Гбо на турбированный двигатель: Установка ГБО на турбированный двигатель

Какой вид ГБО устанавливать? Особенности работы ГБО на турбомоторе |

Главная причина, по которой многие автолюбители переводят свой автомобиль с бензина на газ – экономия денег на топливе. Действительно, стоимость этих видов горючего различается существенно, а в современных условиях постоянного роста цен на нефтепродукты проблема становится еще более актуальной.

Если установка газобаллонного оборудования на атмосферный двигатель не представляет большой сложности (мы оставляем в стороне потерю официальной гарантии на автомобиль, необходимость размещения громоздкого баллона и другие недостатки перевода авто на газ), то с турбированным мотором дело обстоит иначе. Наличие турбонагнетателя отличает двигатель этого типа от «атмосферников» не только внешне, но и по принципу работы, поэтому возникает закономерный вопрос: возможна ли установка ГБО на турбированный мотор? Забегая вперед, скажем – возможна. Главное – правильно выбрать оборудование и обеспечить ему должный уход.

ГБО можно установить не только на атмосферный, но и на турбированный двигатель

Какой вид ГБО устанавливать?

На сегодняшний день существует 6 «поколений» газобаллонного оборудования, каждое из которых отличается от предыдущего усовершенствованием системы впрыска топлива, то есть его подачи в цилиндры двигателя (собственно, это является главным конструктивным отличием ДВС, работающего на газу, от бензинового агрегата).

Наиболее «продвинутая» система впрыска газовой смеси установлена в системах 4-го, 5-го и 6-го поколений, однако ГБО-6 практически недоступно не только для российских, но и для европейских автолюбителей и монтируется, как правило, на определенные марки машин в штатном режиме, то есть на заводах-изготовителях.

Следовательно, при переводе турбированного мотора на газ рекомендуется выбрать оборудование 4-го или 5-го поколений. Наиболее предпочтительной станет установка ГБО-5 – оно отличается более высокой ценой при монтаже и обслуживании, но имеет неоспоримые преимущества:

• Технически совершенная система впрыска горючего в двигатель
• Использование газа в сжиженном, а не испаренном виде
• Легкий пуск газовой смеси
• При установке не требуется вмешательство в систему охлаждения мотора
• Оптимальный расход горючего (практически равен расходу бензина, при этом разница в стоимости между ними – более чем значительная)

При переводе турбированного авто на газ рекомендуется выбрать ГБО 5-го поколения

Особенности работы ГБО на турбомоторе

Современное поколение газобаллонного оборудования позволяет «мозгам» автомобиля не воспринимать газовую систему как нечто инородное, постороннее, что обусловлено, с одной стороны, вышеперечисленными достоинствами ГБО-5, а с другой – характеристиками самого топлива: октановое число газа выше соответствующего показателя бензина, и контроллер оборудования учитывает это при впрыске горючего в цилиндры двигателя, автоматически корректируя его настройки и параметры. Другими словами, система питания ДВС динамически адаптируется под сжиженный газ, что позволяет силовому агрегату работать плавно и без перебоев.

Подводим итоги

Итак, монтаж газобаллонного оборудование на турбированный мотор возможен. Конечно, эта процедура технически сложна, так как подразумевает вмешательство в конструкцию автомобиля, но правильный выбор фирмы-установщика и своевременное прохождение техосмотра сводят все риски к нулю – по отзывам автолюбителей, турбомотор на газу не доставляет особенных сложностей в течение всего срока эксплуатации.

При установке ГБО важно правильно выбрать исполнителей

Кроме того, никто не мешает переключать авто с одного вида топлива на другой: в городских пробках мощность турбомотора, как правило, не требуется, поэтому можно вполне обойтись газом и при этом существенно экономить, а при необходимости – перейти на бензин (например, на трассе) и насладиться всеми преимуществами турбированного двигателя.

