Cheap Turbo Kit
Cheap Turbo Kit
A turbocharger , or turbo , is a gas compressor that is used for forced-induction of an internal combustion engine. A form of supercharger, the purpose of a turbocharger is to increase the density of air entering the engine to create more power. However, a turbocharger has the compressor powered by a turbine, driven by the engine's own exhaust gases, rather than direct mechanical drive as with many other superchargers.
Nomenclature
Early manufacturers of turbochargers referred to them as "turbosuperchargers". A supercharger is an air compressor used for forced induction of an engine. Logically then, adding a turbine to turn the supercharger would yield a "turbosupercharger". However, the term was soon shortened to "turbocharger". This is now a source of confusion, as the term "turbosupercharged" is sometimes used to refer to an engine that uses both a crankshaft-driven supercharger and an exhaust-driven turbocharger.
Some companies such as Teledyne Continental Motors still use the term turbosupercharger in its original sense.
Operating principle
A turbocharger is a small radial fan pump driven by the energy of the exhaust gases of an engine. A turbocharger consists of a turbine and a compressor on a shared shaft. The turbine converts exhaust heat to rotational force, which is in turn used to drive the compressor. The compressor draws in ambient air and pumps it in to the intake manifold at increased pressure, resulting in a greater mass of air entering the cylinders on each intake stroke.
The objective of a turbocharger is the same as a supercharger; to improve the engine's volumetric efficiency by solving one of its cardinal limitations. A naturally aspirated automobile engine uses only the downward stroke of a piston to create an area of low pressure in order to draw air into the cylinder through the intake valves. Because the pressure in the atmosphere is no more than 1 atm (approximately 14.7 psi), there ultimately will be a limit to the pressure difference across the intake valves and thus the amount of airflow entering the combustion chamber. Because the turbocharger increases the pressure at the point where air is entering the cylinder, a greater mass of air (oxygen) will be forced in as the inlet manifold pressure increases. The additional air flow makes it possible to maintain the combustion chamber pressure and fuel/air load even at high engine revolution speeds, increasing the power and torque output of the engine.
Because the pressure in the cylinder must not go too high to avoid detonation and physical damage, the intake pressure must be controlled by venting excess gas. The control function is performed by a wastegate, which routes some of the exhaust flow away from the turbine. This regulates air pressure in the intake manifold.
History
The turbocharger was invented by Swiss engineer Alfred Büchi. His patent for a turbocharger was applied for use in 1905. Diesel ships and locomotives with turbochargers began appearing in the 1920s.
Aviation
During the First World War French engineer Auguste Rateau fitted turbo chargers to Renault engines powering various French fighters with some success.
In 1918, General Electric engineer Sanford Moss attached a turbo to a V12 Liberty aircraft engine. The engine was tested at Pikes Peak in Colorado at 14,000 feet (4,300 m) to demonstrate that it could eliminate the power losses usually experienced in internal combustion engines as a result of reduced air pressure and density at high altitude.
Turbochargers were first used in production aircraft engines in the 1930s before World War II. The primary purpose behind most aircraft-based applications was to increase the altitude at which the airplane could fly, by compensating for the lower atmospheric pressure present at high altitude. Aircraft such as the P-38 Lightning, B-17 Flying Fortress, and P-47 Thunderbolt all used turbochargers to increase high altitude engine power.
Production automobiles
The first turbocharged diesel truck was produced by the "Schweizer Maschinenfabrik Saurer" (Swiss Machine Works Saurer) in 1938.
The first production turbocharged automobile engines came from General Motors in 1962. The Y-body Oldsmobile Cutlass Jetfire was fitted with a Garrett AiResearch turbocharger and the Chevrolet Corvair Monza Spyder with a TRW turbocharger. Porsche in 1974 at the Paris Auto Show during the height of the oil crisis, presents the 911Turbo – the world’s first production sports car with exhaust turbocharger and pressure regulator. This was made possible by the introduction of a wastegate to relieve excess pressure.
The world's first production turbo diesel automobiles were the Garrett turbocharged Mercedes 300SD and the Peugeot 604, both introduced in 1978. Today, most automotive diesels are turbocharged.
Competition cars
The aircraft engineer Frank Halford experimented with turbocharging in his modified Aston Martin racing car the Halford Special , but it is unclear whether or not his efforts were successful. The first successful application of turbocharging in automotive racing appears to have been in 1952 when Fred Agabashian in the diesel-powered Cummins Special qualified for pole position at the Indianapolis 500 and led for 175 miles (282 km) before ingested tire shards disabled the compressor section of the Elliott turbocharger. Offenhauser's turbocharged engines returned to Indianapolis in 1966, with victories coming in 1968 using a Garrett AiResearch turbocharger. The Offenhauser turbo peaked at over 1,000 hp (750 kW) in 1973, while Porsche dominated the Can-Am series with a 1,100 hp (820 kW) 917/30. Turbocharged cars dominated the 24 Hours of Le Mans between 1976 and 1988, and then from 2000-2007.
In Formula One, in the so called "Turbo Era" of 1977 until 1989, engines with a capacity of 1500 cc could achieve anywhere from 1000 to 1500 hp (746 to 1119 kW) (Renault, Honda, BMW, Ferrari). Renault was the first manufacturer to apply turbo technology in the F1 field, in 1977. The project's high cost was compensated for by its performance, and led to other engine manufacturers following suit. The turbocharged engines took over the F1 field and ended the Ford Cosworth DFV era in the mid 1980s. However, the FIA decided that turbochargers were making the sport too dangerous and expensive. In 1987 F1 decided to limit the maximum boost pressure before the technology was banned completely for 1989.
In drag racing, an 1,800 hp (1,340 kW), twin-turbocharged Pontiac GTA developed by Gale Banks of Southern California, set a land speed record for the "World's Fastest Passenger Car" of 277 mph (446 km/h). This event was chronicled at the time in a 1987 cover story published by Autoweek magazine. Gale banks engineering also built and raced several diesel-powered drag racing machines, including the "World's Fastest Diesel Truck," a street-legal 735 hp (548 kW) Dodge Dakota pick-up that towed its own trailer to the Bonneville Salt Flats and then set an official F.I.A. two-way speed record of 217 mph (349 km/h) with a one-way top speed of 222 mph (357 km/h). This latter vehicle also showed the fuel economy of a turbocharged diesel engine by averaging 21.2-mpg on the Hot Rod Power Tour.
In Rallying, turbocharged engines of up to 2000 cc have long been the preferred motive power for the Group A/NWorld Rally Car (top level) competitors, due to the exceptional power-to-weight ratios attainable. This combines with the use of vehicles with relatively small bodyshells for maneuverability and handling. As turbo outputs rose to similar levels as the F1 category the FIA, rather than banning the technology, enforced a restricted turbo inlet diameter (currently 34 mm).
Design and installation
Components
The turbocharger has four main components. The turbine (almost always a radial turbine) and impeller/compressor wheels are each contained within their own folded conical housing on opposite sides of the third component, the center housing/hub rotating assembly (CHRA).
The housings fitted around the compressor impeller and turbine collect and direct the gas flow through the wheels as they spin. The size and shape can dictate some performance characteristics of the overall turbocharger. Often the same basic turbocharger assembly will be available from the manufacturer with multiple housing choices for the turbine and sometimes the compressor cover as well. This allows the designer of the engine system to tailor the compromises between performance, response, and efficiency to a
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