Years of experience has shown that the largest percentage of turbocharger failures are
caused by lubrication problems such as restriction or lack of oil flow and foreign material in the
filtration and oil quality and filtration. Extreme Turbo Shop recommends using a high grade
synthetic oil in the correct viscosity and follow the vehicle manufacturers recommended oil and
filter change intervals. Racing and/or severe applications needs more frequent intervals.
These areas are important because of a turbochargers speed of operation. Proper operating
procedures and preventive maintenance practices give good turbo service life and
performance. Since lubrication is supplied by the engine on which the turbocharger is
mounted, periodic maintenance in the usual sense is not required on a Innovative-type
turbocharger, with the possible exception of occasional compressor stage cleaning. For these
reasons, preventive maintenance of a turbocharger consists primarily of ensuring that the
integrity of the engine/charge air system is maintained and that the engine is not operated in a
manner that is detrimental to the operation of the turbocharger and engine. The vehicle owner
should be encouraged to observe the following precautions to ensure maximum turbocharger
service life:

1.Operate the engine above idle only after normal engine oil pressure has been established.
Revving the engine immediately after start-up can force the turbocharger to operate at
maximum speed before the bearings can be adequately lubricated. A turbocharger running
with insufficient lubrication can suffer some amount of bearing damage. Repeated occurrence
may lead to premature turbocharger failure.

2.Take steps to reduce temperatures and speeds from their maximums before shutting the
engine down. turbochargers operate at speeds and continuous temperatures that are higher
than most other machines. When an engine is run at maximum power/torque output,
turbocharger speeds and temperatures are also at maximum. Problems can be caused for the
engine and more so for the turbocharger when the engine is shut off at this point. This may
require operation at medium idle or at "light load" conditions while still maintaining full engine oil
pressure and airflow over the cooling system. Following these guidelines will prevent prolonged
turbocharger rotation without lubrication and the formation of carbon deposits that can form as
residual oil is decomposed in the bearings and center housing (heat soak-back).
Preventative Maintenance
Take care of your turbo.

ALS, or Anti-Lag System, also known as bang-bang, is an engine management technique that minimizes turbo-lag.


Turbo systems can exhibit what is known as turbo-lag, which is the time needed for the turbocharger to gain enough speed
for the compressor wheel to pressurize the intercooler, tubing and intake-system of an engine.

The amount of turbo-lag or time, depends on many factors such as

rotating-group inertia, how well the componenets in the system work together, back-pressure before and after the turbo,
engine (volumetric) efficiency, camshaft spec, etc. . In race cars it is common to fit relatively large turbochargers in order to
produce enough airflow to provide desired engine output. Big turbochargers can display significant amounts of lag (on with
a Dual, Ceramic Ball Bearing System in the center section. Another helpful addition is the bypass valve or dump valve,
which operates during part-throttle or when the driver lifts. These valves will help reduce the load on the turbo and allows it
to free-wheel, keeping the rotational speed higher – thus reducing turbo-lag. In race cars where immediate torque and
engine response are critical factors, most applications can benefit from the use of anti-lag systems.


How ALS works:

The ignition timing is retarded with 25-30° or more and the air/fuel mixture is made richer at low throttle opening and low
load. With the ignition timing delayed, the air/fuel mixture reaches the exhaust tubes mostly unburned, because the
exhaust system’s temperature is higher than the flash point of the air/fuel mix, the unburned fuel explodes in the exhaust
tubes. The turbo is accelerated by the increased temperature/pressure and the rotational speed of the turbo is kept high.
While ALS is engaged, full boost is available the moment the throttle is opened.


Some downsides:

An immediate increase in exhaust gas temperature (800°C to 1100°C+) whenever the system is activated puts greater
demand on all turbo-system components - reliability becomes a major concern; the turbocharger and exhaust-manifold
tubing must be made with the best available materials, driving the cost higher. ALS is prohibited from use in certain racing
series.
3.The turbocharger may need to be pre-oiled after an oil change or any service that involves oil draining. Crank the engine
a few times before allowing it to start, then start the engine and allow it to idle for a period to establish full oil circulation and
pressure before operating at higher rpm.

4. At low ambient temperatures, or whenever the vehicle has not been used for a long period, normal engine oil pressure
and flow is affected. Under these conditions the engine should be started and allowed to idle for a few minutes before
operating at a higher rpm.

5.Avoid long periods of engine idling. The combination of low-pressures in the turbine and compressor and low
turbocharger shaft rotation speed may allow oil to seep past the seal into the turbine or the compressor. This will generally
not harm the unit mechanically, but it may foul the wheel and cause slight smoking and a possible imbalance condition.