CHAPTER 1

INTRODUCTION
An attempt has been made in this work by which the exhaust gas is made
utilized to rotate the turbine with a turbocharger arrangement. This exhaust gas
gets impact with high pressure on the turbine blades in turn driving the compressor
and this compressed air is given to the input supply. The ultimate innovation is that
this setup is implemented in two wheeler engine having a low velocity of exhaust
gas. In two stroke engine due to the cycles limitations fuel will not properly burn.
By considering this drawback here decided to make a work which will help to
increase the average or performance of engine in two stroke engine. In stroke
engine the air fuel ratio is 14:1 or 16:1 but in actual practice the ratio is less
because of insufficient air fuel ratio, so decided to get that air fuel ratio by adding a
new concept of turbocharger to the vehicle. The progress of automobiles for
transportation has been intimately associated with the progress of civilization. The
automobile of today is the result of the accumulation of many years of pioneering
research and development. An attempt has been made in this work; the exhaust gas
is used to rotate the turbine with blower arrangement. Exhaust gas is used to rotate
the blower and this air is given to the ignition input supply. The foremost aim in
selecting this work is to use efficiency turbo charging. It is also good with regard
to economic considerations and engine efficiency. The meaning of turbo charger is
to provide pressurized air to the engine without mounting any component to run of
engine power. The turbo charger means a fan assembled unit. It means an air fan
which rotates on the power of wind. This powered wind is supplied by the exhaust
manifold, is used to drive out the burnt gas in the atmosphere. The velocity of gas
coming out from the engine is very high & it contains two types of energies.

1
These are:
1. Pressure energy.
2. Heat energy.

Due to the pressure & heat energy the air in the manifold gets preheated or it
is very hot vapour this air contains high power. This power is wasted by the
exhaust gas in the form of pressure, is about approx. 30% .the efficiency of the
pressure energy can be utilized. The energy means to find a component in the
silencer or the manifold. It is done in mostly for four wheeler vehicles. It is a
system to give pressurized air to carburetor. The carburetor adjusts the regulator
valve according to the air need & the use of petrol (fuel) will be decreased. This
will increase the average by minimizing the fuel to be supplied by increasing the
air fuel ratio. the working principle of turbocharger in the automobile. By
implementing the turbocharger in the two-wheeler engine, volumetric efficiency
can be increased making use of the kinetic energy of the exhaust gas. This may
reduce the fuel consumption and increases the performance of the engine in all
naturally aspirated engines. 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 oxygen makes it
possible to add more fuel, increasing the power and torque output of the engine.
Even though this work is economical, proper design of turbocharger should be
made specially to improve the efficiency further.

The compressor wheel and turbine are mounted on the same shaft. The
exhaust gases from the engine strikes on the turbine blades causes to rotate the
turbine at high speed. As the turbine rotates the compressor start to rotate with the
speed of turbine.

2
 CHAPTER 2
LITERATURE REVIEW

B Jnana Deepak, N Krishna Priya, B Revanth, K S Jaya Prakash, and B

Hemanth Kumar [1] In present situation, everybody in this world needs to ride a
high powered, high fuel efficient and less emission two wheelers. In order to meet
the requirements of the people an attempt have been made this in this project to
increase the power by using the exhaust gas of the engine by passing this gas on to
turbine compressor arrangement. This compressor compresses the fresh air and is
sent to the carburettor. The authors have mainly aimed to increase the air: fuel ratio
therefore all the requirements were fulfilled by this process.
Mane P.R, Ghadge H.S,Dombale G.A, Bhagwat V.M and Ankush R.D [2]
Effect, design and installation of turbo charger s.i. engine are available in this
paper. Turbo charger in two wheeler which increase efficiency of engine.
Supercharger works on engine power while turbo charger works on exhaust gases.
We aim to increase to volumetric efficiency of Honda shine bike of 125cc and also
emission from engine can be control. Small modification is done on vehicle to
improve efficiency and control emission.
Mohammad Isra, Amit Tiwari, Mahendra Labana, Anshul Gangele [3]
Turbo chargers are used throughout the automotive industry as they can enhance
the output of an internal combustion (IC) engine without the need to increase its
cylinder capacity. The emphasis today is to provide a feasible engineering solution
to manufacturing economics and “greener” road vehicles. It is because of these
reasons that turbochargers are now becoming more and more popular in
automobile applications. The new turbocharger is coupled to an air-water inter
cooling system to decrease the inlet air temperatures. This project analyzed the
inter cooling system and tested the final design in the vehicle. The results show
3
that the cooling system components purchased are adequate for this system. The
aim of this paper is to provide are view on the techniques used in turbo charging
used in two stroke single cylinder petrol engine by this to increase the engine
output and reduce the exhaust emission levels. This paper is to analyze a
turbocharger system in a two stroke petrol engine. The ideal turbocharger design
would be smaller than the system purchased. The paper will also create speed
sheets for use in calculating the necessary parameters for another turbocharger
system, or to modify the current system.

