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Turbocharger Analysis

Article · October 2017

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The article
Turbocharging as an approach to better engine volume utilization
Master level student at
Turin Polytechnic University in Tashkent
Kholkhujaev Jasurkhuja
E-mail: jas_14@mail.ru
Annotation: the thesis discovers the advantages of Turbocharging technology over
ordinary naturally aspired engines. The particular benefits regarding the power and
torque output of turbocharger explained in the thesis below
Аннотация: тезис рассматривает преимущества турбо надувной технологии
над обычным атмосферным двигателем. А именно: преимущество мощности
и момента выдаваемым моторами с турбо наддувом.

Key words: Turbocharger, supercharger, gear ratio, manual transmission, CPU,

fuel consumption, combustion, exhaust, compressor, power, torque, pollution,
emission
Ключевые слова: турбо наддув, механический надув, передаточное число,
механическая коробка передач, центральный процессорm, расход топлива,
выхлоп, компрессор, мощность, момент, загрязнение, выброс
The question of efficient utilization of raw materials or resources, in general, become
one of the greatest challenges humanity facing today. “Decreasing the waste product
and increase of efficiency” turned up to be the main slogan of any industry and this
plays key role behind the development of any company, plant and enterprise. The
like scene is in automobile industry and what is particularly important is in
powertrain manufacturing. There are a lot advanced technologies in powertrain
manufacturing today and Turbocharging is not an exception. Moreover, turbo
technologies in powertrain are now regarded as the most effective way of engine
downsizing.
A Turbocharger is a device that increases the power output of engine by allowing
more air per intake to combustion chamber of powertrain. A turbocharger is more
efficient and eco-friendly technology than compared to naturally charged
atmospheric pressure engines as turbines forces more air and proportionally more
fuel. The main purpose of turbocharging technology is increasing the power of
engine without increase of piston displacement. Therefore, this technology has a
name general name “Downsizing” that is the most efficient way for reduction of fuel
consumption in internal combustion engines. The history of turbocharging backs as
long as the history of the firs automobile invention or even creation of internal
combustion engine block. The first prototype or the father of turbochargers was the
first supercharged engine by Gotlieb Daimler[1]. Even today, turbocharger is
classified in some sources as type of supercharger but I believe that even they have
much in common they are totally different products.
The working principle behind turbocharger is quite simple but let’s from the very
beginning. It is obvious the fact that in ordinary naturally aspired engines the energy
coming from engine is divided as follows in figure 1.

≅1/3 Usefull power to

crankshaft

≅1/3 Heat loss to cool the

Fuel engine from
Energy overheating+other losses

≅1/3 Heat loss through

exhaust

Figure1. Approximate energy distribution in ordinary naturally aspired engine

As it can be seen from the figure 1, almost 33% energy is lost through heat
dissipation from exhaust gasses. With the help of turbocharging, we can convert this
amount of energy into useful work of crankshaft[2]. But, certainly with some losses.
Turbocharging technology mainly concerns with the fact that it is more thermally
efficient compared to naturally aspired engine. As the turbocharged engine uses the
part of thermal power lost during exhaust stroke.

