄŒØŒµœÉŒ∑ Œ±œÄœå œåœÑŒπ Œ≠œáŒµŒπ Œ∫Œ±œÑŒ±œÉŒ∫ŒµœÖŒ±œÉœÑŒµŒØ Œ≥ŒπŒ± ŒΩŒ± Œ±ŒΩœÑŒ≠ŒæŒµŒπ, œÄœÅŒøŒ∫Œ±ŒªœéŒΩœÑŒ±œÇ œÑŒµŒªŒπŒ∫Œ¨ œÑŒ∑ŒΩ Œ±œÄŒøœÑœÖœáŒØŒ± œÑŒøœÖ œàœÖŒ≥ŒµŒØŒøœÖ Œ±Œ≠œÅŒøœÇ. * The same issue can arise when the output of a turbo is manually increased. The increased pressure takes an extra toll on the intercooler, increasing the risk of the tank blowing. * Œ§Œø ŒØŒ¥ŒπŒø œÄœÅœåŒ≤ŒªŒ∑ŒºŒ± ŒºœÄŒøœÅŒµŒØ ŒΩŒ± œÄœÅŒøŒ∫œçœàŒµŒπ œåœÑŒ±ŒΩ Œ∑ Œ≠ŒæŒøŒ¥ŒøœÇ ŒµŒΩœåœÇ œÑŒøœçœÅŒºœÄŒø Œ±œÖŒæŒ¨ŒΩŒµœÑŒ±Œπ œáŒµŒπœÅŒøŒ∫ŒØŒΩŒ∑œÑŒ±. Œó Œ±œÖŒæŒ∑ŒºŒ≠ŒΩŒ∑ œÄŒØŒµœÉŒ∑ ŒµœÄŒπŒ≤Œ¨ŒªŒªŒµŒπ ŒµœÄŒπœÄŒªŒ≠ŒøŒΩ œÜŒøœÅœÑŒØŒø œÉœÑŒø œàœÖŒ≥ŒµŒØŒø Œ±Œ≠œÅŒøœÇ, Œ±œÖŒæŒ¨ŒΩŒøŒΩœÑŒ±œÇ œÑŒøŒΩ Œ∫ŒØŒΩŒ¥œÖŒΩŒø œÉŒ∫Œ±œÉŒØŒºŒ±œÑŒøœÇ œÑŒ∑œÇ Œ¥ŒµŒæŒ±ŒºŒµŒΩŒÆœÇ. * If a mechanic installs a new turbocharger, without investigating the intercooler first, the system will run a high-pressure sequence, where oil and particles that have accumulated in the intercooler are at risk of being blown into the combustion chamber. If this debris enters the combustion chamber, they are at a great risk of damaging the engine. * ŒïŒ¨ŒΩ Œ≠ŒΩŒ±œÇ ŒºŒ∑œáŒ±ŒΩŒπŒ∫œåœÇ ŒµŒ≥Œ∫Œ±œÑŒ±œÉœÑŒÆœÉŒµŒπ Œ≠ŒΩŒ±ŒΩ ŒΩŒ≠Œø œÑŒøœçœÅŒºœÄŒø, œáœâœÅŒØœÇ ŒΩŒ± Œ¥ŒπŒµœÅŒµœÖŒΩŒÆœÉŒµŒπ œÄœÅœéœÑŒ± œÑŒø œàœÖŒ≥ŒµŒØŒø Œ±Œ≠œÅŒøœÇ, œÑŒø œÉœçœÉœÑŒ∑ŒºŒ± ŒπŒ± ŒµŒ∫œÑŒµŒªŒ≠œÉŒµŒπ ŒºŒπŒ± Œ±Œ∫ŒøŒªŒøœÖŒ∏ŒØŒ± œÄŒØŒµœÉŒ∑œÇ, œåœÄŒøœÖ œÑŒø ŒªŒ¨Œ¥Œπ Œ∫Œ±Œπ œÑŒ± œÉœâŒºŒ±œÑŒØŒ¥ŒπŒ± œÄŒøœÖ Œ≠œáŒøœÖŒΩ œÉœÖœÉœÉœâœÅŒµœÖœÑŒµŒØ œÉœÑŒøŒΩ ŒµŒΩŒ¥ŒπŒ¨ŒºŒµœÉŒø œàœçŒ∫œÑŒ∑ Œ∫ŒπŒΩŒ¥œÖŒΩŒµœçŒøœÖŒΩ ŒΩŒ± Œ¥ŒπŒøœáŒµœÑŒµœÖŒ∏ŒøœçŒΩ œÉœÑŒøŒΩ Œ∏Œ¨ŒªŒ±ŒºŒø Œ∫Œ±œçœÉŒ∑œÇ. ŒëŒΩ Œ±œÖœÑŒ¨ œÑŒ± œÉœÖŒΩœÑœÅŒØŒºŒºŒπŒ± ŒµŒπœÉŒ≠ŒªŒ∏ŒøœÖŒΩ œÉœÑŒøŒΩ Œ∏Œ¨ŒªŒ±ŒºŒø Œ∫Œ±œçœÉŒ∑œÇ, Œ¥ŒπŒ±œÑœÅŒ≠œáŒøœÖŒΩ ŒºŒµŒ≥Œ¨ŒªŒø Œ∫ŒØŒΩŒ¥œÖŒΩŒø Œ≤ŒªŒ¨Œ≤Œ∑œÇ œÑŒøœÖ Œ∫ŒπŒΩŒ∑œÑŒÆœÅŒ±. --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information, visit our website: www.nissens.com. * ŒìŒπŒ± œÄŒµœÅŒ±ŒπœÑŒ≠œÅœâ œÑŒµœáŒΩŒπŒ∫Œ≠œÇ œÄŒªŒ∑œÅŒøœÜŒøœÅŒØŒµœÇ Œ∫Œ±Œπ œÄŒªŒ∑œÅŒøœÜŒøœÅŒØŒµœÇ ŒµœÄŒπŒ∫ŒøŒπŒΩœâŒΩŒØŒ±œÇ, ŒµœÄŒπœÉŒ∫ŒµœÜŒ∏ŒµŒØœÑŒµ œÑŒ∑ŒΩ ŒπœÉœÑŒøœÉŒµŒªŒØŒ¥Œ± ŒºŒ±œÇ: www.nissens.com. * The material and its contents are provided without warranty of any kind, and by publishing of it, we disclaim any liability. Always follow the given vehicle manufacturer‚Äôs instructions to ensure the right service and maintenance procedures. Nissens Automotive shall not be responsible for any property damage or personal injury, direct or indirect damage from failure, or down time in vehicle operation caused by incorrect application, installation, misuse and/or abuse of our products. * Œ§Œø œÖŒªŒπŒ∫œå Œ∫Œ±Œπ œÑŒø œÄŒµœÅŒπŒµœáœåŒºŒµŒΩŒø œÑŒøœÖ œÄŒ±œÅŒ≠œáŒøŒΩœÑŒ±Œπ œáœâœÅŒØœÇ ŒµŒ≥Œ≥œçŒ∑œÉŒ∑ ŒøœÄŒøŒπŒøœÖŒ¥ŒÆœÄŒøœÑŒµ ŒµŒØŒ¥ŒøœÖœÇ Œ∫Œ±Œπ ŒºŒµ œÑŒ∑ Œ¥Œ∑ŒºŒøœÉŒØŒµœÖœÉŒ∑ œÑŒøœÖ Œ±œÄŒøœÄŒøŒπŒµŒØœÑŒ±Œπ Œ∫Œ¨Œ∏Œµ ŒµœÖŒ∏œçŒΩŒ∑. ŒëŒ∫ŒøŒªŒøœÖŒ∏ŒÆœÉœÑŒµ œÄŒ¨ŒΩœÑŒ± œÑŒπœÇ ŒøŒ¥Œ∑Œ≥ŒØŒµœÇ œÑŒøœÖ Œ∫Œ±œÑŒ±œÉŒ∫ŒµœÖŒ±œÉœÑŒÆ œÑŒøœÖ ŒøœáŒÆŒºŒ±œÑŒøœÇ Œ≥ŒπŒ± ŒΩŒ± Œ¥ŒπŒ±œÉœÜŒ±ŒªŒØœÉŒµœÑŒµ œÑŒπœÇ œÉœâœÉœÑŒ≠œÇ Œ¥ŒπŒ±Œ¥ŒπŒ∫Œ±œÉŒØŒµœÇ œÉœÖŒΩœÑŒÆœÅŒ∑œÉŒ∑œÇ Œ∫Œ±Œπ ŒµŒªŒ≠Œ≥œáŒøœÖ. Œó Nissens Automotive Œ¥ŒµŒΩ œÜŒ≠œÅŒµŒπ Œ∫Œ±ŒºŒØŒ± ŒµœÖŒ∏œçŒΩŒ∑ Œ≥ŒπŒ± œÑœÖœáœåŒΩ œÖŒªŒπŒ∫Œ≠œÇ Œ∂Œ∑ŒºŒπŒ≠œÇ ŒÆ œÑœÅŒ±œÖŒºŒ±œÑŒπœÉŒºŒøœçœÇ, Œ¨ŒºŒµœÉŒ∑ ŒÆ Œ≠ŒºŒºŒµœÉŒ∑ Œ∂Œ∑ŒºŒπŒ¨ ŒªœåŒ≥œâ Œ≤ŒªŒ¨Œ≤Œ∑œÇ ŒÆ Œ¥ŒπŒ±Œ∫ŒøœÄŒÆ œÑŒ∑œÇ ŒªŒµŒπœÑŒøœÖœÅŒ≥ŒØŒ±œÇ œÑŒøœÖ ŒøœáŒÆŒºŒ±œÑŒøœÇ ŒªœåŒ≥œâ ŒµœÉœÜŒ±ŒªŒºŒ≠ŒΩŒ∑œÇ ŒµœÜŒ±œÅŒºŒøŒ≥ŒÆœÇ, ŒµŒ≥Œ∫Œ±œÑŒ¨œÉœÑŒ±œÉŒ∑œÇ, Œ∫Œ±œÑŒ¨œáœÅŒ∑œÉŒ∑œÇ ŒÆ / Œ∫Œ±Œπ Œ∫Œ±Œ∫ŒøœÄŒøŒØŒ∑œÉŒ∑œÇ œÑœâŒΩ œÄœÅŒøœäœåŒΩœÑœâŒΩ ŒºŒ±œÇ. * 93233‚Ä®V1 JAZ --- ## Vehicles: Nissan, Opel/Vaxhuall, Renault‚Ä®Year: 2006>‚Ä®Engines: 2.0 / 2.3 CDTI / dCi 66-107 KW [Język: EN] * ‚Ä®M9T 670, 672, 676, 678, 870, 680, 696, 876, 690, 692, 686, 698, 898, 896, 694, 890 / ‚Ä®M9R 630, 692, 780, 782, 786, 784, 788 / G9U 630‚Ä® * Subject * Coolant connections‚Ä®Can be left empty in vehicles without water-cooling system for the turbo * ‚Ä®Nissens Turbo #93233‚Ä®‚Ä®Coolant connection flange.‚Ä®Can be left empty (as not connected) by applications without water-cooling for the turbo. --- ## ‚Ä®Background [Język: EN] * Depending on application, various turbocharger models are designed with a coolant circuit enclosing the bearing housing. If the vehicle, however, is not equipped with a dedicated water-cooling circuit for the turbo, i.e. without dedicated ducts system from the engine cooling system to the turbo, the turbo does not require the connection. One Nissens turbo model applies for both vehicles with and without water-cooling of the turbo and covers two various OE items.‚Ä®‚Ä®Recommended solution‚Ä®‚Ä®If the vehicle where Nissens part no. #93233 is to be fitted does not apply a dedicated water-cooling for the turbo, you can install it leaving the coolant connection flange empty. * Always consult Nissens‚Äô catalogue to make sure, that the turbo model fits to the given vehicle/engine version. NB! Installing the new turbo from Nissens, always conform with the installation instruction included in the product box. * (Picture)‚Ä® --- ## NISSENS‚Äô TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] * A Nissens m≈±szaki k√∂zlem√©nye a kl√≠marendszer alkatr√©szeir≈ël --- ## Problem [Język: EN] * Ok √©s okozat‚Ä® * Mechanical damages to the condenser are often disregarded as reasons for reduced system performance or for compressor failure. * A cs√∂kkent rendszerteljes√≠tm√©ny vagy a kompresszor meghib√°sod√°s vizsg√°lat√°n√°l gyakran nem veszik figyelembe a kondenz√°tor mechanikai s√©r√ºl√©seit, mint okot. --- ## Most common mechanical damages [Język: EN] * Leggyakoribb mechanikai s√©r√ºl√©sek * Poor quality packing - Too tight condenser strapping inside the box will often crush its top and bottom tubes.