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Designingl Iestina and ln: t.alling T. rbocherqet ,Syste,m:,

C\,pil.:~ or II.hJs 1)0 d;; fIiJ~ y ~ PLJIn;:lm)!~ 1 1 rom ~'J,.~L.::l~~I, h(~~ ,k:o,!f!'IIJIi;I~i'i:. , r dure.i'.:~~y ~. an the rt,l!Dlb;~~r t)' m 11.' ~~J pl-:llJ1H~1 er '-fJ ['1.Ul1lg~ cumi'!'h,~n!;S. rr.~iIll tb~ ~<~~t!er 0 1111-~ 1 If)'Ii:. Th.",hr;:· iL:t.i~l'l'in·tm't;lg'i.~ls ha!';'c ooef!: and w HI be Otiit~~~~l\~~cl ~n ~ lJ:e prcp~l_ ~'III irm ~)r n.hi· .ilT'Itll rHh~' rIIlI:tU1t4~i.h;:. Pte, :!i~ w!li'EC mn Roh ,·.,1 130nl i~y" Int: _ . I. '\J fl.11; ~h,l! ~~ ~I' I'be ~d eft ress 1 ~S1~d on c.~ e b "It~, III ;f I,t:!}, p,ll~e ,

S.iflc,u J his pt~&-,e' CIII1ru;Jl'L l!tg1i,g,ty ac·(;'tllf.mll. ~~tJ"i: ~'II :~hli: ~opl.'rigb~ niW ~ ,~:;:" tI.;J;,! ~m iI:]~J;!:{U~,$· ,[IIit uhc h:u:k:Qf lh~ 'bnn'k 'It''i;~ Il'Lg uhc i"i~.I~]'I~!Jt 'lui I he. '~lliI;iIU~gr~ph:s '(lIf i I h..I:SLrn't:i ""Ill. "IiI'~,d t:'Cl~ i, ,tim ~td-;"; m I ' ·xtel. ~ifm : ., Ib~ t:opyriglll ~t~';1;.0"~

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Ma '" ilnl1ir11i boost : ~jt:~ gflli ng" ~ .,. ,Lim.,.!'!:., an ~ llili ·1 :~mf!g ,,~dx~ ofj; 'iig~r s_YS'IJ:ITIS I b)l '''~Tkj nell.

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©C(tp'y.rLgh l I Y ~7 r\'~lik-y 8t ]1., R'('lh~nl Bom I '~~ ITt'.

All d~llS I'.!~'.l)oet:'~cd. ,t.\~1 hll'~lnni ~lul~ i.;,U~ 't.;!~n:.!d un lilli, b 1~'1.. i.s IlNs~d on 111,,; 1!1 fmmtl ~\t1.C;U~ av..r:Lm i;abk Itt h • '1 tlbli, her •• , I he Uh'll ..... mjf·(I:itori oil' ch ~s· itig. The: r~ghl ~.~ 'I~e ~U 1.1(;'-) f.Llll:kc. !i."fu·;r,rH~.c~" al [lIm:;.' 'rin,.c w1thoLJ~ 1f nice. N" I:mrt ~.J'f ~nl.. pLI~'!iih:.'lH~on Ui~t}'· he rui.lrodm:::L;l:rt, i\iil.(lit"c"d 1[1' ,:~ n;';~it;:<V:·I.~ ~y;s... H~ m. Or ''lfii~~I'~)ij,n~tIi ',n: lilly fonT! m h)' ~m.,. nl~rul_S, !.':J,,'I;'Ii'R':illlj{1,. 11i1~dN.U'III~ !!.:u1. p'l II 1",.u:ol}yirllS. re·~·o.fd h~t .• ~f ndl'Cfw~S(i. ,'.··il ~U?U I, tht· rt.li( r \! t'i~ I.~I' t:'l''1lllRC-rtl of 'th~ ~f!ub.~i~he;r_ TIlt" -:rdll.ld,,:;. I ··;.v"tl ~1?tU1:;';;. ;mir:l m, a, tc:~ ,t\H n,gh~s re~..;;r~~d lJ~ld.c.·1i Bctuc ~~!rnd p~ 11- Anlll1:J riru • .iI1 ~ Ci J'~ :y ritht convcm.iul1~.

