Turbocharger Shishank Shekher(2K20/AE/62)

Satwik Bajpai(2K20/AE/59)

TURBOCHARGER

A PROJECT REPORT
SUBMITTED IN COMPLETE FULFILMENT OF THE REQUIREMENTS
FOR THE MIDDLE TERM EVALUATION
OF
BACHELOR OF TECHNOLOGY
IN
[METALLURGY AND ENGINEERING MATERIALS]
Submitted by:
SHISHANK SHEKHER
2K20/AE/62
SATWIK BAJPAI
2K20/AE/59

Under the supervision of

Prof. Roop Lal Rana

METALLURGY AND ENGINEERING MATERIALS

DELHI TECHNOLOGICAL UNIVERSITY

(FORMERLY Delhi College of Engineering)

Bawana Road, Delhi-110042

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

METALLURGY AND ENGINEERING MATERIALS

DELHI TECHNOLOGICAL UNIVERSITY

(FORMERLY Delhi College of Engineering)

Bawana Road, Delhi-110042

CANDIDATE’S DECLERATION

We, (Satwik Bajpai, 2K20/AE/59, Shishank Shekher,

2K20/AE/62) students of B. Tech. hereby declare that the
project Dissertation titled “Turbocharger” which is
submitted by us to the Department of Metallurgy And
Engineering Materials, Delhi Technological University, Delhi
in partial fulfilment of the requirement for the middle term
evaluation of Bachelor of Technology is correct and have
been taken references from different sources.

Place: Delhi Date:

Satwik Bajpai (2K20/AE/59)

Shishank Shekher (2K20/AE/62)

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

TURBOCHARGER

DELHI TECHNOLOGICAL UNIVERSITY

(FORMERLY Delhi College of Engineering)

Bawana Road, Delhi-110042

ABSTRACT

A turbocharger, commonly known as a turbo, is a turbine-driven,

forced induction device that increases an internal combustion
engine's power output by forcing extra compressed air into the
combustion chamber. In this project we will study about the casting
process and technique of the turbo, and how its assembled and
placed into position in a vehicle.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

Contents
1. Introduction
2. Step By Step Working
3. The Extra Power
4. Types of Turbocharges
5. Materials and Working Condition
6. Casting Process
• Turbine
• Shaft
7. Assembling
• Turbine Side
• Compressor Side
8. Construction
9. Placement/Positioning
• Installation of Rear Mount Turbo
• Disadvantages of RMT
10. Advantages And Disadvantages Of Turbo`S
11. References

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

INTRODUCTION

A turbocharger, colloquially known as a turbo, is a turbine-driven,

forced induction device that increases an internal combustion
engine's efficiency and power output by forcing extra compressed air
into the combustion chamber. This improvement over a naturally
aspirated engine's power output is because the compressor can
force more air—and proportionately more fuel—into the combustion
chamber than atmospheric pressure (and for that matter, ram air
intakes) alone.
Turbochargers were originally known as turbosuperchargers because
all forced induction devices are classified as superchargers.
Technically, turbochargers are superchargers, however today, the
term "supercharger" is typically applied only to mechanically driven
forced induction devices. The key difference between a turbocharger
and a conventional supercharger is that a supercharger is
mechanically driven by the engine, often through a belt connected to
the crankshaft, whereas a turbocharger is powered by a turbine
driven by the engine's exhaust gas. Compared with a mechanically
driven supercharger, turbochargers tend to be less responsive. Twin
charger refers to an engine with both a supercharger and a
turbocharger.
Manufacturers commonly use turbochargers in truck, car, train,
aircraft, and construction-equipment engines. They are most often
used with Otto cycle and Diesel cycle internal combustion engines.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

STEP BY STEP WORKING

The basic idea is that the exhaust drives the turbine (the red fan),
which is directly connected to (and powers) the compressor (the blue
fan), which rams air into the engine. For simplicity, we're showing
only one cylinder. Here then, in summary, is how the whole thing
works:

