Turbo failure - Yanmar 4JHTE

Norman_E said:
I tried to find the same information for my 4JH DTE, but get 403 Access Denied. Do you have a link to the manual for my engine. I have had turbo problems, as mine siezed up, and the engine made clouds of black smoke. The Yanmar agent in Marmaris repaired it but it would be interesting to find out which turbo I have and how much it would cost to replace if it fails again.
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The one that I gave a link for covers all the JH series engines - your turbo is listed as an IHI RHB52HW MY34
 
Beneteau381 said:
So a land rover engine does something so all engines do do the same something? I used to work on CATS, went to sort out one, a D7, same thing, they had taken the turbo off, it worked, just about, but black smoke like you had never seen and diesel in the sump. So not all engines are the same, phsically a turbo one and an NA model based on the same engine look the same BUT they aint! My NA MD22 has a compression ratio of 17.5-1 but the turbo version is 17-1 The pistons are different, they also have under piston oil sprayers to cool the pistons. The injectors are quite different too. Blanking off the turbo is a good get you home trick but for long term? Nah!
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Do cats have the same stlye fuel inj set up as the Ops engine?

The ones I used to work on had some werid set up that went to full fuel when engine cold/stopped and caused all sorts of grief come mot time, engine had to be hot, then you had to tell mot people you were there, and god forbid you if you switched the engine off, as it would fail big time on smoke emissions.
Not seen one for years now, didnt cut the mustard in the truck world

To the op, if you google land rover 200di, loads of info out there, many cars running n/a set up, was even one company who speiciaised in them.
 
anoccasionalyachtsman said:
Yes, the op had a small flexible pipe connected to the turbo which led to the governor on the injector pump. As the pressure in the inlet side rose it signalled the governor to send more fuel because the turbo was doing its thing. Without that pressure the governor won't send the extra fuel.

I know this for a fact because that small pipe broke on my car leading to a woeful lack of turbo effect. And yes, it was a Land Rover.
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Weirdly I also had a land rover break the same pipe, was a disovery 300tdi, broke on the motorway, would not do 50 uphill, roadside bodge with old len and we were off!
Great cars, well the older ones were!
 
lynallbel said:
Do cats have the same stlye fuel inj set up as the Ops engine?

The ones I used to work on had some werid set up that went to full fuel when engine cold/stopped and caused all sorts of grief come mot time, engine had to be hot, then you had to tell mot people you were there, and god forbid you if you switched the engine off, as it would fail big time on smoke emissions.
Not seen one for years now, didnt cut the mustard in the truck world

To the op, if you google land rover 200di, loads of info out there, many cars running n/a set up, was even one company who speiciaised in them.
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Thank you for your advice but I do not believe the Land Rover issue or specialised companies converting previously turbo charged LRs to NA, is particularly useful in terms of a solution to the problem described in my first post.

I can however see how it would be useful for Land Rover owners experiencing turbo problem, looking for options.
 
Skylark said:
Although they do happen, turbo failures are pretty rare. Their failure is usually as a consequence of something else, often related to the duty cycle.

What exactly seized up, do you know?

Rather than prepare yourself to buy a spare, I’d recommend establishing the root cause of the seizure and fix the problem.

Turbo endurance is designed to give the same life expectancy as the base engine.
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Quite correct.

As a long time diagnostic specialist a basic tennet of making a repair is to identify the fault, repair or place the parts causing the fault and then, the most important, remove the cause of the fault.

As you say, there WILL be a cause.
 
lynallbel said:
Do cats have the same stlye fuel inj set up as the Ops engine?

The ones I used to work on had some werid set up that went to full fuel when engine cold/stopped and caused all sorts of grief come mot time, engine had to be hot, then you had to tell mot people you were there, and god forbid you if you switched the engine off, as it would fail big time on smoke emissions.
Not seen one for years now, didnt cut the mustard in the truck world

To the op, if you google land rover 200di, loads of info out there, many cars running n/a set up, was even one company who speiciaised in them.
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Most mechanical diesels are on full "throttle"on start up, ie full fuel position. The "throttle" is actually the governor. So the governor is set to whatever the throttle lever is set to and as soon as the engine starts the governor controls the fuel and revs. So not a weird setup, quite normal. Cats? Ive seen plenty in boats, in trucks and cars! Superb bullet proof engines. Do you not realise that CAT bought out Cummins and Perkins? As for your asking about same style inj setup, what does Landrovers have to do with Yanmars
 
rotrax said:
Quite correct.