M~UliJraCHllFcd hi ~hc UlI.i,il~ ti Sr'n,r.;; !l f At~1i!:.!'rfc:loJ.

f _ Hn It:(f f": l~ho'Et) hy John TrlU WI~)lL

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Cj ~tl,lil' '~'V ~f~' ~ ~II(o"1~.~bhJl L'! '11] 111S:l.n~ I i~l.~' ~II~ c:i.lIIC r.markJ a,~ ~u rb·p '!,1~! ;~ M.IIl'i:.bJl

::rlii.H~. phwo bv. ~h-e: nUlmll~r~ c. cJ, \l,i~ks."i Jjg~I'" '~]:lniwLlUrbt~hmll!!'d l'i", Ne.'N Dni.'J'l~it,'iiuHS. Jb H!'ii 1 y 'I{ ':bll.~rt A, 'Fl ~'rkh: :~. I Ulr~~ N 1I111.,Il'I eRA' 1;;(.llD!l'~c~y or ~·T~:r,rb~,. arid H~g.11 !"'r~,wrtmllc~'!~ Ifnag~l51 ., fhllin .... b}l l:v.mt . ~ r.l flfey; g, 'OJ hi ~LlLu:b:L1d .~.r'lJctR I l~~~h~ e;l 1:t:llT:t. ~}I!r ,t~~~ b),! hm. ~,·1;}nn-.~) '~'tmc'l~m'i."t:d BMW $~jl ~ng·m~. ~mJl"l.('!sy nf Dbl~nh

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Th ~ lI]/ ':orma'~j 05] in 'tll is ho.ok re~).fweHts a g~n ~taJ sum m:i1a..l'1

f ,(:fngi Or "'e~=:~"II.lI,g p:dr~cip'ks ,1 n\!Q~:v'(~d. i ~ I ·turho-ell IJrger I{Y3terll :~fJSigtl ~['Jd ~dMII~llll: ';0. wid LJ ei,r·~pp1it':alioJil. '00' V'~I,:d.cle!i1

u in~ '~*Hm'p~es and ~n5t:nu~t.i IU~, "'vh~.dl·we believe. '10' b.· ~.tt::eut~. HO,\,"t@;Ve:~~" ~he .e~~ID'pl;(}s! IDS IH1'C.tj,iIHt~, "", nd \.! b, '[0 iJ-llOlm3!~il'j:n are intanded s.(l~el,y es Ulu5tl"a't;io.:flS ~md·stlouJ:d b~ used III any pmll;i,cul:a.f' app~i(i~lt]~:L] (,jillly by pcrms:oTH'uid W:lil@ EU:>e ¢:.'i::per·'~'·llcad, in the rep~]Jt ,_md :rl'lI.~diflc~thm, 6r"Y'~~"tcle$ and! wlw ha.~. i.nd~!?end.e:r:dJy I 'It! uat-ed th.e BJjodifie~.lt.iQ'n r)'Ii"

. a?gessm y. I mple:m,~nl::_d~~on Ic"r a m-odifi£'a~!;jo"lJ] O.t; atte.cbm,e;nt I') tm ,~ttc·~ai5b·rY d'~ril'tbed hllhJ:5;·:b~iO,lit· may r;e~,lde1.: d~.'~ veh[ck~,. ·tlt'~'eh,II1I,r:n-.," Or aice~ory u nsafc for use 1:181 ~e:r.' ain

ei r"{:!;,HUS'mI:lCe-s.,

Do ~:tot. o~e' . ~is bQok un]~~ you arc 1:~mi!,lW;· wi'~h l).~~i,~ autu,mtii,.·Iv-e '1"eP;ru.r p1'(h:~lufE1S :buul sufe "W,t}I',ks!bop prQlr;::ticoo; 'fhls baokis mot ~. ~tb: :ijtute: fo, fuU and tlpftOO ... aate ~:nf{;lr.,na:ti.o~l fbl'W'rl .the vehie:J:e. mH'n'UJM~'IJ,U'ei: OJ ,~rt0I'Jlllflil!"k 4 5U'p:p' iel~ er -iot" prn:pI!f' tIoaining .as an au LamoUv~ terih]1,[·c:\~i1 •. No:~ '~hat :Lt. is '~ot pos~ib:~e..rQr us w ·anlliCi·pajte au' of U'lEl: w~y$ 01" ~'Q:ndition$ under wh.icll ·¥ebi~:e· If 4g" be 'modi.6~d or to iP'J;.o'vidl~: 'C~U-blUIlIS; as W' .~1 of I.:'he ~~~ .]~ JIIl,~a_["d51 I.l~a.' . ,m~ result; i'b'~ vahiele marnJj~·Cih.i.i'e~ and. an~'f'nl.~T"ke' s;uppilie.'i!r·s will ~!nti:i~ue. 'til . SSliei Ml!:II'\I'ioo·tlll@rITf'o:1:-t'it'-]'J[ ~ ~pdaie.5 and .pa'r'~