Fig.2 Turbocharging process or cycle in the engine

In simple atmospheric engines the whole energy of exhaust gases are lost and
released to the environment contributing to thermal pollution while turbocharging
technology offers the most environmentally friendly and efficient utilization method
for wasted energy. This thesis mainly focuses on the turbocharging technology, its
application, integration and efficiency calculations. As it is already mentioned above
the turbocharger uses the energy of exhaust gases that even after combustion stage
in the engine has enough energy to rotate the turbine[3]. Turbocharger uses the wasted
energy of engine or it just recycles the thermal energy of gases that makes the
turbocharging technology more efficient compared to superchargers. The blower or
compressor and the turbine mounted on the same shaft. The compressor is run by
turbine, and exhaust gases, in turn, run the turbine, as it is shown in figure 2.
Let us first focus on that type of turbocharger and Spark Ignition engine is considered
further in this thesis before highlighting the benefits of using turbo technology.
Because the advantages and particularly numerical values of performance will
greatly vary depending on the type of configuration of the turbocharger and also type
of SI engine[4]. In order to show the benefits of using turbochargers we should make
some assumptions.
Assumptions:
Firstly, thesis considers simple single turbocharger that means the application of this
type of turbocharger is limited to the mass production everyday cars and not racing,
sport or high performance cars. Oxidizing reagent (or "oxidizer"): air (composition
by volume = 21% O2, = 79% N2). Fuel: gasoline (hydrocarbons mixture, deriving
from crude oil fractional distillation). Combustion: by flame propagation. Spark-
ignition system: Fuel injection and spark ignition control are integrated in the same
electronic control unit (ECU). Controlling the engine power output (power
governing device) Part-load operations are enabled by closing a throttle-valve placed
in the intake manifold. It reduces the available cross section for the fuel to enter, and
introduces additional FDL, which expand the ordinary pumping cycle of the 4-stroke
engine. Therefore, a lower amount of air arrives to the cylinders, which is measured
by suitable intake sensors. They inform the fuel metering system, which releases
adequate fuel amount to obtain the desired air-fuel ratio.

The main issue concerned in this thesis is the question of the advantages of the turbo
technology over the naturally aspired engines. Therefore, it is important to compare
those two types of engines. The data concerning the turbochargers below is taken
from one of the test carried in Skoda. Two engines that make for a great comparison
are the 2-litre designs produced by Volkswagen. (Here Skoda data is used but the
engines are the same across a range of Volkswagen/Audi/Skoda cars.)[5]

Volume Bore and Stroke Compression

Ratio
(cc) (mm)

2.0 FSI 1984 82.5 x 92.8 11.5:1

2.0 FSI 1984 82.5 x 92.8 10.5:1

Turbo

Table 1. General characteristics of of two types of engines one with turbo the
other without

As one can see from table 1 that both engines have the same swept volume and use
the same bore and stroke. They also have much in common as high pressure direct
fuel injection (“FSI”), the same number of cylinders and so on. But look at the Power
and torque output of the engines figure below

2.0 FSI 2.0 FSI Turbo.

Diagram 3 – red line is Power –blue line is Torque. Schematic of power to rpm and
torque relation in naturally aspired and turbocharged engine in the left and right
respectively.

To put it simply, the turbo engine has around 50 per cent more power at the bottom
end of the rev range! In addition, it does this without giving away anything at the
top end – in fact, the turbo engine has 34 per cent more peak power than the naturally
aspirated engine...

Moreover, the naturally aspirated engine uses a compression one ratio higher than
the turbo engine and the turbo engine develops 34 per cent more peak power than
the naturally aspirated design. So far, – apart from the very high compression ratio
of the turbo engine – all is as it has been for more than two decades of turbocharging

Therefore, when driving the turbo car, the engine requires far fewer gear down-
changes (either manually or via an auto gearbox) and so stays at lower engine revs
more often. Despite having a lot more power at the top end, for economy it is the
power available at the bottom-end of the rev range that really matters – and the Turbo
2.0 FSI has it in spades.

To go further, in order to prove that the turbo is more efficient than compared to its
naturally aspired opponent Skoda took the same 2 liter engines and compared it with
1.8 l turbocharged engine the figures again amazed. 1.8 liter turbo TSI, that is exactly
what Volkswagen/Skoda have done.

Volume Bore and Compression Power Torque

Stroke Ratio
(cc) (kW at rpm) (Nm at rpm)
 (mm)

2.0 FSI 1984 82.5 x 92.8 11.5:1 110 at 6000 200Nm at 3500

2.0 FSI 1984 82.5 x 92.8 10.5:1 147 at 5100- 280Nm at 1800-
Turbo 6000 5000

1.8 TSI 1798 82.5 x 84.2 9.6:1 118kW at 250Nm at 1500-

Turbo 5000-6200 4200

The table 4. Comparison of engine with 1.8 TSI Turbo engine

So, even though it’s a smaller engine, the turbo 1.8 easily outperforms the naturally
aspirated 2 liter at the critical-for-economy bottom end of the rev range. And of
course, it does even better on fuel economy – 7.7 liters/100km and CO2 emissions
of 184 grams/kilometer.