90000 Turbocharged Engine Guide — How To Install Turbo Any Engine 90001 90002 Sometimes we have to wonder why anyone is trying to make N / A power anymore. We concede that there are a zillion racing rules to prevent power-adders from dominating, and turbos look kinda complicated. But you’ll need to get over it. We realized this after getting 90003 hooked on watching those turbo small-block 90004 guys on YouTube beat the hell out of Vipers and any sportbike jockey willing to risk the road rash. Forget the big cam and loose converter; you will not need ’em.You do not even have to wonder how to stash a big-block under the hood or where to cut the blower hole. All you need is a turbo or two to make obscene power, and we’re going to show you how to get one. 90005 90006 90007 What You Need To Install Turbo 90008 90005 90002 90003 First: The Compressor 90004 Big or small? On the pressure or cold side of the 90003 turbo system is the compressor 90004. As spent air and fuel exits the exhaust port, it spins the exhaust turbine wheel which spins the turbo shaft that is connected to the compressor wheel.The size and pitch of the wheel and the shape of the housing determine where the combination of air flow and boost pressure is most efficient. The trick is to select the compressor size that delivers that efficiency in a usable rev range. A smaller compressor wheel will be more efficient lower in the rpm range but will create more heat at higher engine speeds. It will also restrict the flow at higher rpms. Too large a compressor will cause boost lag and possible compressor surge in the lower rpm range and be the most efficient at higher engine speeds.Since the compressor wheel predicts the horsepower needed from the turbine, it is very important to get the sizes correct. Too small a turbine spools fast but restricts at the top end. Too large a turbine can not deliver enough power to the compressor at the low end. 90005 90006 See all 18 photos 90005 90002 The 90003 pressure ratio and corrected mass airflow are the two numbers you need to evaluate 90004 the compressor on a map. Select the turbo with a compressor map that puts the two plotted points between 65 and 70 percent efficiency for a street application.To get the pressure ratio, simply add the amount of boost in psi to standard atmospheric pressure (14.7) and divide it by 14.7. We will use 10 psi because it is nearing the threshold of safety for a nonintercooled pump gas engine. The pressure ratio for a 302-inch engine at 6,000 rpm is 1.68. 90005 90002 Looking at a compressor map, it is possible to make the mistake of simply multiplying the total engine CFM by the pressure ratio to get the corrected mass airflow and connecting the dots. The truth is that the corrected mass airflow number is a result of several complex calculations involving air density, pressure ratio, engine CFM, and even air density at boost.If you do manage to get through the math, you’ll note that the final piece of the puzzle is the efficiency of the compressor itself determined by a table. 90005 90002 The shortcut to all this is what Turbonetics engineer Dave Austin calls tribal knowledge. Look at what other guys are doing and see if it works or simply call a reputable turbo company to get some suggestions. Turbonetics, for example, has a matrix of its popular turbo categorized by engine size and horsepower based on years of trial and error.The entire grid is too large to print here but you can access the knowledge with a simple email or call to the tech line. Just be sure to know all the details about your car and your plans for its use. 90005 90006 See all 18 photos 90005 90002 90003 Second: The Turbine 90004 Picking a turbine involves choosing the wheel that is small enough to respond quickly and large enough to spin the compressor wheel fast enough to produce the desired boost pressure and minimize backpressure. The rule of thumb is to 90003 pick the smallest wheel diameter that still allows you to meet your horsepower 90004 goals without putting a kink in power.Modern turbos are ultimately tunable with replaceable and clockable turbine housings, so you can fine-tune the system if you miss the mark. 90005 90002 To help you choose a turbine housing to suit your needs, turbo manufacturers rely on a simplified tool called the A / R ratio. The A is for area and the R is for radius. The A / R ratio is the relationship between the center point of the cross-sectional area in the passageway and the radius from the center of the turbine wheel at the inlet to the volute.This is a simple division of A over R. As A gets smaller, air speed of the gas increases, as does its effect on the speed of the turbine wheel. If A gets too small, it will choke and not be able to deliver enough energy to the compressor, and the peak power will suffer. The backpressure on the engine will also get too high, causing back flow into the cylinder when the exhaust valve opens. As A gets larger, it will be able to deliver more energy to the turbine wheel at the expense of speed. The efficiency of the turbo and the design of the turbine wheel also have an effect, but usually it is the A / R and the turbine wheel size that determine the spooling, overall airflow, and pressure that are delivered.As a general rule, an A / R of 1.5 will deliver more power and an A / R of 0.5 will have better low-speed response. According to the matrix, engines between 5.0 and 6.0 liters will like between 0.68 and 0.81 A / R. 90005 90002 90003 Third: Wastegastes And Bypass Valves 90004 As you can probably imagine, since boost pressure is created by exhaust pressure and a spinning compressor wheel, it is possible to feed the engine more boost than the fuel’s octane rating or even the engine itself can handle. This condition is called overboost, and it 90003 can be controlled by a valve called a wastegate that bypasses exhaust gases around the turbo 90004 and into the exhaust flow.Wastegates are boost-referenced to regulate the maximum amount of energy delivered to the turbine and therefore the amount of boost created by the compressor. The type, location, and size of the wastegate are the keys to an effective system. 90005 90002 Most factory turbos have an integral wastegate where the mechanism is built into the turbo housing and actuated by an arm that connects the compressor to the turbine. Although it is compact and functional for a low-boost single- or twin-turbo setup, it can not be clocked for installation and puts the gate in the least desirable part of the system.External wastegates are sized according to the amount of power you wish to make and should be located where it can collect all of the exhaust pulses, such as the end of the header collector or manifold. Gases should be prevented from turning back on themselves or turning sharply to exit the turbine. Since the gas will take the path of least resistance, it is possible that at high rpm the turbine will continue to increase speed if the path to the exhaust is restricted or the wastegate is too small.90005 90006 See all 18 photos 90005 90002 The bypass valve is plumbed into the cold side of the system and is designed to prevent surge and compressor damage. In a high-rpm / high-boost situation, if you quickly lift off the throttle, there is no way for the pressure to get into the intake manifold. Because the turbine and compressor are still spinning, pressure stacks up against the throttle blades. This pressure can stall the compressor wheel or cause a surge as it reverses direction, creating a low-pressure area and raising and lowering the compressor’s speed.The bypass valve simply vents the pressure to the atmosphere when the throttle is closed. It is also the source of the chirping noise you sometimes hear when turbo cars lift to shift gears. 