1. Cool air enters the engine's air intake and heads toward the
compressor.
2. The compressor fan helps to suck air in.
3. The compressor squeezes and heats up the incoming air and
blows it out again.
4. Hot, compressed air from the compressor passes through the heat
exchanger, which cools it down.
5. Cooled, compressed air enters the cylinder's air intake. The extra
oxygen helps to burn fuel in the cylinder at a faster rate.
6. Since the cylinder burns more fuel, it produces energy more
quickly and can send more power to the wheels via the piston,
shafts, and gears.
7. Waste gas from the cylinder exits through the exhaust outlet.
8. The hot exhaust gases blowing past the turbine fan make it rotate
at high speed.
9. The spinning turbine is mounted on the same shaft as the
compressor (shown here as a pale orange line). So, as the turbine
spins, the compressor spins too.
The exhaust gas leaves the car, wasting less energy than it would
otherwise.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

THE EXTRA POWER

Where does the extra power come from?

Turbochargers give a car more power, but that extra power is not
coming directly from the waste exhaust gas—and that sometimes
confuses people. A turbocharger, harnesses some of the energy in
the exhaust to drive the compressor, which allows the engine to
burn more fuel each second. This extra fuel is where the car's extra
power comes from. All the exhaust gas is doing is powering the
turbocharger and, because the turbocharger isn't connected to the
car's crankshaft or wheels, it's not directly adding to the car's driving
power in any way. It's simply enabling the same engine to burn fuel
at a faster rate, so making it more powerful.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

How much extra power can you get?

If a turbocharger gives an engine more power, a bigger, better

turbocharger will give it even more power. In theory, one could keep
improving your turbocharger to make your engine more and more
powerful, but one will eventually hit a limit. The volume of a cylinder
is finite, thus the amount of fuel it can burn is finite. There's a
definite amount of air one can force into them through an inlet of a
certain size, and thus amount of gas exhausted in finite, which limits
the energy you can use to drive your turbocharger. In other words,
there are other limiting factors that come into play that one has to
take into account as well.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

TYPES OF TURBOCHARGERS

There are a number of different types of turbocharger used within

the automotive industry:

• Single-Turbo
• Twin-Turbo
• Twin-Scroll Turbo
• Variable Geometry Turbo
• Variable Twin Scroll Turbo
• Electric Turbo

Single-Turbo

Single turbochargers are what most people think of as turbos. By

differing the size of the elements within the turbo, completely
different torque characteristics can be achieved. Large turbos
provide higher levels of top end power, whilst smaller turbos can
spool faster and provide better low-end power. They are a cost-
effective way of increasing engine power and efficiency, and as such
have become increasingly popular.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

Twin-Turbo

As the name implies twin-turbos mean adding a second turbocharger

to an engine. In the case of V6 or V8 engines, this can be done by
assigning a single turbo to work with each cylinder bank. They can be
used in two configurations, parallel or sequential, the former being
more common. Parallel combination reduces turbolag, whereas,
sequential increases the rpm range.

Twin-Scroll Turbo

Twin-scroll turbochargers require a divided-inlet turbine housing and

exhaust manifold that pairs the correct engine cylinders with each
scroll, independently. This layout provides more efficient delivery of
exhaust gas energy to the turbo, and results and helps provide
denser, purer air into each cylinder. Twin-scroll turbochargers
promise to increase low-end torque, improve boost response, raise
power throughout the powerband, maximize turbine efficiency,
reduce engine pumping losses, improve fuel economy, and decrease
intake charge dilution during valve overlap and lower exhaust gas
temperatures.
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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

Variable Geometry Turbocharger (VGT)

Typically, VGTs include a ring of aerodynamically-shaped vanes in the

turbine housing at the turbine inlet. In turbos for passenger cars and
light commercial vehicles, these vanes rotate to vary the gas swirl
angle and the cross-sectional area. These internal vanes alter the
turbos area-to-radius (A/R) ratio to match the engines RPM, and so
give peak performance.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

Variable Twin-Scroll Turbocharger (VTS)

As the name suggests a VTS turbocharger combines the advantages

of a twin-scroll turbo and a variable geometry turbo. It does this by
the use of a valve which can redirect the exhaust airflow to just a
single scroll, or by varying the amount the valve opens can allow for
the exhaust gases to split to both scrolls. The VTS turbocharger
design provides a cheaper and more robust alternative to VGT
turbos, meaning it is a viable option for petrol engine applications.
However, VST is a very delicate type of turbocharger, therefore,
much more exotic materials must be used to make a good quality
VTS, which is not cost efficient.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