Mohd Muqeem and Dr. Manoj Kumar [4]Turbo chargers are used
throughout the automotive industry as they can enhance the output of an internal
combustion (IC) engine without the need to increase its cylinder capacity. The
application of such a mechanical device enables automotive manufacturers to
adopt smaller displacement engines, commonly known as “engine downsizing”.
Historically, turbo chargers were often used to increase the potential of an already
powerful IC engine. The emphasis today is to provide a feasible engineering
solution to manufacturing economics and “greener” road vehicles. It is because of
these reasons that turbochargers are now becoming more and more popular in
automobile applications. The aim of this paper is to provide a review on the
techniques used in turbo charging to increase the engine output and reduce the
exhaust emission levels.

Sujith G, Jishnu S Nair, Mohammed Jezry Faruq, Muhammad Ameer M,

Nithin P Nair [5] Due to the increase of motorcycles, petrol consumption and
emission rate increases day by day. An attempt has been made in this project to use
the exhaust gas to rotate a turbine thereby rotating a compressor for supplying
compressed air to inlet. A turbocharger increases the pressure at the point where air

4
enters the cylinder, thereby increasing the pressure gradient across the intake
valves and thus more air enters the combustion chamber. It allows proper
combustion of fuel and increases the efficiency of engine. A turbocharged engine
can be more powerful and efficient than a naturally aspirated engine because of the
increase in the quantity of intake air into the combustion chamber than if
atmospheric pressure alone is used. In this project we used a 125cc engine for our
analysis. In our work the turbocharger is mounted in front of the engine near the
exhaust ports in order to minimize heat losses and improve turbo response. Front
mounting of the turbocharger isolates the heat from the rider, removes the
turbocharger from its conventional location behind the engine where it can get hot
enough to boil the fuel in the fuel tank.
Yogesh Gaikwad, Rohit Jadhav, Abhishek Shinde, Pradeep Mane, Sager
Patil [6] In present situation everybody in this world needs to ride a high powered,
high fuel efficient and less emission two wheelers. In order to meet the
requirements of the people an attempt have been made this in this project to
increase the power by using the exhaust gas of the engine by passing this gas on to
turbine compressor arrangement. This compressor compresses the fresh air and is
sent to the carburettor. Now a day the demand of the fuel is increased because of
turbocharger is important to increase the performance and the fuel efficiency is
increased by using turbocharger.
Vidit Saxena, Shivpratap Singh Hada and Sourabh Jain [7] There are many
inventions aimed at incrementing the performance of IC engines. In general,
practical engines are always compromised by trade-offs between different
properties such as efficiency, weight, puissance, heat, replication, exhaust
emissions, or noise. When power increases efficiency is always decreases.
Presently, ethanol is prospective material for use in automobiles as an alternative to
petroleum predicated fuels. The main reason for advocating ethanol is that it can be
5
manufactured from natural products or waste materials, compared with gasoline,
which is engendered from non-renewable natural resources. Some methods and
components are utilizable for incrementing performance of engine. One such
method is the utilization of supercharger in I.C. Engine. It is kenned that the
puissance outputs of an engine increases with the instrumentation in amount of air
or coalescence in the cylinder and supercharger plays a paramount role in
incrementing the amount or air. Till now supercharger is being prosperously
employed in cumbersomely hefty engines but its use with minuter engine is still
under development.