¬†As the tube is flat, with a small diameter, the flow in a crushed tube will extremely be limited or completely disabled. Furthermore, most of modern condenser tubes are produced in so-called micro tube design and with inner partitioning walls, making them very sensitive to bending or crushing. * Gyenge min≈ës√©g≈± csomagol√°s ‚Äì A t√∫l szoros hevederek gyakran √∂sszenyomj√°k a kondenz√°tor fels≈ë √©s als√≥ cs√∂veit. Az √∂sszelap√≠tott cs√∂veken a besz≈±k√ºlt keresztmetszetek miatt a h≈±t≈ëk√∂zeg √°raml√°sa rendk√≠v√ºl korl√°tozott√° v√°lik, sok esetben teljesen megsz≈±nik. Tov√°bb√° a legt√∂bb mai kondenz√°tor m√°r √∫gynevezett mikrocs√∂ves technol√≥gi√°val k√©sz√ºl bels≈ë osztott falakkal, amelyek rendk√≠v√ºl √©rz√©kenyek a hajl√≠t√°sra √©s nyom√°sra. * Transport and/or handling damages - The thin aluminum, which the condenser is made of, makes the construction fragile. This requires handling with significant care. Throwing the condenser box, or improper handling during installation, will quickly spoil fragile parts. Even small surface dents or seemingly light bends can impair or limit the condenser inner flow, thus reduce operation capacity. Other areas exposed to mechanical damages are mounting brackets and connection sockets. * Sz√°ll√≠t√°s √©s rakod√°s okozta s√©r√ºl√©sek ‚Äì A kondenz√°tor v√©kony alum√≠niumb√≥l k√©sz√ºl, √©s igen t√∂r√©keny a szerkezete, ez√©rt komoly odafigyel√©st ig√©nyel. Doboz√°nak leejt√©se vagy a be√©p√≠t√©s sor√°n nem megfelel≈ë kezel√©se miatt k√∂nnyen megrong√°l√≥dhatnak a t√∂r√©keny r√©szek. M√©g az enyhe horpad√°sok √©s a jelent√©ktelennek t≈±n≈ë elg√∂rb√ºl√©sek is gyeng√≠thetik vagy korl√°tozhatj√°k a h≈±t≈ëk√∂zeg √°raml√°s√°t, √≠gy cs√∂kkentve a kondenz√°tor m≈±k√∂d√©si kapacit√°s√°t. Ezeken k√≠v√ºl a r√∂gz√≠t≈ëelemek √©s csatlakoz√≥k is mechanika s√©r√ºl√©svesz√©lynek vannak kit√©ve. --- ## ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information visit our website www.nissens.com * Tov√°bbi technikai inform√°ci√≥√©rt √©s az el√©rhet≈ës√©gek√©rt l√°togasson el honlapunkra: www.nissens.com * PLEASE LEAVE ALL ENGLISH TEXT AND ADD YOUR TRANSLATION SECTION BY SECTION IN ORDER FOR US TO IMPLEMENT/UNDERSTAND THE MEANING OF ALL TEXT, THANK YOU. ALSO KEEP ALL BOLD TEXT BOLD --- ## Nissens‚Äô Technical bulletin Trucks [Język: EN] --- ## Consequence for engine and CHARGE AIR COOLING [Język: EN] * The introduction of the Euro 6 standards requires increased cooling performance of the engine. In some cases the increase exceeds 25 percent compared to the engines based on the Euro 5 standards. --- ## Charging air cooling also requires improvement as the charge pressure and turbo output temperature increase. [Język: EN] --- ## Top quality raw materials. Truck radiators aluminum sourced solely from European suppliers. [Język: EN] --- ## The s.l. Truck racing expirence [Język: EN] * Nissens is technical partner, and supplier of engine cooling components, to FIA Truck Racing Rookie of the Year, Sascha Lenz. --- ## ‚ÄúWe tested the Nissens system during our race at Hungaroring. With a 38C¬∞ air temperature, the Nissens cooler kept the temperature at 90C¬∞ while the OE cooler reached 113C¬∞. The performance of Nissens components gives us an competitive advantage‚Äù - Sascha Lenz, FIA Truck Racing Rookie of the Year. [Język: EN] * Anna