Electric Turbochargers

An electric turbocharger is used to eliminate turbo lag and assist a

normal turbocharger at lower engine speeds where a conventional
turbo is not most efficient. This is achieved by adding an electric
motor that spins up the turbo’s compressor from start and through
the lower revs, until the power from the exhaust volume is high
enough to work the turbocharger.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

Materials used for the construction of the turbocharger

In modern cars, in which attention is drawn largely on issues of

ecology, the engines are significantly labored. Their volume
displacements are becoming smaller and obtained power ratings
comparable to the previously used engines of larger volume
displacement. As can be seen the use of turbochargers in modern
power units is on the agenda. Compared to previous years, the
emphasis has changed to their burden. Currently, the turbocharger is
one of the most important elements of a modern engine. Therefore,
it must be made of good material, as long as possible to be able to be
operated.
Material called “Niresist” is used for turbine casings. It contains: 11-
16% Ni, 2.5% Si, up to 2% Mn, 4% Cr and 8% Cu. This material has a
high heat resistance, resistance to abrasion and corrosion. To build
the hulls of compressors used aluminum alloys. For turbine rotors
material is used with the name “Inconel” (an alloy of nickel,
chromium, cobalt, iron and nickel content of 46-65%), “MarM247
‘(19% Cr, 9% Fe, 5% Nb, 3% Mo, 0 9% Ti, 0.6% Al, and 0.05% C), or
titanium. All of these materials used for turbine rotors are
characterized by high heat resistance, and hence high resistance to
high operating temperatures and corrosion resistance. Chromium-
nickel-tungsten (containing 0.25% C, 0.4% Mn, 1.5% Cr, 4.2% Ni and
1% W), in other words, structural steels for quenching and tempering
are applied to the construction of Turbocharger. Bearings, which
must be characterized by resistance to high operating temperatures
and abrasion resistance usually are made of bronze alloys B102.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

Turbocharger working conditions

The working conditions of modern turbochargers are quite heavy.

High speeds, reach up over 200 thousand. rev / min. Exhaust gas
temperature using a turbocharger are higher than in the case of the
discharge smoke from naturally aspirated engines. For engines with
ignition gas temperature approx. 700 degrees Celsius, and in the case
of a spark-ignition engine is about 1000 degrees Celsius. As a result,
the exhaust gas temperature and pressure pulsations to the present
exhaust is necessary to use quenched and materials on such
elements as impellers, turbine casings, compressors, shafts and plain
bearings.
Long-term operation of the turbocharger is directly related to the
care of the vehicle. By taking care of the vehicle is meant frequent oil
changes (preferably once a year) with the oil filter and air filter. This
results in avoiding getting particles of different materials to the
impeller of the compressor, which is very precise and sensitive to
such contaminants part.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

CASTING PROCESS
A turbocharger harnesses a vehicle's exhaust gases to compress
fresh air forcing that pressurized air into the engine`s combustion
chamber for a turbocharged performance. With it a small engine can
be as powerful as a larger one using energy that would otherwise
disappear out the tailpipe. The exhaust gas turbocharger is an
invention that dates back over a century but in recent years the
concept has literally been picking up speed. Design tweaks in the use
of lighter materials mean a bigger boost to engine output so a small
engine can be as powerful as a larger one without guzzling extra fuel.

Regarding the exhaust gases, the turbine wheel in the turbine

housing absorbs the energy from the exhaust gases and mechanically
transmits it to the compressor via a shaft. The turbine wheel can turn
with a speed of 160,000 to 300,000 rpm. In a spark-ignition engine,
exhaust gas temperatures of up to 1,050°C must be endured in the
area of the turbine housing. The turbine wheel, the bypass flap and
the heat shield also reach correspondingly high temperatures. The
heat shield prevents the heat from penetrating into the bearing
housing. In general, the bearing housing is water-cooled in order to
prevent an impermissible temperature rise after the engine has been
switched off. In this component, four different media come together
in a confined space:

• Hot exhaust gas

• Cold air
• Water for cooling
• Oil that must not get too hot

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

The production begins at the foundry, an overhead sprayer blows

sand into the shaped of the cavity of the box. The spring action
activates a binder applied to the sand, which causes a chemical
reaction solidifying the particles. The hardened sand shape is
extracted from the box, this shape is called the core.