In fact, in terms of power production, you can see that the engine could probably be
smaller still – say, a 1.5-liter turbo.

However, that is more important for today is the question of fuel efficiency and here
turbocharger outperforms the naturally aspired engines. In the Australian
government test cycle, the naturally aspirated Skoda 2.0 FSI has a fuel consumption
of 8.5 liters/100km while the turbo 2.0 FSI has a tested economy of 8.1 liters/100km!
That is right; the car with more power is also more economical! The CO2 emissions
are also as you would by now expect – 203 grams/kilometer for the naturally
aspirated engine and 193 for the turbo.[6]

Ever more stringent emissions regulations across the world are challenging
automotive manufacturers to create engines that meet the needs of the environment
whilst still satisfying the demands of consumers for vehicles that are fun to drive.
Turbocharger producing companies are working closely with its customers on
partnership programs that focus on engine downsizing, emissions control and fuel
economy – but not at the expense of drivability.
These goals are complementary and bring together the performance qualities to
make an automobile safe, clean and fun to drive. Honeywell turbochargers deliver
significant benefits to end users:
Safer: A turbocharged engine can generate as much as 7 times more power than a
naturally aspirated (non-turbocharged) engine of equivalent displacement. For
example, Formula 1 1.5L turbocharged engines produced more than 1000HP. In
more standard applications, it is realistic to double the power of a given engine
through turbocharging, making vehicles more responsive and safer to drive.
Turbochargers also prevent the loss of power at high altitudes, thus providing
significant advantages to turbocharged trucks and off-road machinery[7].
More economical: Turbochargers harness and recycle the energy produced by
automobile engines, transforming more of the fuel energy consumed into power by
creating less parasitic heat and friction. As a result, turbocharged engines deliver
significant fuel cost advantages over their naturally aspirated counterparts.
Greener: Because a turbocharger delivers more air to the engine, fuel combustion
is easier, more thorough and therefore cleaner. Today turbocharged diesel engines[8]
produce 50% less NOx and CO2 emissions than conventional engines.
More Fun: Turbochargers deliver greater torque, which, in turn, translates into
improved performance on the road, and make driving a real pleasure.

Bibliography
1. Colin Campbell. The Sports Car, Its Design and Performance. Bentley
Automotive Publishers, 1734 Massachusetts Avenue, Cambridge, MA 02138.
(617) 547-4170. http://www.rb.com, 1959. 2nd Edition.
2. A. Graham Bell. Forced induction performance tuning a practical guide to
Supercharging and Turbocharging. Haynes Publishing (January 10, 2003)
3. Corky Bell. Maximum Boost: Designing, Testing, and installing
Turbocharger systems. Robert Bentley, Inc (August 10, 1997)
4. Robert Wagoner. Turbocharging normally aspired engines on a budget.
5. Vincent W. Robins. Engine and drivetrain performance math. Robinson
Publishing (February 20, 2014)
6. Wilson, C. E., and Sadler, J. P., Kinematics and Dynamics of Machinery, 3rd
ed.

Web links:
http://www.hotrod.com/how-to/engine/1504-what-is-turbo-lag-how-do-
you- get-rid-of-it/#ixzz3hdCCNSNB
https://turbo.honeywell.com/turbo-basics/a-greener-future/
https://turbo.honeywell.com/turbo-basics/the-co2-challenge/
https://turbo.honeywell.com/turbo-basics/the-honeywell-turbo-solutions/
Link
[1] Taken from Wikipedia.com the link is Turbocharged LaPere bi-plane
[2] http://www.mtee.eu/company
[4] Taken from the web link http://www.turboenergy.co.in/
[5] Volkswagen engine test carried in Volkswagen laboratory in December
2014
[6] Research work carried by Australian government
[7] Upper Saddle River, NJ: Prentice Hall, 2003.
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