90005 90002 90003 Fourth: Heat, Detonation, And Intercooling 90004 Early factory turbo cars had no intercooler and therefore no protection from the additional heat built by the 90003 turbo’s ability to rapidly compress and heat the incoming air 90004. This, combined with pump gasoline, introduced detonation, which is still the number one way to destroy your engine.The solution ranged from terrible static compression ratios as low as 6.0: 1 to the turbo Corvairs ‘Turbo Rocket Fluid that was really just a jug of water / methanol that was introduced to the intake air stream to cool the charge. It worked great until you forgot to fill it. Low-compression engines with large turbos made for sluggish, low-rpm street cars that would suddenly wake up for some snap oversteer and wild, smoky fishtails. Just ask anyone who owned an early ’70s Porsche 930. 90005 90002 The idea of ​​an efficient engine with a reasonable compression ratio that has good low-speed response and uses enough boost to create real power is possible with an intercooler.The intercooler is simply a heat exchanger that sits between the compressor and the intake to reduce the heat that was added in the process of compressing the air. On the surface, intercooling the air charge allows you to run more boost or run a smaller turbo on an oil-cooled engine. What it is really doing is stabilizing the intake air charge to prevent detonation and expanding the entire compressor map, which allows you to make more power with a smaller engine and less violence. We also recommend an MSD with an adjustable timing curve or a boost references timing control system to avoid rattling the engine.90005 90006 See all 18 photos 90005 To prevent exhaust leaks, the kit comes with ball-flange-type connectors everywhere. You can buy these separately from Hellion if you want to upgrade your current exhaust. 90002 90003 Fifth: Fuel Systems 90004 To make more power, you’ll need more fuel. There are 90003 three types of installations 90004: the blow-through and draw-through carbureted and the blow-through fuel-injected systems. The draw-through carbureted system has a number of faults, the worst being the presence of an air / fuel mixture passing through the compressor and the lack of an intercooler option.The blow-through system is slightly less arcane and works on the same principles as any centrifugal supercharger blow-through system. Therefore, blowthrough carbs that are built specifically for this purpose are already available. We’ve made good power using Quick Fuel and Carb Shop blow-through prepped carbs and 10 pounds of boost, including a 600hp run with an ATI ProCharger on a Ford 302. 90005 90002 If you have a fuel-injected engine and are running 5 to 6 pounds of boost, you can use an FMU (fuel management unit) that boosts the fuel pressure or adds enrichment fuel in some other manner or step up to an aftermarket controller to remap the fuel curve and run larger injectors.On a 5.0L Mustang, a 255 GPH in-tank pump and 42 lb / hr injectors can be tuned to 550 rwhp. 90005 90002 Carbureted cars need a boost-referenced fuel regulator that increases the fuel pressure along with the boost curve. 90005 90006 See all 18 photos 90005 90002 90003 Sixth: Sourcing A Turbo 90004 Using the math, you can build a complete system on paper. Using the science of compressor maps and some idea of ​​the size and rpm range of your engine, you 90003 can add virtually any turbo to any engine 90004.The trick is the availability of the maps and the A / R ratios of the turbine housing and sizes of the turbine wheels. Small factory engines yield small turbos with internal wastegates that will need to be run in pairs on a V-8. They are also generally water-cooled on OE vehicles for longevity. They are usable but far from optimum. As an example, let’s take a Garrett T03 from the ’85 to ’86 T-bird turbo coupe. The automatic transmission coupe has a single turbo with an A / R ratio of 0.48, and the standard coupe has an A / R of 0.63 and the compressor efficiency map designed for a 2.3L four-cylinder engine. Using the map in the Junkyard Turbo sidebar, you can see that with a boost pressure ratio of 1.68 (14.7 + 10 / 14.7 = 1.68), it’s easy to get the turbos down to around 65 to 68 percent efficiency. To improve the efficiency, you need to increase the boost to the ragged edge of boost safety. With a larger engine, it will get worse. It’s workable; you’ll just have to be careful what you are doing. 90005 90002 The lure of the $ 80 junkyard turbo is enticing, but before you buy, take a look at the guys who are really having fun and see what they are using.There is a gap between the equipment of the ’80s and the new, redesigned factory turbos that appeared largely on import cars in the’ 90s. Simple advances such as the number of components, bearing design, wheel trims, and materials have all changed for the better. Let’s take the Garrett GT turbos as an example. The number of moving parts has been reduced from its early T model from an average of 54 components to around 29. This 45 percent reduction in parts cuts the risk of component failures. The GT also has a ball bearing cartridge that eliminates the journal bearings (that are actually more like bushings) and the famous weak-link thrust bearing.Better bearings mean less oil running through the turbo and a decreased likelihood of leaks or that a failed bearing will destroy the turbo and contaminate your engine oil. 90005 90002 You also get the advantage of a lighter, well-designed compressor and turbine wheels that create more power with less lag and heat. New turbos have modern compressor maps with a wider variety of A / R ratios and clockable turbine housings, a variety of wheel size options, and tech support to help with problems. Aluminum compressor wheels can be removed from the steel shaft, so aftermarket companies can offer various trim options for exact performance specifications and mix and match compressors and turbine combinations.The result is a responsive system that runs cool and makes power instead of something you will not be happy with. 90005 90006 See all 18 photos 90005 Note the oxygen sensor port for factory EFI (arrow). The turbine outlet should always be larger than the inlet. To cover an engine making 500 to 800 hp, the inlet should be at least 2.75 inches, and the outlet should be at least 3.5 inches in diameter. 