About a ? of the energy produced by an internal combustion engine is lost as heat energy introduced into the exhaust manifold. It is this energy used to power a turbocharger. When the exhaust gas is forced through the turbine wheel, turbine wheel is reduced flow zone in the exhaust system, causing some pressure which causes some loss of power. Sure. Cons-pressure increases the amount of the decrease turbo and vice versa, the back pressure decreases with the size of the turbo so a greater cause a small loss of turbo power, but it also requires more air flow, and therefore more RPM spin up or spool and produce boost pressure (atmospheric pressure above). This is called turbo lag. So a more cons-pressure turbo producing less, but more turbo lag while a smaller turbo produces more pressure-cons, but has less turbo lag.
So which is better? The answer to this depends on what you need – low-end torque top-end power, or a little of both.
TURBO LAG
A Garrett turbocharger
Later in the series, we examine the size turbo, but for now is to return to the barn layer turbo. Turbo layer is defined as the time between when you press the accelerator and the point where the turbo produces enough boost to create boost pressure. This may seem like a bad thing, but what would happen if you do not have a turbo? You will get some boost! So it is no layer of turbo or without amplification. A simple choice, I think, especially when one considers that the loss of power due to the cons-pressure caused by the mill wheel is barely noticeable. Provided you have not done anything stupid like lowering your compression ratio! In past years by car manufacturers have built machines with a production turbo low compression ratio to meet the thermodynamic effect of air compression. Any time air is compressed, the air temperature increases. This affects the temperature of combustion in the engine.
Pressure mounts
We said that the layer turbo is the time between when you press the accelerator and the point where the turbo produces enough boost to create an atmospheric pressure above the intake manifold. The boost level that produces enough to create a turbo boost pressure above atmospheric in the intake manifold is called boost threshold. This is the point where the gas flow on the turbine is high enough to overcome inertia and spin the turbine wheel fast enough, so that the compressor wheel can start creating boost pressure. From this point on the boost will increase, but it is important to remember that the quality of fuel you use and the temperature of the air pumped into the intake manifold would affect the amount of boost, you can run. During normal pump fuel from a stock engine and an intercooler, you can run on the 7-12 psi boost.
But later wastegates, here’s something to consider now: properly installed and tuned turbo is 10 psi can reduce time to 00-60 km / h in third, though turbo lag! Yes, you read that right 10 second car was 6.66 seconds, the turbo is done correctly!
But when a suitable intercooler used to cool the intake air, can normal compression ratio is used. A normal compression ratio, you still get performance close to normal aspiration until you boost and you’re flying with an increase of 50% power, depending on the momentum that you use! But let’s not be too excited to now, we’ll go back TurboBoost first.
Wastegate controls boost pressure with the exhaust gas turbine wheel control to limit the flow of exhaust gas that powers a turbine.