News

1.Assess your budget. Building a turbocharged engine isn't about just bolting a giant huffer to the exhaust manifolds and calling it a day. The turbo might only cost you $500, but a good install doesn't stop there. Turbochargers make power as a function of the engine's original horsepower and torque, so building an engine to make more power before bolting the turbo onto it will likely yield benefits that compensating with huge boost won't. 2.Determine the required airflow in cubic feet of air per minute. Boost doesn't make power, it just shoves more air through your engine. Because engines typically operate an air/fuel ratio of about 14 parts air to 1 part fuel, and because gasoline contains a certain amount of energy (about 114,000 British Thermal Units per gallon), you can make a direct correlation between airflow in cfm and horsepower. That ratio is about 150 cfm to 100 horsepower. As an example, let's put together a 900 horsepower Chevrolet 350: For this application, you'll need about 1,350 cfm of air. 3.Calculate your engine's non-turbo airflow in cfm. There are three ways to do this: You can either use an online cfm-to-horsepower calculator that takes engine displacement, efficiency and rpm into account, and you can extrapolate from the engine's stock horsepower; or you can take the engine to a dyno room and check it. For our example engine, we'll say that (in non-turbo form) it produces 300 horsepower at 5,500 rpm, at an 80 percent volumetric efficiency. The online calculator gives us 446 cfm airflow, and using the 150-cfm/100-horsepower ratio gives us 450 cfm. 4.Divide your required airflow by your engine's stock airflow to determine the required boost pressure ratio (the ratio of boost pressure to atmospheric pressure, which is about 14.7 psi). For the example engine, you arrive at a pressure ratio of exactly 3.00. Here's a bit of trickery, though: Dividing desired horsepower by non-turbo horsepower will give you the same pressure ratio figure as going through this long-form cfm-to-horsepower-to-pressure ratio calculation. You only went this far to understand the factors that you'll be dealing with in turbo selection from here on. 5.Look through a manufacturer's selection of "turbo maps." A turbo map is a graph that indexes airflow to pressure ratio, and gives a visual representation of turbo efficiency at a given pressure ratio and cfm. You'll see pressure ratio on the vertical axis and the airflow on the horizontal axis. A compressor map looks something like an elongated bulls-eye: the center of that bull's eye is the compressor's maximum efficiency range, which is where it makes boost without producing excess heat. 6.Compare your engine's required pressure ratio and airflow in cfm to various compressor maps and find one that puts your target airflow/pressure point in the center-to-upper-right-hand corner of the compressor's maximum efficiency range (the center of the bulls-eye). Many times you'll find airflow expressed in the metric "m3/s," or meters cubed per second. To convert cfm to m3/s, multiply cfm by 0.00047. For our example engine, we'll need to find a turbo that supplies full efficiency at a 3.00 pressure ratio at 0.6345 m3/s flow. Again, find a compressor where that point falls in the center-to-upper-right-hand corner of the turbo's maximum efficiency range. 7.Repeat Steps 2 through 7, using the engine's peak torque rpm. The Chevy 350 in our example makes its peak torque at 2,000 rpm, where (according to the stock dyno graph) it makes 140 horsepower. Apply the 150-cfm/100-horsepower rule and you'll find that this engine uses 210 cfm at that rpm. Multiply that airflow by the required pressure ratio (3.00) and you have your low-end boost response requirement. In addition to producing a 3.00 pressure ratio at 1,350 cfm (0.6345 m3/s), it should produce that same 3.00 PR at 630 cfm (0.2961).

