TURBO &

SUPER CHARGER

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TURBOCHARGERS
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TURBO & SUPER CHARGER
• A Normally Aspirated Engine Will Lose 3% Of Its Horsepower With Every 1,000-foot Increase In Altitude. But A
Turbocharged Vehicle Will Not Lose Power When Driven From Low To Higher Altitude.

• The Rpm Of The Turbine Increases About 2% For Every 1,000-foot Increase In Altitude. This Is Especially
Advantageous For Smaller Turbocharged Aircraft That Use Piston Engines At Higher Altitudes.

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TURBO & SUPER CHARGER
• BOOST AND COMPRESSION RATIOS
• This extra air causes the effective compression ratio to be greater than the mechanical compression ratio designed into the engine. The
higher the boost pressure, the greater the compression ratio.

• This means that any engine that uses a supercharger or turbocharger must use all of the following engine components.

1. Forged pistons, to withstand the increased combustion pressures

2. Stronger than normal connecting rods
3. Piston oil squirters that direct a stream of oil to the underneath part of the piston, to keep piston temperatures under control
4. Lower compression ratio compared to a naturally aspirated engine

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 TURBOCHARGERS

AIRFLOW REQUIREMENTS

• Naturally aspirated engines with throttle plates use atmospheric pressure to push an air-fuel mixture into the combustion chamber

• 4-stroke engine can take in only so much air, and how much fuel it needs for proper combustion depends on how much air it takes in.

• Engineers calculate engine airflow requirements using three factors.

• 1. Engine displacement
• 2. Engine revolutions per minute (RPM)
• 3. Volumetric efficiency
 TURBOCHARGERS
VOLUMETRIC EFFICIENCY
It is a comparison of the actual volume of air-fuel mixture drawn into an engine to the theoretical maximum volume that could be drawn in.

• If the engine takes in the airflow volume slowly, a cylinder might fill to capacity. It takes a definite amount of time for the airflow to
pass through all the curves of the intake manifold and valve port.

• VE% ↓↓ → Engine speed ↑↑ due to the shorter amount of time for the cylinders to be filled with air during the intake stroke.

• At high speed, it may drop to as low as 50%.

• The average stock gasoline engine never reaches 100% volumetric efficiency. A new engine is about 85% efficient.
 TURBOCHARGERS

SUPERCHARGING AND ENGINE POWER

• When the engine is running, atmospheric pressure is not a sufficient force to fill the cylinder completely with air and its volumetric efficiency
will be less than 100%.

• Engine power output is directly related to its VE, and supercharging provides a means of filling the cylinder more completely.

• Adding 5 psi of boost pressure to a typical in-line six-cylinder GM light truck engine results in about 70 additional horsepower.
TURBO & SUPER CHARGER

Advantages of supercharging an engine, including:

1. It increases the air-fuel charge density to provide high compression pressure when power is required, but allows the engine to run on
lower pressures when additional power is not required.

2. The pumped air pushes the remaining exhaust from the combustion chamber during intake and exhaust valve overlap.

3. The forced airflow and removal of hot exhaust gases lowers the temperature of the cylinder head, pistons, and valves, and helps extend
the life of the engine.

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TURBO & SUPER CHARGER

• Smaller Displacement Engine Can Achieve Better Fuel Economy Than A Larger, Non-turbocharged Engine Of
Comparable Power.

• One Drawback Is Decreased Engine Life Because The Smaller The Engine, The Larger The Percentage Of Time The
Turbo Is Used For Accelerating And Climbing Hills. This Results In A Hotter Running Engine.

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 TURBO LAG
• Turbochargers all have some lag. Smaller units have less, so they are often used in pairs. To reduce turbo lag, some
drag racers use a nitrous oxide system at low rpm, controlled to shut off by a pressure switch when a certain level of
boost is sensed.

• Electronic controls allow another option for reducing lag. If timing is retarded while more fuel is injected (only when the
throttle is open a small amount), the excess fuel burns in front of the turbo, making more heat to cause it to spin.

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 PARALLEL OR
TWIN TURBO
• This design is popular for road racing (V Engines)
because the smaller wheels spool faster with less turbo
lag.

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SEQUENTIAL TURBO

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 WASTE GATE
Supercharged systems use different ways to control excess pressure in the exhaust and intake sides.

• Without A Wastegate, A Turbo Could Provide So Much Power That The Engine Could Destroy Itself. Smaller Turbines Are Used In
Automotive Turbochargers Because They Are Better At Providing Low-end Boost And Avoiding Turbo Lag. They Work Effectively,
But If Rpm Climbs Too High, The Increasing Exhaust Flow Can Push The Turbine Too Fast, Building Too Much Exhaust System
Backpressure.

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 WASTE GATE
• Boost Pressure Opens The Wastegate When It Reaches A Specified Point (7 Psi → Max. 11 Psi), Relieving Pressure By
Allowing Exhaust Flow To Bypass The Turbine, Limiting Its Speed And Output. A Redundant Relief Valve Protects The System In
Case The Wastegate Becomes Stuck.