I e-tm.ft'( . tU:ter the cd.i:t.arJial. "-]OsiLrg: jf t:b:w·bo.olc So·me of''Utese U;;Prda:f,es an,d l·~ ;r'()~ \yW 'iflpply to p,ro'Cedure~· and s.;Plt!!mkoat}.Q.ns in ~h-i~: bCJok, Wa, lriegre·l. 'llt:1" t we calUl,ot ,SiU p. ~y u-pdat;S'S to. .P11 l'~h'3a~rs; of thh; bf.!o.l~~

W:rJ have ende~vured t~ 'i}:O.SUI~ 'L-b~ .ia.c:.ou_J:"acy of he infol"lll'HJI;,t-irm in ,tb~'s bCl'~k. .Please :110t:e1 bcn,Vi!:."'V,.ni tho: :Ixu::IiSidel:in..g 'th' ~uL iqya~.u!y ~nd Khe compJe~dty or thil? m;~ .. rmn'~;c iI tnvtl,],~d! ',w'~ le:aJu'u)t w:!tJrr'ant. the a'C~I.Ullit;Y or ~~m:lp'let~lM~, of Mll~ :iJlibl·rrrf~t.i'on ICOn" ~jn~d iin'his: boo,~·.

FO~R T[D~~E ltEA50N$'Il ,I"B" " ~:trF.'IKO:R A.N.D PIJlUJ,S.EIi!iR M.AK.E, N·(J WA]Ult\N'~I:.IESc, E:{pn:Ii:S~~ D,n: BInlE'O., jf~1" I'HE IN Q~;._ MAllON I'N' ·nns lBOO:llt, 1iS li'&tm OF ERiUU1~, OR. 11:!lA'1" rr WILL I'd ]E'f'THE MQUmt::MEN'l'S ~Qln' Am' _ .llR1'lCt~L\.R APPLICA.- ~

,ION ... TR:! A:lJ1'flQfi, AND p~. DUSUf}RUP'ltESSL:t 'Dil:S-CLAIM

rfif'lJIl"IjlJ!l'! ]'IIU'II'CIII" 'F'F.''ni ''LoU·.1i 'p'1lOj ",,"lFI~i'~C; ore. 'IU-I :[ ,Ill rr.Ttn .i_ uTI[ -iIfl'1I'!;V "\'I'Il'I'I'ri O'[i) .~.!-W:Ii.~ [~flf~-J~~ "'~___cI"LI~U,~ ,I Ci~J" ~ 1'rA! iI- 7 i. 1~1'!tlll,ll~J~.IJL.,W II !II. J. '~;',y' ' .. i~'

:Fl"INES~, FOR ru"lofl' ,A'" ~r{'.·m;AR .' ' RP.OSEEVEN IV 'rIm Att~

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m"OR ,AND l?'UUUSREU t"lAVE :O:BmN ,Ala VliSSlll OF a PABTJ'C:Up

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'1: N1 AlLI 'OR CONSHQ. .l!irrffi1l~ l} .. ~l!AGflS. ~.f.·HAT :RESl T 'FRO'~'ANY tiSE 0'1)" 'rUE )1...'lW1fI:~. E~.! iN~u;I~~'UC110NS.;. Oft otH·· ~li: INffilWA1"':EON .IN "tIns 'I3JOo.l(. IN NO EVENr ~S:A.Ll. OUR :LIA'l~ILITY, lfin~~rIU* [NJ TUR.·'r: ONf M,Cr~ OR o:nI:BE"W1Ell'I, E~C:E.ED m-:e . 061: fur I'_ns BI'o.K.

)&)U~.- com·m10D .. s:,· ~ ," n~d gc o-eljt1~grne~lt; :!,ll~J:l·y,·i.ai tio.:3:illfrzJ,:a:nd· ~ll:c.~Sffilful ~utmn. ~i:'J,i!"{! worl,c ,. RE!ftd 'plt~Cfi-dul:e6 th·I'(j;~~gh. 'be~:!.£"e:

S'tru~t.lr.og them._ Thin'lt nbnul DOw ~taifLy"lI ·ar.e tB@ling~ ·gnd wnetheri' h,e .. eondHiio'fl OfYllU:f' \f~~cle, you[·level of

In~C!1 l'ti~~iJl slUlI, Qlr Y()'UJ· t 'l,i1e~, of I'e~.r:Hntg -Cil~UJ1(ri;lh:ens:iQ,n. .milli " ·r~.lt j,n OF eO', 1 ribute hl SO ne 'W.£"Y. to ru-I ·Q.~·un,~~ce ·whi.cll :!l11i,ghf: QatJ.ae.YQU injuy)'~ dmMg'fl. yom· vehicle~.,. r T~s1Ldt V n til' u:n~;f8 m.t~ UieaiioD. If you hfll"~ daub [5 ~;6r tb!eae or

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e~h r 11'e:t~,son~'aboo'L your' ~·biHty ~ 0 ptbdOJ.'tn oofe WO·!.°k. O:~l._y.OlU':

v~,b:ic.le·,~ b'il,v,e' be v1!'or~don ~~ ~l.al1tho ·i.~·ed V.elli!cJje defile-I,·'ot othe,I"' qu~l] fleili shol)·.