Kesy | A n n a | K e s y | ∆íf | ∆íf | ‚↬µ`√ã f√ø | ¬¨√´ t4 | G | |A√ñ√ø 8‚Äò/ ¬ª | √Ü‚Ä∫##¬∏ | All right guys. * Today I'm gonna go over how to install an aftermarket multi-fit radiator in a set of BMW models * I'm only gonna cover the most critical steps, and most importantly, the difference when installing this radiator in various vehicle transmission versions * So this radiator is a premium quality aftermarket replacement from Nissens, and there's a couple reasons that make this such a great quality replacement * One of them being the excellent materials that they use to make the unit and the core features such as these double folded fins that make the unit more durable and perform very well * So this equipment is a multi-fit part designed to fit multiple BMW models and versions such as the E 81, E 82, E 84,E 87, E 88, E 89, E 90, E 91, E 92, and E 93 series * And here's the deal. | If you wanna fit this radiator properly across all the various vehicle models and all the transmission versions, you need to use specific plugs. * Because this is a nuisance first fit product, you have all the necessary parts already included in the box, such as the plugs you're going to need to perform the replacement, as well as the instructions and explanation for how and why to perform the replacement * So which plugs should you use for your installation? * You basically have two options * You can use one with a manual gear transmission or with an automatic gear transmission * You have to be very careful as using the wrong plug could cause your coolant to leak or your automatic transmission to suffer from lack of cooling * Thankfully, the attached guide explains this clearly, but let me explain it a little clearer * So the differing lengths of the plugs are of critical meaning for the flow of coolant in vehicles * With an automatic transmission, you need the coolant flow to go to an after cooler that controls the gearbox oil temperature * So in your automatic transmissions, it's gonna flow from the tanks to the after cooler and back through the system * But if you have a manual, you don't have this after cooler, you won't have the flow, it'll stay contained in this system, and that's what the lengths of the plugs control * Alright, so here we have a radiator as it comes packaged out of the box with the instructions oriented appropriately * As you can see with this image, we have it here and with this image, we have it on this side * So we have the left side and right side of the radiator as it comes packaged, you have a long plug on the left side and a short plug on the right side * The long plug, as we mentioned, goes with an automatic transmission that has an after cooler * So that means that as it comes packaged, you will have to change the right side for a long plug to facilitate the flow of coolant from the radiator to the after cooler * Now, if you have a manual transmission, you'll have to change the left side * As you can see in the