6
 CHAPTER 3
TURBOCHARGER
A turbo charger is basically an exhaust gas driven air compressor and can be
best understood if it is divided into its two basic parts, the exhaust gas driven
turbine and its housing, and the air compressor and its housing. I did say divided
didn't I. Well I should have said like a set of Siamese twins because each of them
performs different functions but, because they are joined together at the hip via a
common shaft, the function of one impacts the function of the other. How? Take a
perfectly set up compressor section and mate it with an incorrect turbine section, or
vice versa, and you end up with our Siamese twins trying to go in different
directions. The result is that our Siamese twins end up wasting all of their energy
fighting each other and go nowhere. When considering a turbo charger most folks
tend to look at the maximum CFM rating of the compressor and ignore everything
else under the assumption that the compressor and the exhaust turbine are perfectly
matched out of the box. I will grant you that in stock factory applications that are
probably close to the truth but, in all out performance applications, nothing could
be further from the truth because of the extremes of operation in a performance
application.
The goal in a performance application is to get the exhaust turbine up to
speed as quickly as possible however; it must be mated to a compressor wheel that
will generate as much pressure as it can as soon as possible. This is a contradiction
because the exhaust turbine generates the drive power and the compressor
consumes that power. The larger the compressor and the higher the pressure
(boost) we want, the quicker the power from the exhaust turbine is used up. Put in
a larger exhaust turbine and it will take the engine longer to develop enough hot
expanding exhaust gas to spin it, slowing down the compressor and causing turbo
lag. At this point I am going to repeat something stated earlier, do not think of a
7
turbo charger as a bolt on piece of equipment, think of it as a system. The turbine
is powered by hot expanding exhaust gas, a lot of hot expanding exhaust gas, the
more and the hotter the expanding exhaust gas the better. I am sure many of you
have seen pictures of turbo charged engines with cherry red hot exhaust systems
and turbo housings. The captions under most of these types of pictures proclaim
outstanding horse power numbers. What most of the articles related to these
pictures do not tell you is that the engine was under an extreme load.
A load so heavy that the engine was almost at its stall point for a prolonged
period of time. A condition that most turbo charged engines will never see. The
real point I am trying to make is that the exhaust turbine will not generate enough
power to turn the air compressor fast enough for it to work properly unless the
engine is Preet Ferozepuria 2 feeding the exhaust turbine a lot of hot expanding
exhaust gas, a condition that can only be created when the engine is under a load.
There is where the selection of transmission gear ratios and the ring and pinion
ratio play a critical part. The fact that the engine must be under a load is the reason
why, no matter how high you rev a turbo charged engine with no load on it, you
will not see the boost gauge move.
This is also where the term 'turbo lag' came from. Turbo lag is basically the
amount of time it takes from the time you place a load on the engine (stomp the gas
peddle to the floor and dump the clutch or, get full converter lock up with your
automatic trans) until the time the engine develops enough hot expanding exhaust
gas to spin the turbine fast enough for the compressor to do its job. Effectively, a
turbo charged engine is a normally aspirated engine until the turbine and
compressor spin up. To minimize turbo lag, it is imperative that the turbine and the
compressor are properly matched to the engine as well as the engine being properly
matched to the transmission gears, the ring and pinion gears, and the tires.