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WASTE GATE
• The Wastegate Actuator Is Applied By Air Pressure Supplied By A Hose, Which Is Tapped Into Boost Pressure At The
Compressor Discharge Outlet. When Boost Pressure Reaches The Point In The Actuator Where It Is Higher Than The Opposing
Spring Pressure, It Opens The Wastegate.

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Blow-Off Valve/Compressor Bypass Valve
Compressor bypass valve controls pressure on the
intake side of the turbo. Under high boost, when the
throttle plate is closed quickly to decelerate, a condition
known as turbo surge occurs. It develops as inertia
continues to compress the air above the throttle plate.

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 Blow-Off Valve/Compressor Bypass Valve
A compressor bypass valve installed between the aftercooler and the throttle plate prevents turbo surge by
dumping boost pressure when the throttle is closed quickly, equalizing pressure between both sides of the
turbo, allowing it to freewheel. The valve is opened by intake manifold vacuum, which rises when the
throttle plate closes. This allows pressurized air trapped above the throttle plate to be relieved.

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 Blow-Off Valve/Compressor Bypass Valve
Blow-Off Valve. When a compressor bypass valve dumps air pressure into the atmosphere, it is usually
called a blow-off valve (BOV). The sound of pressurized air dumping from a BOV is audible and is
sometimes amplified by turbo enthusiasts who like the sound. Fuel injection systems that use a mass
airflow (MAF) sensor can run rich when an externally vented BOV is used; however, systems using a
manifold absolute pressure (MAP) sensor are unaffected.

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 Blow-Off Valve/Compressor Bypass Valve
Compressor Bypass Valve. A different style valve, called a compressor bypass valve (CBV), is quieter
than a BOV. It dumps pressure back into the fresh air intake instead of into the atmosphere. This is the
type of valve commonly used in factory installations.

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TURBO CHARGER

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Variable Geometry Turbochargers

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 AFTERCOOLER/INTERCOOLER
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A turbocharged engine operating at sea level with 7 psi boost should theoretically have about 12
times the power of a normally aspirated engine. Incoming air at 32° C will become 135° C when
compressed at 14 psi boost.

For every 108F the air-fuel mixture is cooled, and a power gain of about
1% is achieved. Aftercoolers cool supercharged air by about 1008F before
it enters the engine, providing about 10% more power output.

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 AIR TO AIR AFTERCOOLER
Aftercoolers are relatively trouble-free. They are cooled by either air or water. Most production
engines run 6 or 7 psi boost so that they can live a long life on available low octane fuels.

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 AIR TO WATER AFTERCOOLERS
Late-model V8 BMW M5 engine with two air-to-water aftercoolers.

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 Turbocharger Parts
Turbocharger Lubrication
• Lubrication is crucial to turbochargers; therefore it is important that engine oil be changed on a
regular basis.

• Turbo bearings can get extremely hot during a shutdown when the engine is shut off immediately
after the turbo has been used. Engine oil burns at about (221° C); the temperature of the bearing
on the exhaust side of the turbo can exceed that when the engine is shut off after a period of
acceleration.

• Some turbochargers have water-cooled rear bearings to help solve this problem. Synthetic oil
burns at a higher temperature so it is the oil of choice for use with a turbocharger.

Following an oil change :

1. Disable the ignition system
2. Crank the engine for 30 seconds to supply oil to the turbo.
➢ If you forget to do this, the turbo will run without oil when
the engine is started. This can damage an expensive turbo.
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 Belt-driven Superchargers/Blowers
• Superchargers are air pumps, commonly called blowers. They can easily produce 50% more power than a normally
aspirated engine of the same size.
• The crankshaft usually drives the supercharger with a belt, but it is sometimes driven by a chain or gears.
• Belt-driven superchargers spin at 10,000 to 15,000 rpm, which is much slower than turbochargers.
• Supercharger provides more torque at lower speeds than a turbocharger.
• It also has a quicker response (no turbo lag).

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 Belt-driven Superchargers/Blowers
• There are several kinds of supercharger pumps, including centrifugal, Roots, vane (Judson), Lysholm twin screw,
rotary (Wankel), and axial flow fan (like a jet turbine).
• The most common ones in Automotive use are Centrifugal and Roots types.
• There are two groups of superchargers: Positive displacement and Dynamic

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 Belt-Driven Superchargers/Blowers

SUPERCHARGER BOOST CONTROL

The computer controls the bypass valve actuator. The airflow is directed around the supercharger whenever any of the
following conditions occur.

1. The boost pressure, as measured by the MAP sensor, indicates that the intake manifold pressure is reaching the
predetermined boost level.

2. During deceleration, to prevent excessive pressure buildup in the intake.

3. Reverse gear is selected.

 Belt-Driven Superchargers/Blowers

Combination Supercharger and Turbocharger Engines

Some high-performance diesel engines have been developed for use in

military and border control operations. The supercharger provides boost right
from the start and the turbos add boost as speed develops.