90002 90003 Junkyard Turbo 90004 Junkyard heroes claim you can slap on a set of Thunderbird turbos and go to town.That may be true, but you will be giving up a lot in doing so. Aside from the improvements in bearing technology that add longevity and performance to the turbo, the compressor efficiency maps on newer compressors are much wider, allowing you to run more boost in a wider rpm range than the OE stuff. You can also get away with running a single turbo to achieve the same power levels. 90005 90006 See all 18 photos 90005 This is the map from the «good» ’85 to ’86 Ford Thunderbird. Note that the surge line narrows the maps usable area and the turbo needs to spin about 40,000 rpm faster than the 60-1 to get the job done.90002 90003 Turbo Terms 90004 90003 Boost: 90004 Any pressure above atmosphere measured in the intake manifold. 90005 90002 90003 Boost threshold: 90004 The lowest engine rpm where the turbo can produce usable boost. 90005 90002 90003 Compressor map: 90004 A grid of numbers used as a tool to evaluate the efficiency of a turbo in relation to an engine. 90005 90002 90003 Compressor surge: 90004 Air that backs up, causing the speed of the turbo to become unstable when the throttle is suddenly closed.90005 90002 90003 Lag: 90004 The delay between the change of throttle position and the production of usable boost. 90005 90002 90003 Surge line: 90004 The line that follows the far left of the efficiency island on a compressor map where the turbo becomes unstable. 90005 90114 90115 90116 90003 Cool Books About Turbos 90004 90119 90120 90121 90122 90003 Title 90004 90119 90122 90003 Source 90004 90119 90120 90121 90122 Maximum Boost by Corky Bell 90119 90122 Bentley Publishers 90119 90120 90121 90122 Turbocharging Performance Handbook by Jeff Hartman 90119 90122 Motorbooks 90119 90120 90121 90122 Turbochargers by Hugh MacInnes 90119 90122 Motorbooks 90119 90120 90121 90122 Turbo: Real-World High-Performance Turbocharger Systems by Jay K.Miller 90119 90122 SA Design 90119 90120 90155 Show All 90156 90115 90158 90003 Parts 90004 90119 90120 90115 90122 90003 Description 90004 90119 90122 90003 PN 90004 90119 90122 90003 Price 90004 90119 90120 90115 90122 Hellion Heat System 90119 90122 N / A 90119 90122 $ 3,999 90119 90120 90155 Show All.90000 10 Tips for Turbocharged Engine Builds 90001 90002 Building an engine for turbocharged duty is, for many, uncharted territory. Boost is a familiar cornucopia of manifold-topping superchargers, but the notion of having its source plumbed inline with the exhaust is foreign. While the end result of both-positive intake pressure and a smile-inducing horsepower surge-is the same, turbocharging an engine does have some unique requirements that should be factored into a build. It’s easy to think that boost affects parts just from the pistons down, but nothing could be further from the truth.An engine is an ecosystem, and changing any one part affects the food chain from top to bottom. Here are 10 quick tips to make your next boosted build, whether small-block, big-block, LS, or LT, a fruitful one. 90003 90004 90002 90006 2/16 90003 90002 90006 3/16 90003 90002 Cast components have demonstrated an aptness for boost, especially in the LS world, but that does not equate to longevity.Forged connecting rods and crankshafts such as these K1 pieces should be considered mandatory for any boosted application. 90003 90004 90014 Connecting Rods and Crankshaft 90015 90016 It could be said that any power-adder application could benefit from a bolstered bottom end, and that would be true. But, with the power potential of even the most cost-effective turbochargers, a connecting rod upgrade is a wise move. When boost comes into the equation, cylinder pressures spike exponentially and most stock connecting rods, especially those with high mileage, are not up to the task.Often, it is not the connecting rod itself that fails but the fasteners, which were never designed to deal with the cylinder pressure or rpm a turbocharged application can offer. 90002 For low boost applications (6-8 psi), stock crankshafts-especially in the LS family-have proven more than adequate. Turbochargers are by nature progressive and typically do not have the power and torque spikes associated with nitrous and superchargers. This trait spares the crankshaft shock-loading that could be potentially catastrophic.That said, if your power goals are over 500 horsepower, or competition use is planned, investing in a forged crankshaft for your application should be considered a must. 90003 90004 90002 90006 4/16 90003 90002 Boost is a game changer when it comes to head flow. For most applications a budget cylinder head, such as this Edelbrock Performer RPM is an excellent choice.Thick decks for strength and better cooling, and lightweight aluminum make them a big upgrade over stock iron and they will not break the bank. 90003 90004 90014 Cylinder Heads 90015 90016 Boost is the great equalizer. It can take a small port, lousy valve angle, and low-lift cam and blow gale-force winds into the cylinder. While a better flowing cylinder head will always move more air-boost or no boost-it is important to consider your power goals and budget.For example, Edelbrock’s Performer RPM head flows a solid 253 cfm at 0.500-inch lift and is a performance bargain at around $ 730 each (assembled from Summit Racing). There are more expensive, better-flowing heads on the market, but with a few psi of boost force-feeding the runners, budget heads can generate serious power. Rather than ultimate airflow potential, which is far more crucial in a naturally aspirated application, consider price, material, and deck thickness, which is critical to sealing high cylinder pressure.90004 90002 90006 5/16 90003 90002 90006 6/16 90003 90002 Head studs and aftermarket MLS gaskets are key players in sealing boost in the cylinder.The extra clamping load of studs and the resistance to head-lift of MLS gaskets is a surefire way to prevent troublesome head gasket failure. 90003 90004 90014 Head Bolts, Studs, and MLS Head Gaskets 90015 90016 Boost is no good if you can not keep it in the cylinder where it belongs. Performance head bolts, such as those from ARP, are a good start; head studs are better. Studs are not subjected to as much torsional (twisting) force as head bolts. Metal is extremely strong in tension, which allows head studs to generate improved clamping force over bolts.As boost goes up, studs become the preferred option. 90002 Modern aftermarket head gaskets are light-years ahead of the gaskets of the muscle car era. But when it comes to boosted applications there is no replacement for a good MLS (multi-layer steel) piece. MLS gaskets use multiple layers of embossed steel to seal combustion in the cylinder. Their design, due to the spring rate of the compressed layers, can actually compensate for a small amount of cylinder head lift as combustion attempting escape pushes the head away from the deck surface.One consideration with MLS gaskets is surface finish. For proper sealing, both the block and the cylinder head deck surfaces must be machined very smooth. Most machine shops are capable of this, but is absolutely worth a dialogue with the machinist to make sure. 90003 90004 90002 90006 7/16 90003 90002 Factory two-piece pushrods leave a lot to be desired in terms of strength.A one-piece pushrod with a formed end is significantly stronger. On the left is an OEM 5/16-inch pushrod while on the right is a 3/8-inch unit from Trend Performance. The wall thickness and overall diameter makes it a big upgrade over stock. 