instructions, always refer to the instructions * That way the flow of coolant is restricted and contained within the radiator * Here I can show you as an example * You have the long plug, which helps the flow of the coolant to the after cooler * But if you have the short one, it will block the flow and keep the coolant contained within the system without leaving these tanks * For the proper application of the plugs, you have to lubricate the O-rings with a neutral rubber safe lubricant * In this case, technical Vaseline * While you apply the lubricant, you can check the O-rings for their condition, make sure there's no damage or burrs * And if there is, you can replace it with some of the replacements that are included in the box with the nuisance first fit products * Once you've applied the lubrication and confirmed that your O-rings are in the adequate condition, you can apply it, which is facilitated through the use of lubricant, and make sure that you have a nice snug seated fit * The risks associated with improper plug usage cannot be overstated * If you use a short plug with your automatic transmission, you're blocking the flow of coolant from the transmission to the after cooler, and you risk a critical failure due to overheating * And if you use a long plug with your manual transmission, then you risk leaking coolant out of the closed system * So for today's radiator replacement, we're going to use a 2010 E 87 BMW with an N 43 1 16 I engine and a manual transmission * And that's why I've already pre lubricated these two short plugs when I replace this radiator * Great. | So now that I have the correct plugs installed and lubricated, we can go ahead and install the radiator * Now that the radiator installation is complete, I'm gonna add the antifreeze back into the system * And now I'm going to remove excess air from the system by bleeding the system using this bleeding valve * To continue the bleeding process, we have to activate the electrical water pump so that the fluid is evenly distributed throughout the system * And in BMWs, this is how the process looks * Turn the car on, turn the heat as high as it'll go * Bring the fan as low as it'll go, and hold the gas for 10 seconds * So now our replacement installation is complete and the car is ready for a test drive * Thanks for tuning in with me today * And if you need any technical insights, go to nissens.com/experts --- ## Niniejszy materia≈Ç nale≈ºy do serii artyku≈Ç√≥w technicznych napisanych na podstawie spostrze≈ºe≈Ñ mechanik√≥w posiadajƒÖcych wieloletnie do≈õwiadczenie w serwisowaniu i naprawie uk≈Çad√≥w klimatyzacji, in≈ºynier√≥w jako≈õci Nissens oraz trener√≥w technicznych Nissens, zaanga≈ºowanych w dzielenie siƒô najlepszymi praktykami zwiƒÖzanymi z naprawƒÖ klimatyzacji samochodowej. [Język: PL] --- ## ¬©Nissens Automotive A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * For further technical and contact information visit our website www.nissens.com. --- ## USUWANIE