8
 CHAPTER 4
TURBO PRINCIPLE
Although vehicle exhaust emissions of air pollutants are generally
decreasing, it has not been possible to reduce air quality problems in cities in the
past 10 years. In particular, the concentrations of particulates and ozone are too
high, causing severe health effects. Besides improving the local air pollution
situation, the reduction in global warming due to greenhouse gas emissions is of
great importance for the mobility sector, in view of increasing worldwide mobility
and demand for transportation. Finally, numerous established researchers are
predicting bottlenecks in energy supply for the next few decades, pointing to the
importance of clean biofuels. The requirement for future motor vehicles is
therefore very clear: emissions of toxic pollutants such as particulates and ozone
precursors have to decrease to near zero, greenhouse gas emissions have to be
reduced far more than in recent years and the introduction of biofuels has to be
enabled on a large scale. Exhaust emission measurements on motor vehicles are
often performed using the official European driving cycle. This is a practical test
cycle for type approval purposes, but allows limited comparability with real-world
driving. Few exhaust gas and particulate emission data are available from modern
motor vehicles representing a real world driving pattern. The major air pollutants
include gases like carbon monoxide, sulphur dioxide, oxides of nitrogen and
particulates like respirable suspended particulate matter and suspended particulate
matter.
These air pollutants in the atmosphere have an adverse effect on human life
and are contributed by various sources. In order to protect human health, property
and environment from the adverse effects of air pollution, the National Ambient
Air Quality Standards have been set by the Central Pollution Control Board. The
air quality standards have been developed primarily on the dose effect/dose
9
response relationships. The standards set are an integral part of air quality
management which is required to set long term as well as shortterm goals for air
quality improvement and formulation of strategies and implementation of various
programs.
4.1 Suction (charge exchange stroke)
When the piston moves down, air (diesel engine or direct injection petrol
engine) or a fuel/air mixture (petrol engine) is drawn through the intake valve.
4.2 Compression (power stroke)
The cylinder volume is compressed.
4.3 Expansion (power stroke)
In the petrol engine, the fuel/air mixture is ignited by a spark plug, whereas
in the diesel engine fuel is injected under high pressure and the mixture ignites
spontaneously.
4.4 Exhaust (charge exchange stroke)
The exhaust gas is expelled when the piston moves up. These simple
operating principles provide various possibilities of increasing the engine's power
output: Swept volume enlargement .Enlargement of the swept volume allows for
an increase in power output, as more air is available in a larger combustion
chamber and thus more fuel can be burnt. This enlargement can be achieved by
increasing either the number of cylinders or the volume of each individual
cylinder. In general, this results in larger and heavier engines. As far as fuel
consumption and emissions are concerned, no significant advantages can be
expected. Increase in engine rpm another possibility for increasing the engine's
power output is to increase its speed. This is done by increasing the number of
firing strokes per time unit. Because of mechanical stability limits, however, this
kind of output improvement is limited. Furthermore, the increasing speed makes

10
the frictional and pumping losses increase exponentially and the engine efficiency
drops.
4.5 Turbo charging
In the above-described procedures, the engine operates as a naturally
aspirated engine. The combustion air is drawn directly into the cylinder during the
intake stroke. In turbocharged engines, the combustion air is already pre-
compressed before being supplied to the engine. The engine aspirates the same
volume of air, but due to the higher pressure, more air mass is supplied into the
combustion chamber. Consequently, more fuel can be burnt, so that the engine's
power output increases related to the same speed and swept volume. Basically, one
must distinguish between mechanically supercharged and exhaust gas
turbocharged engines.
4.6 Mechanical supercharging
With mechanical supercharging, the combustion air is compressed by a
compressor driven directly by the engine. However, the power output increase is
partly lost due to the parasitic losses from driving the compressor. The power to
drive a mechanical turbocharger is up to 15 & percent; of the engine output.
Therefore, fuel consumption is higher when compared with a naturally aspirated
engine with the same power output.
4.7 Exhaust gas turbo charging
In exhaust gas turbo charging, some of the exhaust gas energy, which would
normally be wasted, is used to drive a turbine. Mounted on the same shaft as the
turbine is a compressor which draws in the combustion air, compresses it, and then
supplies it to the engine. There is no mechanical coupling to the engine.
4.8 Working of turbo
Engine power is proportional to the amount of air and fuel that can get into
the cylinders. All things being equal, larger engines flow more air and as such will
11
produce more power. If we want our small engine to perform like a big engine, or
simply make our bigger engine produce more power, our ultimate objective is to
draw more air into the cylinder. By installing a Garrett turbocharger, the power and
performance of an engine can be dramatically increased. So how does a
turbocharger get more air into the engine let us first look at the schematic below:

Figure 4.1 Turbocharger with intercooler

12
 CHAPTER 5
COMPONENTS OF TURBOCHARGER
The components that make up a typical turbocharger system are:
The air filter (not shown) through which ambient air passes before entering the
compressor. The air is then compressed which raises the air’s density (mass / unit
volume) Many turbocharged engines have a charge air cooler (aka intercooler) (3)
that cools the compressed air to further increase its density and to increase
resistance to detonation After passing through the intake manifold (4), the air
enters the engine’s cylinders, which contain a fixed volume. Since the air is at
elevated density, each cylinder can draw in an increased mass flow rate of air.
Higher air mass flow rate allows a higher fuel flow rate (with similar air/fuel ratio).
Combusting more fuel results in more power being produced for a given size or
displacement. After the fuel is burned in the cylinder it is exhausted during the
cylinder’s exhaust stroke in to the exhaust manifold (5) The high temperature gas
then continues on to the turbine (6). The turbine creates backpressure on the engine
which means engine exhaust pressure is higher than atmospheric pressure A
pressure and temperature drop occurs (expansion) across the turbine (7), which
harnesses the exhaust gas’ energy to provide the power necessary to drive the
compressor
The layout of the turbocharger in a given application is critical to a properly
performing system. Intake and exhaust plumbing is often driven primarily by
packaging constraints. We will explore exhaust manifolds in more detail in
subsequent tutorials; however, it is important to understand the need for a
compressor bypass valve (commonly referred to as a Blow-Off valve) on the intake
tract and a Waste gates for the exhaust flow.

13
5.1 Turbine Housing
Turbine housings are manufactured in various grades of spheroidal graphite
iron to deal with thermal fatigue and wheel burst containment. As with the
impeller, profile machining to suit turbine blade shape is carefully controlled for
optimum performance. The turbine housing inlet flange acts as the reference point
for fixing turbocharger position relative to its installation. It is normally the load
bearing interface.

Figure 5.1 Turbine Housing

5.2 Wheel
The Turbine Wheel is housed in the turbine casing and is connected to a
shaft that in turn rotates the compressor wheel.

Figure 5.2 Wheel

5.3 Compressor Cover

Compressor housings are also made in cast aluminum. Various grades are
used to suit the application. Both gravity die and sand casting techniques are used.

14
Profile machining to match the developed compressor blade shape is important to
achieve performance consistency.

Figure 5.3 Compressor Cover

5.4 Compressor Wheel (Impellor)

Compressor impellers are produced using a variant of the aluminum
investment casting process. A rubber former is made to replicate the impeller
around which a casting mould is created. The rubber former can then be extracted
from the mould into which the metal is poured. Accurate blade sections and
profiles are important in achieving compressor performance. Back face profile
machining optimizes impeller stress conditions. Boring to tight tolerance and
burnishing assist balancing and fatigue resistance. The impeller is located on the
shaft assembly using a threaded nut.

Figure 5.4 Compressor Wheel

15
5.5 Blow-Off (Bypass) Valves
The Blow-Off valve (BOV) is a pressure relief device on the intake tract to
prevent the turbo’s compressor from going into surge. The BOV should be
installed between the compressor discharge and the throttle body, preferably
downstream of the charge air cooler (if equipped). When the throttle is closed
rapidly, the airflow is quickly reduced, causing flow instability and pressure
fluctuations. These rapidly cycling pressure fluctuations are the audible evidence
of surge. Surge can eventually lead to thrust bearing failure due to the high loads
associated with it. Blow-Off valves use a combination of manifold pressure signal
and spring force to detect when the throttle is closed. When the throttle is closed
rapidly, the BOV vents boost in the intake tract to atmosphere to relieve the
pressure; helping to eliminate the phenomenon of surge.
5.6 Waste gates
On the exhaust side, a Waste gates provides us a means to control the boost
pressure of the engine. Some commercial diesel applications do not use a Waste
gates at all. This type of system is called a free-floating turbocharger. However, the
vast majority of gasoline performance applications require a Waste gates. There
are two (2) configurations of Waste gates, internal or external. Both internal and
external Waste gates provide a means to bypass exhaust flow from the turbine
wheel. Bypassing this energy (e.g. exhaust flow) reduces the power driving the
turbine wheel to match the power required for a given boost level. Similar to the
BOV, the Waste gates uses boost pressure and spring force to regulate the flow
bypassing the turbine. Internal Waste gates are built into the turbine housing and
consist of a “flapper” valve, crank arm, rod end, and pneumatic actuator. It is
important to connect this actuator only to boost pressure; i.e. it is not designed to
handle vacuum and as such should not be referenced to an intake manifold.