90003 90002 90006 8/16 90003 90002 Engines with boost will require upgraded valvesprings.Note the spring on the left is taller and will have more pressure on the valve seat when installed. 90003 90002 90006 9/16 90003 90002 This Comp Cams rocker arm is made from chromoly steel. While heavier than an aluminum rocker, it is much stronger and has a longer fatigue life, which is beneficial for an engine that will see a lot of street miles.90003 90004 90014 Rockers, Pushrods, and Valvesprings 90015 90016 It’s easy to think of boost as only affecting the pistons down. In fact, the valvetrain is equally affected. When the intake valve opens and pressurized air rushes into the cylinder, the backside of the valve is also pressurized. As the valve begins to close, boost pushes against it, making the work of the valvespring more difficult. For this reason, it is often necessary to install a stiffer valvespring capable of effectively closing the valve on schedule.90002 The exhaust valve also sees additional load. When the spark plug fires, pressure is created in the cylinder, which drives the piston down. But, before the piston reaches bottom dead center, the exhaust valve opens. For example, a popular LS cam grind has an exhaust opening point of 83 degrees before bottom dead center (BBDC). That means the exhaust valve is actually opening against combustion pressure, which acts on its face, attempting to hold it closed. 90003 90002 That force travels up the valve stem, through the rocker arm, and into the pushrod.While this occurs in all engines, the higher cylinder pressure associated with turbocharged engines exerts additional pressure on the valvetrain that needs to be accounted for. A thicker pushrod is a good start and Billy Godbold of Comp Cams likes steel rockers for these applications. Steel rocker arms are more fatigue resistant than aluminum rockers and, for the price, are typically stronger. 90003 90004 90002 90006 10/16 90003 90002 A durable piston and rod package is key to a long-lasting turbo build.90003 90002 90006 11/16 90003 90002 A piston designed for boost will overall be thicker. Notice how the ring land of the JE piston on the right has been moved down significantly. This is to isolate the ring from the damaging heat of combustion.In a naturally aspirated application (left) the top ring land is placed much higher. 90003 90004 90014 Pistons and Rings 90015 90016 Cast pistons are the equivalent of time bombs when it comes to boost. It’s not that they do not have the strength, as many factory pistons are surprisingly strong, but their inability to tolerate detonation-something that will inevitably occur in an aftermarket turbocharged engine. Late-model engines have knock sensors that are precision-tuned from the factory.When knock / detonation is detected, the ECU can retard timing to lower cylinder pressure, eliminate the knock, and protect the rotating assembly. Few aftermarket engines have that luxury. Instead, moving to a forged piston, which is significantly stronger and more resistant to detonation, should be considered a must. 90002 Proper piston selection is more involved than simply lowering the compression ratio. A piston designed for boost will have more material in key areas. In boosted pistons, the top ring land is moved down on the piston crown, which helps protect it from the heat of combustion as well as creates more rigidity in the land itself.Also, piston material comes into play. Forged pistons are typically made from two alloys: 4032 and 2618. Forged 4032 pistons have more silicon in their makeup and do not expand as much as 2618 pistons, making them great for street engines, which experience a wider temperature variance and need to start cold . Forged 4032 pistons are perfect for mid-level builds but lack the ultimate strength offered by 2618 pistons. Forged 2618 pistons are ductile and forgiving in harsh, high-horsepower environments but are softer and wear quicker than 4032 units.90003 90002 Piston rings in turbo engines will need more end gap than in a comparable naturally aspirated engine. Because forced induction puts more air, and subsequently more fuel, into the engine it will also generate more heat, which causes the rings to expand more. When choosing ring material, carbon-steel rings, as opposed to the gray iron often found in cheaper and older, stock ring sets, is a preferred option. Carbon-steel is much stronger, resists detonation better, and does not need to be made as thick, which reduces friction against the cylinder wall.90003 90004 90002 90006 12/16 90003 90002 Turbocharged engines have specific cam requirements that highly depend on exhaust backpressure. Over-camming an engine and adding too much overlap in high-backpressure applications can cause serious exhaust dilution problems. 90003 90004 90014 Camshaft Grinds 90015 90016 In a turbocharged engine, careful attention to camshaft selection can pay huge dividends in power, torque, and driveability.Because positive pressure in the intake manifold (boost) is force feeding air into the cylinders, a turbo cam can often be very mild in comparison to a naturally aspirated grind, needing less lift and duration to accomplish a similar horsepower goal. Also, because there is inevitably backpressure between the exhaust port and the turbo’s turbine wheel, careful attention needs to be paid to valve overlap. Too much overlap for the application can cause exhaust to backflow into the cylinder and heavily dilute the air charge.90002 «Honestly, the boost to backpressure is what we really need to know to pick the camshaft,» said Comp Cam’s Billy Godbold. «A cam in the 270’s (degrees duration) at 0.050 with a 110 LSA might be right on a system with very little restriction, and very little backpressure.» 90003 90002 Large turbo, low-backpressure systems found on, say, a high-horsepower race car will be much more tolerant of high-overlap camshafts. This is why many tuners have found success with nearly stock cams in high-backpressure street turbo applications as they offer very wide lobe separation angles and very minimal overlap.High backpressure may sound unappealing, but such a pressure ratio can be useful in creating a turbo setup with excellent throttle response and minimal turbo lag-perfect for a street car. 90003 90004 90002 90006 13/16 90003 90002 Today’s drivers are afforded more fuel options than previous generations.E85 is a fantastic, ethanol-based fuel that offers 100+ octane (depending on the blend) and excellent cooling effects. It does however require an upsized fuel system due to the volume required as compared to gasoline. 90003 90004 90014 Fuel 90015 90016 Fueling a turbocharged engine always requires more octane than a comparable naturally aspirated engine. There is a multitude of ways to accomplish this. Premium pump fuel when boost, ignition timing, and intake air temperature are kept in safe ranges is the most convenient-but probably the most power-limited.E85 (ethanol-based) fuel, which is oftentimes cheaper than gasoline, though less readily available, is another great alternative. 