WYCIEK√ìW [Język: PL] * Wycieki czynnika ch≈Çodniczego sƒÖ g≈Ç√≥wnƒÖ przyczynƒÖ awarii uk≈Çadu. Jednak drobne straty czynnika sƒÖ trudne do zauwa≈ºenia, szczeg√≥lnie w ch≈Çodniejszych porach roku, kiedy nie potrzebujemy efektywnego sch≈Çadzania kabiny. Ale jak wspomniano wcze≈õniej, znaczƒÖce niedobory czynnika ch≈Çodniczego doprowadzajƒÖ do powa≈ºnych awarii zwiƒÖzanych z brakiem odpowiedniego smarowania i ch≈Çodzenia sprƒô≈ºarki. Poza tym niski poziom czynnika ch≈Çodniczego wp≈Çywa na wydajno≈õƒá uk≈Çadu, szczeg√≥lnie w przypadku uk≈Çad√≥w zaprojektowanych ze sprƒô≈ºarkami o sta≈Çej pojemno≈õci skokowej. Pogorszone parametry wewnƒÖtrz uk≈Çadu oraz niska temperatura otoczenia mogƒÖ doprowadziƒá do sytuacji gdy czynnik ch≈Çodniczy w stanie ciek≈Çym dostanie siƒô do sprƒô≈ºarki, co spowoduje jej uszkodzenie. W ka≈ºdym uk≈Çadzie d≈Çugo nienaprawiane nieszczelno≈õci mogƒÖ prowadziƒá do nieodwracalnych awarii z powodu wnikania wilgoci i powa≈ºnej degradacji wnƒôtrza uk≈Çadu ‚Äî od uszczelnie≈Ñ, poprzez powierzchnie wewnƒôtrzne, a≈º po ca≈Çkowity brak smarowania. * Zaleca siƒô regularne sprawdzanie szczelno≈õci uk≈Çadu. T≈Çuste plamy na powierzchni element√≥w uk≈Çadu klimatyzacji mogƒÖ wskazaƒá nieszczelno≈õci, dlatego zawsze, gdy pojazd jest w warsztacie w celu przeprowadzenia og√≥lnego serwisu lub naprawy, warto sprawdzaƒá wizualnie uk≈Çad, a w szczeg√≥lno≈õci: sprzƒôg≈Ço, obudowƒô sprƒô≈ºarki, przewody nara≈ºone na otarcia i wysokie temperatury (w szczeg√≥lno≈õci po stronie wysokiego ci≈õnienia) oraz stan i powierzchni skraplacza. Pozosta≈Ço≈õci oleju przyciƒÖgajƒÖ kurz, co u≈Çatwia wykrycie nieszczelno≈õci. * ‚Ä®Ubytki czynnika ch≈Çodniczego mogƒÖ r√≥wnie≈º pochodziƒá z nieszczelnych z≈ǃÖczy serwisowych. Gumowe uszczelnienie zawork√≥w Schradera jest czƒôsto podatne na awarie z powodu niew≈Ça≈õciwego sprzƒôtu serwisowego, z≈Çej jako≈õci z≈ǃÖczy lub z powodu d≈Çu≈ºszego braku u≈ºytkowania klimatyzacji. Koszt wymiany zawork√≥w jest niewielki, a mo≈ºe uchroniƒá uk≈Çad przed powa≈ºniejszymi awariami. * Podejrzenie jakiejkolwiek nieszczelno≈õci uk≈Çadu bƒôdzie wymaga≈Ço natychmiastowej naprawy i przeprowadzenia ca≈Çej procedury serwisowej uk≈Çadu klimatyzacji, niezale≈ºnie od pory roku. Opr√≥cz usuniƒôcia a nastƒôpnie uzupe≈Çnienia czynnika ch≈Çodniczego, serwis zawsze powinien obejmowaƒá dok≈Çadny test szczelno≈õci na bazie azotu oraz pr√≥≈ºniƒô (dostosowanƒÖ w skr√≥cie do objƒôto≈õci uk≈Çadu i temperatury otoczenia). --- ## DOWIEDZ SIƒò WIƒòCEJ [Język: PL] * O UK≈ÅADZIE KLIMATYZACJI * Aby poznaƒá wiƒôcej informacji dotyczƒÖcych serwisowania samochodowych uk≈Çad√≥w termicznych, odwied≈∫ nasz portal ekspert√≥w pod adresem: www.nissens.com/experts * ODWIED≈π NISSENS EXPERTS --- ## CZƒò≈öCI ZAMIENNE KLASY PREMIUM [Język: PL] * Genuine Nissens Quality ‚Äì wysokiej jako≈õci czƒô≈õci do uk≈Çadu klimatyzacji, kt√≥re zapewniajƒÖ d≈ÇugƒÖ i bezawaryjnƒÖ pracƒô. * Aby dowiedzieƒá siƒô wiƒôcej o ofercie Nissens na czƒô≈õci do uk≈Çadu klimatyzacji, zapraszamy