16
5.7 Oil & Water Plumbing
The intake and exhaust plumbing often receives the focus leaving the oil and
water plumbing neglected. Garrett ball bearing turbochargers require less oil than
journal bearing turbos. Therefore an oil inlet restrictor is recommended if you have
oil pressure over about 60 psig. The oil outlet should be plumbed to the oil pan
above the oil level (for wet sump systems). Since the oil drain is gravity fed, it is
important that the oil outlet points downward, and that the drain tube does not
become horizontal or go “uphill” at any point. Following a hot shutdown of a
turbocharger, heat soak begins. This means that the heat in the head, exhaust
manifold, and turbine housing finds it way to the turbo’s center housing, raising its
temperature. These extreme temperatures in the center housing can result in oil
coking.
To minimize the effects of heat soak-back, water-cooled center housings
were introduced. These use coolant from the engine to act as a heat sink after
engine shutdown, preventing the oil from coking. The water lines utilize a thermal
siphon effect to reduce the peak heat soak-back temperature after key-off. The
layout of the pipes should minimize peaks and troughs with the (cool) water inlet
on the low side. To help this along, it is advantageous to tilt the turbocharger about
25° about the axis of shaft rotation. Many Garrett turbos are water-cooled for
enhanced durability.
5.8 Intercooler
An intercooler (also known as a charge cooler or an after cooler) is an option
to install with a turbocharger. An intercooler cools the air entering the combustion
chamber, thus allowing a higher boost pressure to be run while maintaining the
same intake charge temperature. When installed after the turbo it can permit
substantial power gains. greatest cooling effect, but air cooling being far cheaper
and more practical. The primary purpose of inter cooling is to lessen the chances of
17
detonation due to temperature. As boost pressures rise, so do the intake charge
temperatures, and thus the risk of detonation.
A secondary benefit can be had if higher boost pressures are not used in
conjunction with an intercooler. By lowering the temperature of the air, the air
becomes denser and therefore contains more oxygen per unit volume. This allows
for more fuel and oxygen to react in the combustion chamber, allowing for more
combustion pressure and thus power to be produced. However, the small gains in
cooled air can be far exceeded if the boost pressure is raised to take advantage of
the cooler charge.
5.9 Intercooler Theory
An intercooler is a heat exchanger. That means there are two or more liquids
or gases that don't physically touch each other but a transfer heat or energy takes
place between them. At wide open throttle and full boost the hot compressed air
coming from a turbocharger is probably between 250 and 350 deg F depending on
the particular turbo, boost pressure, outside air temperature, etc.. We want to cool
it down, which reduces its volume so we can pack more air molecules into the
cylinders and reduce the engine's likelihood of detonation. Hot air from the turbo
flows through tubes inside the intercooler. The turbo air transfers heat to the tubes,
warming the tubes and cooling the turbo air. Outside air (or water) passes over the
tubes and between fins that are attached to the tubes. Heat is transferred from the
hot tubes and fins to the cool outside air. This heats the outside air while cooling
the tubes. This is how the turbo air is cooled down. Heat goes from the turbo air to
the tubes to the outside air.
There are some useful equations which will help us understand the factors
involved in transferring heat. These equations are good for any heat transfer
problem, such as radiators and a/c condensers, not just intercoolers. After we look