90002 E85 has a higher latent heat of vaporization than gasoline, meaning it can help pull heat out of the air charge and has a 100-plus octane rating-though that can fluctuate slightly depending on the mix, which is rarely 85 percent ethanol, 15 percent gasoline as claimed. E85 has a stoichiometric ratio of 9.75: 1, which is lower than gasoline (14.7: 1) and means it will take a larger volume to achieve the same horsepower level as gasoline.E85 does have some cooling benefits that gasoline does not. Also, whenever boost is employed, a variable-rate fuel pressure regulator will be required to keep fuel pressure equal to boost pressure and avoid leaning out the tune as boost rises. 90003 90004 90002 90006 14/16 90003 90002 With the exception of engines running ethanol, an intercooler of some type should be considered mandatory.While air-to-air intercoolers (conventional bar-and plate-style) are the most common. Water / methanol injection, such as this Snow Performance setup are a great space saving alternative that knock considerable temperature off the intake charge. 90003 90004 90014 Intercooling 90015 90016 Boost, whether delivered from a blower or turbo will inevitably heat the intake air as a byproduct of compression. Hot air is less dense, which means less power, and is more prone to detonating.In order to quell the risk of detonation and improve power, it is ideal to remove the heat. This can be accomplished a few ways. Water / meth injection, such as kits supplied by Snow Performance, spray a fine mist of water and methanol mix into the intake air stream. As the particles of water and methanol shift from liquid to gas (known in physics as a phase change) they absorb energy. This sucks heat out of the surrounding air particles and can radically cool the intake charge. More conventional forms of intercooling, such as air-to-air intercoolers rely on airflow over a bar-and-plate heat exchanger to pull heat away from the air charge.90002 Air-to-water intercoolers are similar to air-to-air except they employ a liquid medium. In some cases, this is an ice bath, which is incredibly effective at removing heat but is impractical for a street car due to space requirements and a constant need to replenish the rapidly melting ice. 90003 90002 90014 Timing Considerations 90015 90016 In carbureted and aftermarket fuel-injected applications especially, ignition timing is a major consideration. Distributors are a great means of transferring spark energy to the cylinder but they are quite dumb.No offense intended, but distributors do not receive any feedback from the engine-nor would they be equipped to deal with it if it did-and are ignorant of any knock occurring. For this reason, it is paramount to have an intelligent ignition device feeding a signal to the distributor that can detect boost and retard the ignition advance respectively. MSD’s programmable 6AL, when coupled with a MAP sensor, does a great job of this. Most aftermarket ECUs can accomplish the same feat, and factory ECUs, when paired with a MAP sensor capable of reading boost (2 bar and up) are also able to keep timing in check.90003 90004 90002 90006 15/16 90003 90002 90006 16/16 90003 90002 The debate rages on between the simplicity of a carburetor and the ultimate control of fuel injection.The science and experience is out there to make both work, and while fuel injection offers tremendous driveability benefits, the carburetor’s venturi do have a cooling effect that fuel injection can not mimic. 90003 90004 90014 Fuel Injection vs. Blow-Through Carb 90015 90016 This is the big-ticket item, and the one that frightens a lot of old-school carburetor aficionados: to inject or not to inject. It all comes down to control. Blow-through carbs are not the black magic they once were.They work well and have the added benefit of chemically intercooling the air charge. The low-pressure zone created by the venturi, along with the latent heat of vaporization induced as gasoline is atomized at the top of the intake plenum draws significant heat out of the intake air charge. The downside is that carbs are dumb. They often do not start well when the engine is cold and they are not particularly forgiving of altitude and ambient temperature changes. Comparably, fuel injection is smart, it can adapt to changing conditions and alter fuel delivery accordingly.In the big picture, especially when boost is in the mix, it is the better option and yields superior driveability compared to even the best blow-through carbs, though it does often come with a bit of a price premium. CHP 90002 90144 Photos by Evan Perkins and courtesy of the manufacturers 90145 90003.90000 How It Works: Turbocharging | Driving 90001 90002 It used to be that turbochargers were mostly used on high-performance sports cars. They still give go-fast cars an extra boost of power, but increasingly, automakers use them on smaller engines to boost power when needed but with better overall fuel economy. They’re also used on virtually all diesel engines to produce more power. 90003 90002 A turbocharger is basically an air pump, pushing extra oxygen into the engine as needed so it can burn more fuel to make more power.90003 90002 Engines contain pistons, which move up and down in cylinders. These turn a heavy central crankshaft, the same way your legs move up and down to power a bicycle. The crankshaft’s spinning motion is used to turn the vehicle’s wheels. 90003 An Audi 3.0-L V6 engine with two turbochargers arranged in series. 90002 What makes it all move is a vapour of air and gasoline at the top of the piston. When that’s ignited by the spark plug, the force of combustion pushes the piston down to turn the crank.The burned gases are then expelled as exhaust. 90003 90002 Each piston slides down at the start of its cycle, creating a vacuum. In a non-turbo engine, known as naturally-aspirated, air rushes in when the intake valve opens, but it can only fill the cylinder at atmospheric pressure. Burning more fuel makes more power, but since the fuel / air mixture must be precise for the engine to run properly, adding more gasoline will not work, and the cylinder can not pull in any extra air. 90003 90002 In a turbocharged engine, the turbo pumps in a higher volume of air under pressure, and the vehicle’s computer responds by adding the correct amount of additional fuel.90003 90002 The turbo is powered by the exhaust gases. One side of the turbo is located at the exhaust manifold, the other at the engine’s air intake, and it contains two small fans joined by a shaft. As exhaust passes through the turbo, it spins one fan, called the turbine. This in turn spins the second fan, called the compressor, which draws in fresh air, pressurizes it, and forces it into the engine. The difference between atmospheric pressure and the amount of air pressure the turbo provides is known as boost, and is measured in pounds per square inch (psi).90003 90002 Instead of a turbo, some vehicles use a supercharger, which also forces in air but runs mechanically off the engine’s crankshaft, instead of the exhaust stream. 