do odwiedzenia strony: * www.nissens.com/climate * VIRTUAL SHOWROOM * DOWIEDZ SIƒò WIƒòCEJ * O UK≈ÅADZIE KLIMATYZACJI * Aby poznaƒá wiƒôcej informacji dotyczƒÖcych serwisowania samochodowych uk≈Çad√≥w termicznych, odwied≈∫ nasz portal ekspert√≥w pod adresem: www.nissens.com/experts * ODWIED≈π NISSENS EXPERTS --- ## NISSENS‚Äô TECHNICAL BULLETIN AC SYSTEM COMPONENTS [Język: EN] * Â∞ºÁõõÊñØÊäÄÊúØÁÆÄÊä•ÔºöÁ©∫Ë∞ÉÁ≥ªÁªüÈÉ®‰ª∂ --- ## Problem ÈóÆÈ¢ò [Język: EN] * As one of the AC components closest to the external environment, the condenser experiences extensive tear and wear during its lifetime. Especially climates with a considerable amount of downpour, snow and humidity are rough on the condenser. As the roads are covered by salt during the colder months, the saltwater will spray the exposed condenser and increase the risk of corrosion. Often being a deprioritized problem, a corroded condenser will lead to a lack of efficiently in the AC system. The ineffective condenser will increase the workload on other system components, especially on the compressor. * ‰Ωú‰∏∫ÊúÄÊé•ËøëÂƧ§ñÁéØ¢ÉÁöÑÁ©∫Ë∞ÉÈÉ®‰ª∂‰πã‰∏ÄÔºåÂÜ∑ÂáùÂô®Âú®ÁîüÂëΩÂë®Êúü‰∏≠‰ºöÈÅ≠Âèó‰∏•ÈáçÁ£®Êçü„ÄÇÂú®Êúâ§ßÈáèÈôçÈõ®„ÄÅÈôçÈõ™ÂíåÈ´òÊπøÂ∫¶ÁöÑÊ∞îÂÄô‰∏≠ÔºåÂÜ∑ÂáùÂô®ÊâħÑÁéØ¢ÉÊõ¥‰∏∫ÊÅ∂Â䣄ÄÇÁ∫éÂܨÂ≠£ÂØíÂÜ∑Êó∂ÈÅìË∑ØÊííÁõêÔºåÁõêÊ∞¥‰ºöÊ∫ÖÂà∞§ñÈú≤ÁöÑÂÜ∑ÂáùÂô®‰∏äÂπ∂¢ûÂä†ËÖêËöÄÈ£éÈô©„ÄÇÈÄöÂ∏∏‰∏牺öȶñÂÖàËÄÉËôëÂÜ∑ÂáùÂô®ËÖêËöÄÔºå‰Ω܉ºöÂΩ±ÂìçÂà∞Á©∫Ë∞ÉÁ≥ªÁªüÊïàÁéá„ÄÇÂÜ∑ÂáùÂô®Â∑•‰ΩúÊïàÊûúÂ∑Ɖºö¢ûÂä†ÂÖ∂‰ªñÁ≥ªÁªüÈÉ®‰ª∂Â∑•‰ΩúÁ¨¶ÂêàÔºåÂ∞§ÂÖ∂ÊòØÂéãÁº©Êú∫„ÄÇ‚Ä®‚Ä®Many compressor claim cases reveal that a condenser with restricted efficiency was reason for the compressor to overheat and in consequence to seize. ‚Ä®ËÆ∏§öÂéãÁº©Êú∫˵îÂÅøÊ°à‰æãËØÅÊòéÊïàÁéáÂèóÈôêÁöÑÂÜ∑ÂáùÂô®ÊòØÈĆÊàêÂéãÁº©Êú∫ËøáÁÉ≠ËøõËÄåÂí¨Ê≠ªÁöÑÂéüÂõ†„ÄÇ --- ## Recommended Solution Êé®ËçêËߣÂÜ≥ÊñπÊ°à [Język: EN] * ‚Ä®Regular visual inspection of the condenser surface can save you from expensive system and compressor repairs. Any signs of corrosion or leaks on the condenser surface must be considered as serious threats for the system efficiency and operation. * ÂÆöÊúüÁõÆËßÜÊ£ÄÊü•ÂÜ∑ÂáùÂô®Ë°®Èù¢ËÉΩ§ü‰∏∫‰Ω†ÁúÅÂéªÊòÇË¥µÁöÑÁ≥ªÁªüÂíåÂéãÁº©Êú∫Áª¥‰øÆË¥πÁÄÇÂÜ∑ÂáùÂô®Ë°®Èù¢‰ªª‰ΩïËÖêËöÄÊàñʺèÁÇπÈÉΩÂ∫îËß܉ΩúÂØπÁ≥ªÁªüÊïàÁéáÂíåËøêË°åÁöщ∏•Èáç®ÅËÉÅ„ÄÇ --- ## ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. [Język: EN] * ¬©Â∞ºÁõõÊñØA/SÔºåOrmh√∏jg√•rdvej 9Ôºå8700 HorsensÔºå‰∏πÈ∫¶ * For further technical and contact information visit our website www.nissens.com. * Êõ¥Â§öÊäÄÊúØÂÜÖÂÆπÂíåËÅîÁ≥ªÊñπºèËØ∑ʵèËßàÊà뉪¨ÁöÑÁΩëÁ´ôwww.nissens.com„ÄÇ --- ## Nissens‚Äô Technical bulletin AC system [Język: EN] * Buletinul Tehnic Nissens privind sistemul de aer condi»õionat --- ## Before the test, make sure the system is in an operational condition. This requires a correct level of refrigerant charge, with at least 1,5 bar/25 PSI of static pressure to run the compressor. To determine that, static pressures of the system should be read before starting the engine. * LP and HP