18
at these equations and see what's important and what's not, we can talk about what
all this means.
The first equation describes the overall heat transfer that occurs.
Q = U x A x DTlm
Q=the amount of energy that is transferred.
U=the heat transfer coefficient. It is a measure of how well the exchanger transfers
heat. The bigger the number, the better the transfer.
A =the heat transfer area, or the surface area of the intercooler tubes and fins that is
exposed to the outside air.
DTlm = the log mean temperature difference. It is an indication of the "driving
force", or the overall average difference in temperature between the hot and cold
fluids.
The equation for this is:
(𝑇1 − 𝑇2 )
𝐷𝑇𝑙𝑚 = ×𝐹
ln(𝑇1 /𝑇2 )
Where
𝑇1 = turbo air temperature in - outside air temperature out.
𝑇2 = turbo air temperature out - outside air temperature in.
F = a correction factor, see below
F is a correction factor that accounts for the fact that the cooling air coming
out of then back of the intercooler is cooler on one side than the other.
To calculate this correction factor, calculate "P" and "R":
𝑇𝑢𝑟𝑏𝑜 𝑎𝑖𝑟 𝑡𝑒𝑚 𝑜𝑢𝑡 − 𝑇𝑢𝑟𝑏𝑜 𝑎𝑖𝑟 𝑡𝑒𝑚 𝑖𝑛
𝑃=
𝑜𝑢𝑡𝑠𝑖𝑑𝑒 𝑎𝑖𝑟 𝑡𝑒𝑚 𝑜𝑢𝑡 − 𝑇𝑢𝑟𝑏𝑜 𝑎𝑖𝑟 𝑡𝑒𝑚 𝑖𝑛

𝑜𝑢𝑡𝑠𝑖𝑑𝑒 𝑎𝑖𝑟 𝑡𝑒𝑚𝑝 𝑖𝑛 − 𝑜𝑢𝑡𝑠𝑖𝑑𝑒 𝑎𝑖𝑟 𝑡𝑒𝑚𝑝 𝑜𝑢𝑡

𝑅=
𝑡𝑢𝑟𝑏𝑜 𝑎𝑖𝑟 𝑡𝑒𝑚 𝑜𝑢𝑡 − 𝑇𝑢𝑟𝑏𝑜 𝑎𝑖𝑟 𝑡𝑒𝑚 𝑖𝑛

19
 This overall heat transfer equation shows us how to get better intercooler
performance. To get colder air out of the intercooler we need to transfer more heat,
or make Q bigger in other words. To make Q bigger we have to make U, A, or
DTlm bigger, so that when you multiply them all together you get a bigger
number. More on that later. Caveat These equations are all for steady state heat
transfer, which we probably don't really see too much under the conditions that we
are most interested in - drag race! Cruising on the highway you would definitely
see steady state. Perhaps at the big end of the track you may see it too, I don't
know. The material of the intercooler itself will rise in temperature when you hit
full throttle, absorbing more heat than what these equations would lead you to
believe.

Figure 5.1 Fabricated Turbocharger with Engine Arrangement

20
 CHAPTER 6
OBSERVATIONS AND TESTING:
6.1 Fuel Consumption Testing
For this work, the existing silencer of a motorcycle is modified with the
assembly of turbocharger. The turbine is mounted exactly above the silencer. The
turbine is then connected to a mild steel shaft of diameter 15 mm. On the other side
of the shaft, the compressor is fitted. The casing of the compressor is gradually
decreasing in area from one end to another to compress the air sucked by the
blower. The compressed air is then passed to the inlet of the carburetor with the
help of connecting tube. The setup of the project work is shown in the fig 2
The effect of mounting a turbocharger to a two-stroke two-wheeler engine is very
much same as that of four-wheeler turbocharged engine. When the pressurized air
is supplied to the carburetor, the adjustment of throttle valve changes due to
change in speed of the engine. When the throttle valve adjusts, the required
pressure air and fuel flow through the carburetor will be less. Due to this, the O2
content in the combustion chamber increases and thus the fuel burns efficiently.
This ultimately increases the power and fuel efficiency of the engine. The
experimental setup is as shown in fig. 3. The testing process is carried out by
taking different quantities of fuel at steady state conditions. The timing for burning
of a particular amount of fuel is noted for both the cases (without using a
turbocharger & using a turbocharger). The readings of performance are obtained
and are shown in the table below. From the table 2, it is clear that fuel consumption
decreases with the usage of turbocharger as the engine runs for a greater amount of
time period by using a turbocharger.

