At the heart of the turbocharger are the turbine and compressor which rotate together on the same shaft. The turbine is housed in and driven by the exhaust stream. It turns the compressor which pumps air into the engine. Critical attention is needed to the design of the centrally mounted bearing, because the turbine, compressor and shaft can rotate at speeds of up to ,rpm. There are two main ways to get more power from a car's engine. The first and until recently the most popular is to increase the capacity of the engine.
So, when the engine is running, the exhaust gases drive the turbine which makes the compressor pump air into the engine. A fixed amount of fuel is automatically sucked in with the air if the engine has a carburettor. If the engine has fuel injectionthe computer control unit is programmed to suit the boost pressures. The faster the engine is running, or the larger the throttle opening or both, the faster the turbocharger will spin.
The faster the turbo spins, the more pressure, or boost it develops and the more air it forces into the engine to create more power. When the engine is idling it does not generate enough exhaust flow to spin the turbo fast enough to produce any real boost. The air passing through the compressor side of the turbo housing is being sucked through by the engine, rather than pumped through by the compressor.
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All the exhaust gases have to go through the turbocharger because the wastegate is shut. When the accelerator is depressed to feed in more fuel and air, the engine speed increases.
This results in a greater exhaust flow which spins the turbine wheel faster. The turbine drives the compressor which compresses the air passing through its housing and sucks in more.
It forces the pressurized air into the inlet tract. A small turbine gives excellent response but the back pressure
What does a turbo charger hook up to the maximum power and also tends to overboost from mid-speed range upwards. To overcome this, when a small turbine is used, it is fitted with a wastegate, which limits boost from the turbocharger by diverting the exhaust gas from the main turbine once the preset boost has been achieved.
Although the turbo is
What does a turbo charger hook up to to pressurize the mixture going into the engine, too much pressure would be dangerous because it can lead to 'knocking' pre-ignition and put too much strain on the internal components of the engine.
Therefore the maximum boost pressure that the turbocharger can produce has to be limited by a valve known as a wastegate. The wastegate is a relief valve, located in the turbocharger, that opens to let some of the exhaust gases bypass the turbine and flow directly into the exhaust system.
If the boost pressure is getting too high, the wastegate is activated by a pressure-sensitive actuator which senses the pressure being produced by the compressor. Compressing the air causes problems of its own. When the air is compressed it heats up, which tends to make it expand. To do this, most turbocharged cars are fitted with an intercooler. This looks like a small radiatorand cools the compressed air that leaves the turbocharger.
Finding where to place all the parts of a turbo system can cause problems for car designers. Turbochargers become very hot, so heat-sensitive parts have to be shielded and the fuel is best supplied by a continuous-loop system to avoid vaporization problems.
Intercoolers need to be placed in an airstream while their pipework has to be kept as short as possible. The turbo unit is plumbed in to the exhaust system as near to the engine as possible. This helps to keep it compact and also helps prevent turbo lag. If there was a long length of exhaust pipe between the engine and the turbo, there would be a time delay between the accelerator being pressed down, the engine speed increasing, and the turbo accelerating.
The effect would be like having an elastic throttle cable.
Therefore, the turbo is often bolted directly on to the exhaust manifold. The exhaust outlet is in the centre of the turbine housing and leads off to the exhaust pipe. On the inlet side, the pressurized air leaves the compressor housing via a large-bore pipe.
This runs through the intercooler if fittedand then to the inlet manifold, or occasionally plenum chamber, where the fuel is added by injection before the air enters the engine.
Turbo bearings are lubricated by the engine's pumped and filtered oil-feed system. Some turbo units have water-cooled housings whose channels are connected into the engine's main cooling system.
Do not use paper air...
The high speeds at which the turbine can spin create lubrication and cooling problems. Most turbo units have the central drive shaft bearing fed with oil from the engine.