Turbochargers are an efficient way of achieving more power from an engine. Although the technology isn't new, it seems to be gaining in popularity as car makers try to strike a balance between power and fuel economy. This article will discuss how these devices operate, symptoms of malfunctions and common problems associated with the different kinds of turbochargers. Turbo Component Locations Since the impeller is driven by exhaust gases, most manufacturers locate the turbocharger as close to the exhaust manifold as possible. In light-duty automotive applications the unit is often located in between the exhaust manifold and the catalytic converter pipe. The waste gate and solenoids that operate the exhaust flap are often built into the housing of the unit.Due to its installation in an extremely hot area, cooling and lubricating the component becomes an important factor. Most turbochargers are cooled with engine oil or coolant. The fluid of choice is piped through a cooling jacket and requires an inlet and outlet connection. The final connections on the compressor will be for incoming air from the air filter housing and an outlet pipe that connects to the throttle body on the engine side. These are often highly visible, large diameter chrome or aluminum pipes to facilitate efficient air flow. What is an Intercooled Turbo An intercooled turbo is a term often heard, but rarely understood. It refers to the cooling of the air that enters the engine not to the matter in which the turbocharger itself is cooled. One of the downsides of compressing air into the intake manifold is the temperature rises as it's compressed. Higher temperature air is less dense, which is counterproductive to the original goal of getting more power out of the engine.Automotive designers have figured out a way to get around this problem with the use of an intercooler. This is basically a large radiator type device that fits in between the throttle body housing and the turbo outlet. The heat is removed from the air just before it enters the intake manifold, thereby increasing the density of the air fuel mixture. The larger the intercooler the more efficient it is at removing heat. This is why many performance upgrades include the replacement of the factory intercooler with a large high-performance model. Symptoms of Turbocharger Problems Since the design and integration of a turbocharger into an automotive system is designed to increase power, one of the most common signs of a problem is lack of power. When the turbo is not producing any boost, it's like driving a car without power steering. It still works, but not well. Extremely sluggish performance can often be accompanied by strange noises. One example is if the waste gate gets stuck in the open position, it will exhaust all boost pressure and this will make a whooshing noise as RPMs increase.Another symptom common with turbocharger problems is a large amount of smoke being emitted from the exhaust. The color of the smoke will depend on how the turbo is cooled and lubricated. If the internal seals fail, lubrication oil or coolant can find its way into the combustion chamber. An oil cooled turbo will emit massive quantities of bluish smoke, whereas those cooled with engine coolant will produce large amounts of white smoke. Diagnosing and Repairing Turbo's Although diagnosis should always be performed before replacing any parts, a large amount of issues does require the replacement of the turbocharger unit. Many of the components prone to failure are contained right on board the housing. Internal seals, bearings, waste gate and solenoids are often not serviced individually, but rather as an assembly. It's for these reasons when problems develop sourcing a replacement turbocharger is often the end result.

What is Turbocharger? A turbocharger, or turbo (colloquialism), from Greek "τύρβη" ("wake"),(also from Latin "turbo" ("spinning top"), is a turbine-driven forced induction device that increases an internal combustion engine's efficiency and power output by forcing extra air into the combustion chamber. This improvement over a naturally aspirated engine's output results because the turbine can force more air, and proportionately more fuel, into the combustion chamber than atmospheric pressure alone. Turbochargers were originally known as turbosuperchargers when all forced induction devices were classified as superchargers. Nowadays the term "supercharger" is usually 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 to a mechanically driven supercharger, turbochargers tend to be more efficient, but less responsive. Twincharger refers to an engine with both a supercharger and a turbocharger. Turbochargers are commonly used on truck, car, train, aircraft, and construction equipment engines. They are most often used with Otto cycle and Diesel cycle internal combustion engines. They have also been found useful in automotive fuel cells. How it works? In normally aspirated piston engines, intake gases are "pushed" into the engine by atmospheric pressure filling the volumetric void caused by the downward stroke of the piston(which creates a low-pressure area), similar to drawing liquid using a syringe. The amount of air actually inspirated, compared to the theoretical amount if the engine could maintain atmospheric pressure, is called volumetric efficiency.The objective of a turbocharger is to improve an engine's volumetric efficiency by increasing density of the intake gas (usually air) allowing more power per engine cycle. The turbocharger's compressor draws in ambient air and compresses it before it enters into the intake manifold at increased pressure. This results in a greater mass of air entering the cylinders on each intake stroke. The power needed to spin the centrifugal compressor is derived from the kinetic energy of the engine's exhaust gases. A turbocharger may also be used to increase fuel efficiency without increasing power. This is achieved by recovering waste energy in the exhaust and feeding it back into the engine intake. By using this otherwise wasted energy to increase the mass of air, it becomes easier to ensure that all fuel is burned before being vented at the start of the exhaust stage. The increased temperature from the higher pressure gives a higher Carnot efficiency. The control of turbochargers is very complex[further explanation needed] and has changed dramatically over the 100-plus years of its use. Modern turbochargers can use wastegates, blow-off valves and variable geometry, as discussed in later sections. The reduced density of intake air is often compounded by the loss of atmospheric density seen with elevated altitudes. Thus, a natural use of the turbocharger is with aircraft engines. As an aircraft climbs to higher altitudes, the pressure of the surrounding air quickly falls off. At 5,486 metres (17,999 ft), the air is at half the pressure of sea level, which means that the engine produces less than half-power at this altitude. Article From https://en.wikipedia.org/wiki/Turbocharger

XDMAKE turbocharger enjoyed the 2014 Automechanika Shanghai fair. Booth No. E7A54. Factory introduction to potential customers and suppliers. XDMAKE engaging in development and quality upgrade for turbo parts. Welcome friends to meet XDMAKE for turbocharger trade and turbo parts OEM manufacture.