As a long time diagnostic specialist a basic tennet of making a repair is to identify the fault, repair or place the parts causing the fault and then, the most important, remove the cause of the fault.

As you say, there WILL be a cause.
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I know some Ford car engines had an issue with carbonization blocking the oil feed pipe to the turbo, caused by poor design and owners shutting down hot engines without a cool down period, no oil, catastrophic failure. In the OPs situation, and yotties in general, not using the engines hard enough, carbon build up on the blades, unbalance then shaft break?
 
Beneteau381 said:
Most mechanical diesels are on full "throttle"on start up,
What does Landrovers have to do with Yanmars
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Most but not all.

What do cat engines have to do with yanmars? do they own them as well?

Cummins great truck engines, we have loads and I have worked on loads over the years, no current cat engines in european trucks as far as I know?
Though I am sure i did read they were getting back into the market?

Couple of boats down the yard with cats, they like their head gaskets.

I cannot rememebr who it was on here (well respected) who used to be really into engines, sure he did not think to much of cats?
 
Beneteau381 said:
Im really in to engines, used to be my game in africa and the middle east, at the sharp end so to speak.
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No it was not you obviously as you like cats, miffed I cannot remember his name.
He used to run stuff up on dynos, geuss he was into r+d work? vageuly remember the little 6.7 litre cummins running over1000bhp before the crank/block blew!
 
I just watched another bit of video of theirs. They ran the engine for possibly several hours with the oil pressure alarm sounding and a filthy exhaust. If the turbo shaft breaking was the beginning, then they may not have been pumping metal slurry around, but given that the engine may have consumed some bits of vane, along with the low oil running, I'm not sure I'd be worrying too much about the turbo. Alas dear Patreons, they may soon be wanting a new engine.

Why would you ignore an oil pressure warning?
 
lynallbel said:
Most but not all.

What do cat engines have to do with yanmars? do they own them as well?

Cummins great truck engines, we have loads and I have worked on loads over the years, no current cat engines in european trucks as far as I know?
Though I am sure i did read they were getting back into the market?

Couple of boats down the yard with cats, they like their head gaskets.

I cannot rememebr who it was on here (well respected) who used to be really into engines, sure he did not think to much of cats?
Click to expand...
Latestarter is the man for Cummins
 
anoccasionalyachtsman said:
I just watched another bit of video of theirs. They ran the engine for possibly several hours with the oil pressure alarm sounding and a filthy exhaust. If the turbo shaft breaking was the beginning, then they may not have been pumping metal slurry around, but given that the engine may have consumed some bits of vane, along with the low oil running, I'm not sure I'd be worrying too much about the turbo. Alas dear Patreons, they may soon be wanting a new engine.

Why would you ignore an oil pressure warning?
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There is another video 8 months ago
( link) where he discovered the turbo was seized - he stripped, cleaned and reassembled. I estimate 2-300 running hours since then.
 
There’s very little conclusive within videos 112 and 113, other than it’s a bodge.

The whole engine bay was covered in carbon deposits, so much that finding the culprit would be quite difficult, especially given that he claims that the engine had been running for a long time with a seized turbo.

Carbon deposits can come from two sources, thermal degradation of the oil is one and incomplete combustion is the other. Hard to tell from the videos but the turbo bearing (centre) housing and the turbine shaft didn’t look too bad so incomplete combustion would be my favourite.

The compressor deposits, the aluminium side, came from either recirculated blow-by or inadequate inlet air filtration.

The video didn’t really show the turbine stage, the iron side, in close-up but it looked heavily coked-up by deposits.

His rebuilding of the turbo was dreadful and I’m amazed that it subsequently ran for 2-300 hours.

I’d go back to basics: the injectors should be removed and cleaned, the pump cleaned and recalibrated and the turbo rebuilt by someone with access to measuring equipment, service items, basic jigs and fixtures, a torque wrench and balancing equipment.

“Failures” like the one featured unfairly give turbos a bad name.
 
Fascinating having the subtleties and technical intricacies of designexplained here by contributors sharing their speciality. Forum @best?

On a frivolously note, and for the likes of a prosaic spanner monkey like me, I think there is a case for adding ‘ Old Turbo’ to that Naval Officer, Umbrella and Wheelbarrow list!
 
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