21
 Table 6.1 Fuel Consumption Testing

Without With Average

Sl. Fuel Trail Increase % increase
Turbo Turbo increase
No. Quantity No. in Time in time
charger charger time

ml sec sec sec % %

1 85.96 93.91 7.95 9.24
1 20 2 84.35 93.27 8.92 10.57 9.81
3 87.4 95.84 8.44 9.63
1 167.29 185 17.71 10.58
2 40 2 173.39 191.61 18.22 10.5 10.6
3 170.78 189.06 18.28 10.73
3 60 1 253.69 278.81 25.12 9.91 9.91

6.2 Mileage Testing:

The engine was also tested to calculate the increase in mileage of the engine
due to addition of turbocharger. The testing is carried out by calculating the
mileage of the engine running at different speeds. The readings of performance
obtained are shown in the table below. Table 3 shows that the mileage of the
engine is increased by 10% to 11% approximately with the implementation of the
turbocharger

22
 Table 6.2 Mileage Testing
Percentage
Fuel Distance Increase
increase in
RPM Quantity Travelled in mileage
mileage
(lit.) (km) (KMPL)
(%)
Without
0.02 0.578
Turbocharger
312.8 2.78 9.29
Using
0.02 0.6536
Turbocharger
Without
0.02 0.7016
Turbocharger 3.76 10.71
375.36
Using
0.02 0.7768
Turbocharger
Without
0.02 0.9735
Turbocharger
500.85 5.04 10.35
Using
0.02 1.0742
Turbocharger

23
 CHAPTER 7
RESULTS

The trial and testing shows that the fuel efficiency is increased by
introducing a turbocharger to the engine about 10% to 12%. Additionally, the
mileage of the engine has increased by 10%-11% approximately. Percentages of
CO (carbon monoxide) and HC (hydrocarbon) were reduced after implementing
the turbocharger thus decreasing the emissions of harmful gases. Also amount of
oxygen was increased considerably

Comparison of Fuel Efficiency

300

250

200

150

100

50

0
20 ml 40 ml 60 ml

Without Turbocharger with turbocharger

24
 CHAPTER 8
CONCLUSION
The designed and fabricated setup of the turbocharger was implemented in
two-stroke engine, which increased the fuel efficiency of the engine by 10% to
12% and mileage by 10% to 11%. The experimental setup is also favorable with
regard to economic considerations and engine efficiency.

25
 REFERENCES
[1] Automobile engineering by N. M. Aggrawal.
[2] Internal combustion Engine by V. Ganeshan
[3] Turbocharger understanding guide.
Webpage: http://570sx.blogspot.in/2009/10/turbocharger-understanding-guide-
how.html
[4] Heywood JB. “Internal combustion engines.” McGraw-Hill, USA, 1988.
[5] Suzuki max100 engine specifications.

Webpage: http://www.bikesindia.org/tvs/suzuki-max-100r.html
[6] Page No. 4.13, Design Data Book by PSG Institute of Technology, ISBN 978-
81-927355-0-4.
[7] Amjad Shaikh, N Shenbaga, Vinayaga Moorthi and R Rudramoorthy,
“Variable compression ratio: A future power plant for automobiles- An overview”
Proceedings of the Institution of Mechanical Engineers, Part D: Journal of
Automobile Engineering, September 1, 2007, Vol. 221 No. 9, Page No. 1159-1168.
[8] Mr. Ayaz Afsar, Mr. Prafulla V Pawar, Mr Prathik Dahule, Mr S Papinwar,
“Experimental investigation of direct air injection scavenged two stroke engine”
2009 International synopsium on computing, communication and control, Proc of
CSIT, Vol. 1 (2001) PP. 21-24.
[9] Rohan Sanap, Ravindra Gite, Karan Patel, Divyang Patel, 'Design and
Development of Turbo-charger for Two Stroke Engine', IARJSET, Vol.3, Issue 12,
December 2016.
[10] P Balashanmugam, E Elakiya, Sunayana Sharma, “ Performance analysis on a
turbocharger two wheeler engine” IJERST, Vol. 2, No. 4, November 2013, Page
No. 23-40.

26
[11] Baines Nicholas (2005), “Fundamentals of Turbo charging Concepts” ETI,
ISBN 933283-14-8.
[12] Ebisu M et al. (2004), “Mitsubishi Turbocharger for lower pollution vehivles”
Technical review,[On-line].
[13] www.visionengineer.com

27