pressure gauge indications should be very nearly to equal on both sides. Too low static pressure indicates a low system charge and probable leak that must be found and repaired. [Język: EN] --- ## Now the LP and HP gauge readings need to be considered. To determine failures, the gauges‚Äô indications must be referred to a table with R134a operating pressure values for HP and LP. Please notice, the values will vary depending on conditions such as ambient temperature and compressor type (fixed/variable displacement). [Język: EN] --- ## ‚Ä¢ System improper charge ‚Äì too low or to high amount of refrigerant [Język: EN] * ‚Ä¢ √éncƒÉrcare necorespunzƒÉtoare a sistemului ‚Äì cantitate prea micƒÉ sau prea mare de agent frigorific * ‚Ä¢ Improper use of additives ‚Äì mainly excessive use of UV dye causing system overpressure * ‚Ä¢ Utilizarea necorespunzƒÉtoare a aditivilor ‚Äì √Æn special utilizarea excesivƒÉ a colorantului UV care cauzeazƒÉ suprapresiune √Æn sistem * ‚Ä¢ Component and system inner blockages and restrictions ‚Äì caused by impurities, debris, moisture or corrosion in the system, improper use of additives (leak stop agents), consequence of overheating and carbonized lubricant particles ‚Äì mostly exposed to clogs are the expansion valve, receiver dryer and condenser (thin micro tubes) * ‚Ä¢ Blocaje »ôi restric»õii interne ale componentelor »ôi sistemului ‚Äì cauzate de impuritƒÉ»õi, resturi, umiditate sau coroziune √Æn sistem, utilizarea necorespunzƒÉtoare a aditivilor (agen»õi de stopare a scurgerilor), consecin»õƒÉ a supra√ÆncƒÉlzirii »ôi a particulelor de lubrifiant carbonizat ‚Äì componentele cel mai expuse la blocaje sunt supapa de expansiune, uscƒÉtorul receptor »ôi condensatorul (tuburi micro sub»õiri). * ‚Ä¢ Malfunction of condenser fan * ‚Ä¢ Defec»õiunea ventilatorului condensatorului * ‚Ä¢ Malfunction of air circulation system ‚Äì cabin filter, interior blower, heater, thermostatic valve, etc. * ‚Ä¢ Defec»õiunea sistemului de circula»õie a aerului ‚Äì filtru de habitaclu, ventilator interior, √ÆncƒÉlzitor, supapƒÉ termostaticƒÉ etc. * ‚Ä¢ Malfunction of compressor ‚Äì steering ‚Äì clutch/valves, power drive or operation in general * ‚Ä¢ Defec»õiunea compresorului ‚Äì ambreiaj/supape, antrenare prin curea sau func»õionare √Æn general. * ‚Ä¢ Malfunctioning condenser ‚Äì restricted heat exchange caused by missing fins, fin corrosion, soiled surface, leakages, bent tubes and fins, etc. * ‚Ä¢ Defec»õiunea condensatorului ‚Äì schimb termic restric»õionat cauzat de lamele lipsƒÉ, coroziunea lamelor, suprafa»õƒÉ murdarƒÉ, scurgeri, tuburi »ôi lame √Ændoite etc. --- ## ¬©Nissens A/S, Ormh√∏jg√•rdvej 9, 8700 Horsens, Denmark. ‚Ä®For further technical and contact information visit our website www.nissens.com. [Język: EN] * Pentru informa»õii tehnice suplimentare »ôi date de contact, viziteazƒÉ site-ul nostru www.nissens.com. --- ## Jan Zieleskiewicz J a n Z i e l e s k i e w i c z 5 ?GC‚ÅÑ-# √™√™w√ÇZ2 ‚Äì‚Ǩ>[2 l l e r y 1 A A 7 1 8