This will be used to mold the inside of the turbocharger housing.

Using a high precision filing tool, any little bumps or rough edges are
filed down by a professional. Then, an adhesive is applied around the
border of a second sand mold, and is glued with the first part
building up a core. A putty-like compound is used to plug gaps (if
any).

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

The smaller cores are made

using a different technique.
Here, the boxes are rocked
which causes the sand to
flow into a shaped cavity.
The sand is mixed with heat
sensitive chemicals. Flame is then aimed at an opening in the box as
burners warm the rest from sides. This triggers a reaction that
hardens the sand inside so it takes the shape of the cavity. This
results in a smaller turbocharger.

The cores are now placed in a mold, which is made of hardened

sand. Machines are employed to lift the bottom half of the mold to
the top half, essentially closing the bowl. Molten Aluminum is
poured into it, and it flows into spaces between the cores and outer
mold. The aluminum solidifies in a minute and the mold is tumbled
onto a conveyer revealing the cast turbocharger parts. They are
connected by hardened flow lines.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

In turbocharger factory, computerized tools carve and contour the

aluminum part to specification. They are measured in thousandth of
an inch.

(before and after)

Casting of the turbine and shaft

The turbine wheel is the component of the turbocharger that is

subjected to most stress. Here, too, temperatures reach up to
1,050°C, and the purely mechanical forces place the component
under extreme stress. These turbine wheels are generally melted

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

from high-strength nickel base alloys. The entire process, from

melting to casting, takes place in a vacuum.

Turbine

Perhaps the most vital component at the beginning of the

manufacturing process is the Inconel austenitic nickel-chromium-iron
alloy turbine wheel, a high strength investment casting.

Inconel is a material that manufacturing engineer’s dislike. It is

designed to withstand high temperatures, with an inevitable trade-
off in machinability. Therefore, a casting process has been developed
and progressively refined to provide a casting profile that requires
minimal machining.

The process for casting a turbine wheel includes steps of identifying a

metal composition from which the turbine wheel is to be cast,
providing a mould that defines a cavity into which molten metal
composition is to be poured for casting the wheel, providing a seed
member made of the metal composition and having an equiaxed
grain structure, disposing at least a portion of the seed member
within the cavity of the mould, pouring the molten metal
composition into the cavity such that the molten metal composition
envelopes the portion of the seed member within the cavity, and
controlling the process so that the portion of the seed member at
least partially melts through contact with the molten metal
composition and so that, upon cooling, the metal composition
around the seed member solidifies with an equiaxed grain structure
as precipitated by the equiaxed grain structure of the seed member.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

Shaft

Starting life as a steel forging, the shaft is friction welded to the

turbine wheel. Friction welding was developed in the 1980s as a
relatively low cost and reliable welding process, which proved ideal
for attaching a turbocharger’s comparatively soft steel shaft to the
much harder turbine wheel investment casting. More traditional
welding techniques had proved less than satisfactory, but intensive
development of friction welding led to a process that is consistent
and reliable. During the process, friction between a rotating and a
stationary component causes the two metals to become red hot, at
which stage pressure is applied to forge the parts together. Typically,
the shaft length is reduced by 3mm during the process.

Quality is controlled by careful monitoring of the process

parameters, notably speed and pressure. To ensure effective process
control, random samples of the conjoined turbine/shaft component
are regularly tensile tested to destruction.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

Assembly of Turbocharger

There are three main parts of a turbocharger:

▪ Turbine
▪ Impeller / Compressor
▪ Central Hub

A turbocharger consists of a compressor wheel and exhaust gas

turbine wheel coupled together by a solid shaft and that is used to
boost the intake air pressure of an internal combustion engine. The
exhaust gas turbine extracts energy from the exhaust gas and uses it
to drive the compressor and overcome friction. In most automotive-
type applications, both the compressor and turbine wheel are of the

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

radial flow type. Some applications, such as medium- and low- speed
diesel engines, can use an axial flow turbine wheel instead of a radial
flow turbine. The flow of gases through a typical turbocharger with
radial flow compressor and turbine wheels.