90003 A cutaway of a turbocharger, showing the turbine and compressor fans joined by a shaft. 90002 One of the issues with turbocharging is that air heats up as it’s compressed, and that’s the opposite of what you want. Cool air is more oxygen-dense, and so it can be mixed with more fuel and still combust properly in the cylinder.Automakers add a heat exchanger called an intercooler to the turbo system, which absorbs heat and reduces the temperature of the air entering the engine’s cylinders. 90003 90002 The turbo’s fans spin very fast — as much as 250,000 revolutions per minute or more — and there’s potential for too much pressure in the engine under maximum load. If this happens, a valve called a waste gate opens up, diverting some of the exhaust gases away from the turbine. 90003 90002 The turbocharger does not boost the engine all the time.If you’re driving moderately, the air drawn in at atmospheric pressure is enough, and the engine operates like it’s naturally-aspirated. When you hit the throttle, the engine works harder and creates more exhaust pressure. This spins the turbocharger, which in turn boosts the engine, which in turn receives more fuel — which is why these small-displacement engines can suddenly become a lot thirstier than expected when you drive them hard. (On the plus side, that extra oxygen tends to burn the fuel in the cylinder more completely, increasing the engine’s efficiency and reducing harmful emissions.) 90003 90002 The turbocharger also creates a headache for engineers because it does not immediately work at full capacity. There’s a short delay between the time you put your foot down and when the turbocharger spins to sufficient speed to provide boost and give you the desired burst of acceleration. This is known as turbo lag. 90003 90002 It used to be far more noticeable in older cars, but today, automakers use different methods to help reduce it. Lightweight turbine vanes are used, so it takes less pressure to spin them.Smaller turbochargers spool up faster and some automakers put two of them on an engine, combining a small one for quick initial boost with a larger one that can provide more power at higher engine speeds. A handful of automakers, including Volvo, use both a mechanically-driven supercharger and exhaust-driven turbocharger together on the engine to achieve this. 90003 90002 Another technology is variable geometry, which automatically adjusts the way the exhaust gas flows into the turbine wheel depending on engine speed and power requirements.90003 90002 Turbocharged engines generally do not require any additional maintenance, other than following the vehicle’s recommended oil changes and spark plug replacement. Some newer turbo engines run fine on regular-grade gasoline, but check your owner’s manual for any premium-grade requirement. 90003 90002 Most automakers just say «turbocharged,» but a few use proprietary names, such as Audi’s TFSI (for turbo fuel stratified injection) or Ford’s EcoBoost. If you’re not sure, ask if it’s a turbo before you buy.90003.90000 Simple English Wikipedia, the free encyclopedia 90001 90002 Cut-away view of an air foil bearing-supported turbocharger 90003 A 90004 turbocharger 90005, or 90004 turbo 90005, is a gas compressor. It is used to force air into an internal combustion engine. A turbocharger is a form of forced induction. It increases the amount of air entering the engine to create more power. A turbocharger has the compressor powered by a turbine. The turbine is driven by the exhaust gas from the engine.It does not use a direct mechanical drive. This helps to improve the performance of the turbocharger. 90008 90003 Early builders of turbochargers called them as «turbosuperchargers». A supercharger is an air compressor used for forcing air into an engine. They thought that by adding a turbine to turn the supercharger, it would yield a «turbosupercharger». The term was soon shortened to «turbocharger». This can now create some confusion. The term «turbosupercharged» is sometimes used to refer to an engine that uses both a crankshaft-driven supercharger and an exhaust-driven turbocharger.This is also called twincharging. 90008 90003 Some companies such as Teledyne Continental Motors still use the term 90012 turbosupercharger 90013 to refer to their turbochargers. 90008 90003 An engine creates power by burning a mixture of air and fuel. The air and fuel are put into the cylinders to burn. When they burn, they push the piston down. The piston turns the crankshaft and creates power. For car engines, this is measured 90012 horsepower 90013. 90008 90019 Naturally Aspirated (Normally Aspirated) engines [change | change source] 90020 90003 An engine that does not use a turbocharger or a supercharger is called a 90012 naturally aspirated 90013 or 90012 normally aspirated 90013 engine.Normally, when engine specifications are listed, a note is only made if the engine uses a turbocharger or supercharger. Most car engines are naturally aspirated. The power they can create is limited by the amount of air the pistons can pull into the cylinders. 90008 90019 Turbocharged engines [change | change source] 90020 90003 A turbocharger is a small fan pump that spins around a shaft. The pump is driven by the pressure of the exhaust gas. A turbocharger consists of a turbine and a compressor.They are both mounted on the same shaft. The turbine is a heat engine. It converts exhaust heat and pressure to rotation. This rotation is used to turn the compressor. The compressor takes in the draws in the outside air. It squeezes or compresses the air. It then sends the air to the engine. Because the air pressure has been increased, more air and fuel may be put into the cylinders. This is sometimes called 90012 boost pressure 90013 .With more fuel to burn, the engine can create more power. This increases the 90012 horsepower 90013 of the engine.90008 90019 Engine damage [change | change source] 90020 90003 The engine can be damaged if the air pressure in the cylinders gets too high. If there is too much exhaust gas sent to the turbine, the compressor can create too much pressure. To stop this from happening, a 90012 wastegate 90013 is used. The wastegate will limit amount of exhaust gas sent to the turbine. 90008 90003 The turbocharger was invented by Swiss engineer Alfred Büchi. His patent was applied for use in 1905. 90042 [1] 90043 Diesel ships and locomotives with turbochargers began appearing in the 1920s.90008 90019 Aviation [change | change source] 90020 90003 During the First World War French engineer Auguste Rateau fitted turbochargers to Renault engines powering various French fighters with some success. 90042 [2] 90043 90008 90003 In 1918 року, General Electric engineer Sanford Moss attached a turbocharger to a 90012 Liberty 90013 aircraft engine. The engine was tested at Pikes Peak in Colorado at 14,000 feet (4,300 m). The test was to show that the turbo could add the power airplanes lose at high altitude.Internal combustion engines lose power because at high altitude, the outside air pressure is low. Less air and fuel can be drawn into the engine. 