Turbochargers

Basic Layout of a Turbocharger

 How it works ?
1. Capture
Instead of escaping through the exhaust pipe,
hot gases produced during combustion flow
to the turbocharger. The cylinders inside an
internal combustion engine fire in sequence
(not all at once), so exhaust exits the
combustion chamber in irregular pulses.
2. Spin
The exhaust strikes the turbine blades,
spinning them between 80,000-250,000 rpm
through the rev range. The alternating pulses
of exhaust help eliminate turbo lag.
3. Vent
Having served their purpose, exhaust gases
flow through an outlet to the catalytic
converter, where they are scrubbed of
carbon monoxide, nitrous oxides and other
pollutants before exiting through the tailpipe.
4. Compress 
Meanwhile, the turbine powers an air
compressor, which gathers cold, clean air
from a vent and compresses it to 30 percent
above atmospheric pressure, or nearly 19
pounds per square inch. Dense, oxygen-rich
air flows to the combustion chamber.
INTERCOOLER
The intercooler cools the air compressed by the turbocharger. Thus, reducing the temperature and
increasing the density of the air supplied to the engine which improves the combustion by
allowing more fuel to be burned. 

Air-To-Air Air-To-Water
Wastegate
Its job is to divert excess exhaust gases away from the turbine – controlling the speed of the
turbine and preventing it from spinning too fast. By controlling and limiting the speed of the
turbine, the wastegate regulates the boost pressure provided by the turbocharger. By preventing
the boost pressure from rising indefinitely, the wastegate protects the turbocharger and the
engine from damage .
Internal Wastegate External Wastegate
 Types of Turbocharger

• Single scroll Turbo

• Twin Scroll Turbo
• Variable Geometry Turbo
• Variable Geometry Twin Scroll Turbo
Single-Scroll turbochargers alone have
limitless variability. Differing the compressor
wheel size and turbine will lead to completely
different torque characteristics. Large turbos Twin-scroll turbochargers are better in nearly every way than single-scroll turbos. By using
will bring on high top-end power, but smaller two scrolls, the exhaust pulses are divided. For example, on four cylinder engines (firing
order 1-3-4-2), cylinders 1 and 4 might feed to one scroll of the turbo, while cylinders 2
turbos will provide better low-end grunt as and 3 feed to a separate scroll.

they spool faster.

Variable Geometry Turbo
VGTs are limited in production (though fairly
common in diesel engines) as a result of cost and
exotic material requirements. Internal vanes within
the turbocharger alter the area-to-radius (A/R) ratio
to match the RPM. At low RPM, a low A/R ratio is
used to increase exhaust gas velocity and quickly
spool up the turbocharger. As the revs climb, the A/R
ratio increases to allow for increased airflow. The
result is low turbo lag, a low boost threshold, and a
wide and smooth torque band.
Twin-Scroll VGTs
As the name suggests, it combines the functionality
of VGT and twin-scroll turbo into one. The operation
and working are the same as the Twin-scroll, but it is
further flexible because of the changing size of the
turbine. The responses are sharper and all sorts of
engine RPMs have some kind of boost from this
combination during all times. It just improves the
flexibility even further and hence, found in
performance cars only.
Types of Turbo Setups

•Twin-Turbocharger
•Sequential Turbochargers
 Twin-Turbocharging
Using two turbochargers of the same
size to work together to force air as
quickly as possible into the cylinders.
The exhaust gasses recycled to the
turbos are split equally between the
two but usually combine again in a
common inlet before entering the
cylinders.
The benefit of this simplistic system is
the potential for much less turbo lag
than from one large turbocharger
doing all the work. In V-engines, each
turbocharger is generally assigned its
own bank of cylinders, instead of one
large turbocharger having to force air
through convoluted plumbing to make
its way around the engine bay to the
required cylinders. The lack of lag also
occurs due to the convention to use
slightly smaller turbochargers when
parallel twin-turbocharging, replacing
one large turbo that will have larger
vanes. This makes the spooling process
much easier for the incoming air.
Sequential Turbocharging
This setup uses two different sizes of
turbochargers; a small-vaned turbo for
low it’s had a chance to spool up.
exhaust gas flow at lower engine speeds
and then a much larger second turbo to
take over once
A compression valve sits in front of the
large turbo, making sure that all of the
lower energy exhaust gasses produced
at the bottom end of the rev range are
isolated to the smaller turbocharger to
maximise power delivery at a rev range
once useless to most single
turbocharger setups. As the engine
speed rises, the compression valve is
opened slightly, allowing the larger
turbine to begin to spool. The valve is
then triggered to open fully at a set
volume of airflow, allowing the
secondary turbo to maximise its
efficiency.
Thank You