The turbocharger's lubrication system is specially designed to cope with high temperatures. The oil drain pipe
What does a turbo charger hook up to of large diameter to ensure that the oil, which develops a creamy consistency after going through the turbocharger, will drain back to the sump under gravity.
If there were a restricted flow in this pipe, it would cause a build-up of pressure around the bearing in the centre housing that would result in oil leaks on the turbocharger. Some turbos have a water-cooled centre bearing to reduce heat still further.
What does a turbo charger hook up to is that, because the water is still being warmed by the engine, it continues to circulate and take heat away from the bearing for a few minutes after the engine has been stopped.
Early criticisms of turbo engines were their poor performance off-boost - when the engine was not turning fast enough to spin the turbine quickly - and the amount of time it took for the turbocharger to start boosting once the accelerator was pressed. The poor off-boost performance was because road-going turbo engines do not usually have a very high compression ratio. Forcing a lot of pressure into the cylinders is equivalent to raising the compression ratio so, if the engine started with high compression, at high boost the pressures inside the engine could promote detonation problems, or ' knock ', which would result in serious engine damage.
As a rough guide, every three pounds of boost are equivalent to increasing the compression ratio by a factor of one.
So if an engine with a compression ratio of 8: An average family car has a compression ratio of 9: Better engine and turbo control is the answer - almost all turbo systems now use some
What does a turbo charger hook up to of engine management which looks after the electronic ignition and fuel injection systems, retarding the ignition slightly if the engine starts to knock.
Performance Control system goes one step further. Not only does it reduce boost pressure to a safe level, it also allows the engine to be run on any grade of fuel because the management system automatically compensates - although you get the best performance only with the highest grade.
Early turbo engines suffered turbo lag, partly through poor engine management and partly because the lack of suitable turbo units often meant that the engines and turbos were not ideally matched to each other - a large turbo on a small engine will give good top-end power but will lack flexibility.
A small turbo on a large engine gives good mid-range power with little or no lag, but ultimate power is compromised. These problems have been minimized by better matching of the turbo and engine sizes, and by using lighter materials such as ceramics and new designs such as variable flow nozzles see sideline overleaf. The obvious benefit from a turbocharged engine is that of increased performance combined with economy - a turbocharged two-litre engine gives similar performance to an unturbocharged three-litre one, without burning much more fuel than a two-litre.
It's often simpler for a manufacturer to turbocharge an existing engine than to design and develop a new, larger one.
Exhaust gas inlet Oil return...
Adding a turbo to an engine does not usually significantly increase fuel consumption unless the enhanced performance is used to the full. There is an added advantage that a turbocharged engine is often quieter than a normal engine.
This is because the turbine produces a steady flow of exhaust gas. Modifications Installing a turbocharger. The Turbocharger To inlet manifold Turbine housing Oil supply Lubricates and cools the bearing of the central shaft which may turn at speeds approachingrpm. To exhaust system Turbine wheel Placed in exhaust stream and turned
What does a turbo charger hook up to exhaust gases. Exhaust gas inlet Oil return Central shaft Runs in oil-fed bearings and rotates with turbine wheel.
The Turbocharger At the heart of the turbocharger are the turbine and compressor which rotate together on the same shaft. Engine at idle Exhaust manifold Turbine wheel Compressor wheel Air intake To inlet manifold To exhaust system Engine at idle When the engine is idling it does not generate enough exhaust flow to spin the turbo fast enough to produce any real boost.
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Read more essential guides Testing an alternator and checking output We show how to test an alte Installing central locking This guide covers retrofitt Installing a Turbo on a Non-Turbocharged Vehicle. 1 Do not fully remove them until you are prepared to Install the proper fitting to connect it to the feed line on the turbo. Do not use paper air filter elements in a turbocharged vehicle.
it's routed through a series of tubes that are physically connected to several.
Racing with turbos
In this article, we'll learn how a turbocharger increases the power output of an turbine blades and ball bearings help turbochargers do their job even better.