Turbine Side

The turbine side is usually made of cast iron material. The inlet side
of the turbine have nozzle blade ring which is used for two purposes
–

• To guide the incoming gas onto the turbine wheel

• To house the turbine bearings
The outlet side of the turbine casing consists of blower and air
passages to supply air to labyrinths seals.

Compressor Side
The compressor side is usually made of aluminum alloys and it also
consists of two parts. The inlet part or casing deals with drawing air
from the surrounding areas i.e. engine room or deck spaces. If air is
drawn from the deck spaces, special ducting is made for the same.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

The advantage of drawing air from the deck spaces is low air
temperature and humidity. While the advantage of drawing air from
the engine space is that the air is pressurized and there is no need
for long and complex ducting arrangements.

The main parts on the compressor side are inducer, impeller, diffuser
and inlet and outlet casing.

Mainly two type of compressors are used in a turbocharger.

▪ Centrifugal compressors
▪ Axial flow compressors

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

Centrifugal compressors are generally used in applications where the

size of turbocharger is to be kept small, for e.g., turbocharger in
automotive system.

Axial flow compressors are used in applications of larger radial units

where internal modifications might be needed. They are most
efficient with engines using heavy oils.

Cross-sectional area of the turbine

region.

Construction/Assembly
The turbine wheel and compressor wheel are contained in their own
conical housing. The amount of air supplied depends upon the sizes
of these wheels. The shaft connecting these two wheels is placed in a

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

central hub with the help of bearings which is placed at the two ends
of turbine and impeller wheel. Due to high speed of rotation,
extreme heat is generated in the hub. So Water cooling is provided
for the casing.

Sealing arrangements are made between the compressor and

turbine side to prevent mixing of gases with the help of labyrinth
seals. A filter is also provided on the turbine side to ensure that the
air going to the compressor side is free of any impurities.

The turbine side is usually made of cast iron material. The inlet side
of the turbine have nozzle blade ring which is used to guide the
incoming gas onto the turbine wheel and also to house the turbine
bearings. The outlet side of the turbine casing consists of blower and
air passages to supply air to labyrinths seals.

The compressor side is usually made of aluminum alloys and it also

consists of two parts. The inlet part or casing deals with drawing air
from the surrounding areas. The main parts on the compressor side
are inducer, impeller, diffuser and inlet and outlet casing.

Positioning/Placement of Turbocharger
In general, turbocharger should be placed in the hottest areas of an
engine bay as turbine efficiency is proportional to the kinetic energy
of the incoming air to the turbocharger fins. So the hotter the air, the
better.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

An alternative placement for a turbocharger is to have it rear-

mounted as part of the exhaust system, replacing the

silencer/backbox with the turbine and multiple routes of additional

tubing. Although these systems may look fairly impressive and offer
what may seem like a bunch of advantages to a standard
turbocharged system.

The exhaust turbine can be placed anywhere on the exhaust. The

compressor side can be placed in front of the throttle valves or
behind.

On the intake side, the turbocharger must be placed between intake

box and intake valve. In case of gasoline engines, the throttle position
plays an important role. In case of carburettor, there might be some
problems. With fuel injection, the applied technology has influence. It
makes a difference, if there is a single point injection, a multipoint
injection or a direct injection system.

On the exhaust side of the engine, the number and configuration of

cylinders influences the position of the turbocharger, because the
pressure waves might influence the turbocharger performance. In
modern engines, the turbocharger is often positioned after a specific

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

adjusted set of exhaust pipes (lengths and diameters) to gather the

positive effects of gas dynamics.

A rear-mounted turbo follows the same operational principles as a

traditional turbocharger but is just further away from the engine bay.
This keeps the temperatures in check as the exhaust dissipates much
of the heat. Plus, the longer run means the boost levels are lower,
and the spool rates are lower.

It also makes mapping the turbo easier & offers a pretty simple low
boost turbo solution where engine bay space is limited. Also, the
intake air is channeled back from the turbo compressor to the front
& into the engine. Despite the long run, the delivery is practical and
purposefully instantaneous, and if the pipework is in good condition,
there will only be a minor loss in boost pressure.