90042 [2] 90043 90008 90003 Turbochargers were first used in production aircraft engines in the 1930s. 90008 90019 Production automobiles [change | change source] 90020 90061 The Chevrolet Corvair’s turbocharged engine. The turbo, located at top right, feeds pressurized air into the engine through the chrome T-pipe spanning the engine. 90003 The first turbocharged diesel truck was built by the «Swiss Machine Works Saurer» in тисячі дев’ятсот тридцять вісім.90042 [3] 90043 The first production turbocharged automobile engines came from General Motors in 1962. The Oldsmobile Cutlass Jetfire was fitted with a Garrett AiResearch turbocharger and the Chevrolet Corvair Monza Spyder with a TRW turbocharger. 90042 [4] 90043 90042 [5] 90043 90042 [6] 90043 90008 90003 In 1974, at Paris Auto Show, Porsche displayed the 911Turbo. This was during the height of the oil crisis. The 911Turbo was the first production sports car with exhaust turbocharger and pressure regulator.The pressure regulator was the wastegate. 90042 [7] 90043 The first production turbo diesel automobiles were the Mercedes 300SD with a Garrett turbocharger, and the Peugeot 604. Both were introduced in 1978. Today, most automotive diesels are turbocharged. 90008 90019 Racing cars [change | change source] 90020 90003 The first successful turbocharged racing engine appears to have been in 1952. Fred Agabashian in a diesel-powered Cummins Special qualified for the pole position at the Indianapolis 500.He led for 175 miles (282 km). Then the turbo was damaged by tire debris. Offenhauser’s turbocharged engines first came to Indianapolis in 1966. Their first victory came in 1 968 using a Garrett AiResearch turbocharger. Turbocharged cars dominated the 24 Hours of Le Mans between тисяча дев’ятсот сімдесят шість and 1988, and then from 2000-2007. 90008 90003 Formula One had a «Turbo Era» from 1977 until 1989. Engines with a capacity of 1500 cc could produce as much as 1500 hp (1119 kW). In 1977, Renault was the first to use turbocharged engines F1.The performance made up for the high cost. Other engine manufacturers started building turbos. The turbocharged engines took over the F1 field. They ended the Ford Cosworth DFV era in the mid 1980s. the FIA ​​decided that turbochargers were making the sport too dangerous and expensive. In 1987, the FIA ​​decided to limit the maximum boost of the turbos. In 1989, turbochargers were banned completely. 90008 90003 World Rally Car racers have long preferred turbocharged engines. They offer a very high power-to-weight ratios.Turbo power started to rise to the levels of F1 cars. The FIA ​​did not ban turbos. They restrict the turbo power by limiting the inlet diameter. 90008 90019 Parallel [change | change source] 90020 90003 Some engines use two turbochargers. They will both be the same size. They are normally smaller than used on single-turbos engines. They are often used on V-type engines, such as V6s and V8s. Each turbo is powered by a separate exhaust pipe from the engine. Because they are smaller, they reach their optimal boost more quickly.This setup of turbos is normally called a parallel twin-turbo system. The first production car with parallel twin turbochargers was the Maserati Biturbo of the early 1980s. 90008 90019 Sequential [change | change source] 90020 90003 Some car builders avoid turbo lag (below) by using two small turbos. The normal setup is to have one turbo working all the time. The seconds turbo will only start working at higher RPM. Because the turbos are smaller, they do not have as much turbo lag. The second turbo will be able get to full speed before it is required.This setup is normally called a sequential twin-turbo. Porsche first used this technology in 1985 in the Porsche 959. 90008 90019 Diesel [change | change source] 90020 90003 Turbocharging is very common on diesel engines in automobiles, trucks, locomotives, ships, and heavy machinery. Diesels are particularly suitable for turbochargers for several reasons: 90008 90096 90097 Turbocharging can dramatically improve an engine’s power and power-to-weight ratio. 90098 90097 Truck and industrial Diesel engines normally run at their maximum speed.This reduces problems with turbo lag. 90098 90097 Diesel engines have no engine knock. The diesel fuel is injected at the end of the compression stroke, and ignited by compression heat. Diesel engines can use much higher boost pressures than gasoline powered engines. 90098 90103 90019 Motorcycle [change | change source] 90020 90003 Using turbochargers to increase performance was very appealing to the Japanese builders in the 1980s. The first example of a turbocharged motorcycle is the 1978 Kawasaki Z1R TC.It used a Rayjay ATP turbo kit to build 0.35 bar (5 lb) of boost. This raised the power up from 90 hp (67 kW) to 105 hp (78 kW). It was only slightly faster than the standard model. Several other motorcycles were built with turbos. Turbo applications for motorcycles increased their price. The small gains in performance were not worth the extra cost. Since the mid 1980s, no manufacturers have produced turbocharged motorcycles. 90008 90019 Aircraft [change | change source] 90020 90003 A natural use of the turbocharger is with aircraft engines.As an aircraft climbs to higher altitudes, the pressure of the surrounding air quickly decreases. A turbocharger fixes this problem by compressing the air to higher pressures. 90008 90003 Compressing the air increases its temperature. This causes several problems. Increased temperatures can lead to engine knock because of increased cylinder head temperatures. Hot air can not burn as much fuel as cold air. This will decrease the power produced. 90008 90003 The common method of dealing with the hotter air is to cool it.The most common way is to use an inter-cooler or after-cooler. These coolers reduce the temperature of the air before it enters the engine. 90008 90003 Modern turbocharged aircraft usually do not need to cool the incoming air. Their turbochargers are generally small and the pressures created are not very high. Thus, the air temperature is not increased very much. 90008 90003 To run a supercharger, it needs to take away some power from the engine. The power it adds is more than the power it uses.A turbocharger uses the exhaust gases. This is heat energy that would be wasted. 90008 90019 Reliability [change | change source] 90020 90003 Turbochargers can be damaged by dirty or poor oil. Most manufacturers recommend more frequent oil changes for turbocharged engines. The turbocharger will heat when running. Many recommend letting the engine idle for several minutes before shutting the engine off. This gives the turbo time to cool down. This will increase the life of the turbo. 90008 90019 Turbo lag [change | change source] 90020 90003 The time required for the turbo to build up the needed pressure is called 90012 turbo lag 90013.This is noticed as a hesitation in engine response. This is caused by the time taken for the exhaust system to speed up the turbine. The directly-driven compressor in a supercharger does not have this problem. 90008 90003 Lag can be reduced by using lighter parts. This allows the turbine to start faster. Other mechanical changes can reduce turbo lag, but at an increase in cost. 90008 .