Rear Mount Turbo.

Installation of Rear-Mounted Turbocharger

Further, to install a rear-mounted turbo kit, cut into the exhaust and
direct the exhaust flow into the turbo intake. Get a heat shield,
especially if the turbo is going to be mounted near the fuel tank.
Reroute the engine intake through the rear-mounted turbo, and we
strongly recommend using good quality pipes, preferably metal.

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

However, high-quality silicone hoses can also work and are easier to
fit. It means the air intake will be at the rear of the car to avoid the
hot temperatures of the engine bay and a double run of pipe from
the air filter to the turbo & back again.

Unless opted for an oil-less turbo, it will need a supply of oil, either
its pumped supply with a cooler or taking a feed from the engine oil.
Next, adjust the fueling & timing, a specialist job.

A remap on a rolling road might be the only option to avoid blowing

up the engine and want to extract the maximum amount of power
from the mods. Injectors will also need to be updated, and many
standard air filters will be unable to flow enough air where a turbo
has been added.

More importantly, add safety systems as well. These safety systems

would be detrimental to the turbo to keep the engine running if the
turbo becomes too hot or somehow the oil line is cut.

Depending on the vehicle’s mapping, factor in some modifications to

control the exhaust flow through the turbo. This is done with a form
of a wastegate control and a diverter valve to cut in when you come
off the throttle to avoid over boost.

If high boost levels are running, reduce the engines compression

ratio or introduce other measures against detonation like adding
water injection & using higher octane fuel. Thankfully the rear-
mounted turbo is relatively simple in its setup and tolerates a wide
range of varying conditions compared to a conventional turbo.

Disadvantages of Rear-Mounted Turbocharger.

First of all, there’s the sheer amount of tubing that has to be placed
below the car to integrate the turbo. All of that compressed air from

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the turbo has to get back to the engine to be forced back into the
cylinders, so intricate piping has to be put in place to achieve this.
This is also applicable for the oil system which will need a long feed
from the sump to function properly, or a bespoke oil reservoir put in
place to cope with the demands of the hot turbocharger.
Also, if all this tubing isn’t designed properly - with the right
increases and decreases in diameter (especially to match the
turbocharger inlet) - turbo lag will become a serious issue. With the
turbocharger not being situated in close proximity to the inlet
manifold, natural lag will be present as the compressed air has to
travel further to reach the engine’s cylinders. Although this can be
combated with a finely-tuned tubing system, most bolt-on kits will
probably not be 100 per cent suited to the car’s powertrain.

ADVANTAGES AND DISADVANTAGES OF TURBO`S

ADVANTAGES

➢ Using turbochargers increase the engine`s power output for the

same size of engine.
➢ An engine fitted with a turbocharger is much smaller and lighter
than an engine producing the same power without a
turbocharger, so a turbocharged car can give better fuel
economy in that respect. For example: Manufacturers now
prefer a turbocharged V6 instead of a V8.
➢ They burn fuel with more oxygen, they tend to burn it more
thoroughly and cleanly, hence producing less air pollution.

DISADVANTAGES

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Turbocharger Shishank Shekher(2K20/AE/62)
Satwik Bajpai(2K20/AE/59)

➢ The fuel economy benefits promised by early turbochargers

didn't always turn out as impressively as manufacturers claimed.
One 2013 study, by Consumer Reports, found small
turbocharged engines giving significantly worse fuel economy
than their "naturally aspirated" (conventional) counterparts.
➢ Turbocharging is all about getting more from the same basic
engine design, and many of the engine components have to
suffer higher pressures and temperatures, which can make parts
fail sooner; that's why, generally, turbocharged engines don't
last as long.
➢ Since the turbocharger is powered by the exhaust gas, there's
often a significant delay (called turbo lag) between when
accelerator is pressed and when the turbo kicks in, and that can
make turbo cars very different (and sometimes very tricky) to
drive.

REFERENCES:
• https://en.wikipedia.org/wiki/Turbocharger
• www.carthrottle.com
• www.researchgate.net
• www.dieselnet.com
• www.brighthubengineering.com
• www.marinesite.info
• www.linkedin.com

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