"rhia ~gok i:s Oll,!j' i.nt~ tui'ed $o,_r ip:B']'SOH8 wbo .ar@: eyqJ:e;deJl1e~dilii l3,~p~.ilrlm.PI :~uttn.uob;:~~Bh and \vbtJ au:e w,ldng sp:eci;~t,

,~nfQl'nU\th~'I'l' ubunl. Lw'b.oC'h ~,l"gQ~' ~yaltems .. !l ;~ ,10. r'o~' Lb,o~.e 'who ru'"B ·WO'.k:~11g fh.r g:~me4a1 hlf{'J<r~m~t:i.t~n O'L tli,l.~'k.!·mclbU 1$ r~,'~llr: ll~· AIR .A:NP ~!Ji(1) -'1 o!'\,',l liON O~~ AU~ 'O'MOIUJ ... JIE·S, ~ DANOEDOi -·S 'UNIl is." UN!D[3It'f ~\lmN W~·F~'1 F . I I t, 1{NO\VL.I§':'m G' ' 01i" '.fIfE CO·N$EQUEN' .~~.

Befhr' nU[ltn'l]:njm.~# ,flny \\fl.a1·l mil yOLll' y(!:J:Lltle~ ;; ad, the ~V:;;r'l·nil riJgs ~nel CautioAS: ala the insIde fn')nt (~tnr~r ~:nd anJ, wtU'ning 11j~.· (!H'lltior~ thaL a.Ct:u"ltJ}~[ilies u procedu:f.'e or descl"1.ptiJon .in LhQ imok, R ·y,re\\ . h-~ 'Ylur ~ingg i)l]cl C~HJILi~m e eh W.m.l0. you ~):r.~l~a~:c r,[J WoOl' ~~ .nn :YU!J. r v h"" ~e.

A 'tqrhochar8e,r ~.' a ,B:inlp,]!e d.esrice·, I is.nothl;n.~ more than an ,rol' pump driven by ·e:nel:gy" t~m.a'ining ill ,t'be .e~lmusi-" gases as tbey ~i.t an eugl,ne., Of' the e·nergy .releoo¢ ill the Q()mb.u-stion process, appro.rinm' ely .,onea'&Jb"·-d goes into the cooling sy.ste F). one~;tbird" b eeomes .iJ~w··er down th.,: '~~~l,~haft·: and Qn8~i~hild ,'·s, d.~lmped eu . the t3Li]piYI€lc as heat. t: is, this h~ Ithil-id ~tba:t. w:e [can. 'Use: to power I he turbo, Consid'e' ee- thab.a .2010 bhp engine du.m:ps· 'apln~oicimata~y 70 b ip equivaleut of 1 aw hoot strai.ght out the tailpipe a, That is ,8. tremendous amount of ~nel~gy lba:t could be put to bette·'f' use. By comparison, Vl.f hen was the last '~im~ you. sa~ an air: fan operated '!l't '70 11.OfSiepnwer? Thus, .it is Dot so hard to imagine ',~he turbo '5 p'~o·tenttal far moving huge amounts of air;

A. turbocharger s:ystenJl COUS"1S'W of a. ttlrboeh~"ge]'" and the

". t ••• -, • J ,. A

parts neeessary 'tOI in t~glate l't 1 nto t'rl€: engmes opel:'',fi'tlOD. ",

tuiboch,aIge]~ ,BY,~ltem is not it s.imple d~"loo. N owhere . in these pages, however, do I dis-cuss such tilin.gs as 'the' ,:.·hape.s of v:or~~c.es. created by the tips of the: .co.nlpr.eSSOI~· '~~ heel, Th.e·reiore: you m <y read 'pn "vit.b. cOllndEtttCe &h~a·t 'this :1'5 no: an engineering :treattse on the -nYSn

teriea of the inner: 'W'(H' kings of Ut . t," irbc G·b~U:~·I- .. Thie' spec' H.e. opntrm.utio'u I intend this hoek to make is as ~]. handbook on the .p, ;fJj,ctlica1 asps "," s 0':" :app"~yiug i 'he '~t1 ~bochm'\ge ·to 'the irr~e· "n a1 combustion engine:. _. he .: turhoeharger

A·_ 1·,-1'

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.$erkrus POU"rtff" ,PNi[)O, )·tl~~n. The btg Ponli(l.c V~.8:.I1;(;f"S a Uq1ti.d-t(J .. a.i r 'illte,n:(Jolrt:f" .fl.nd CCill1'i':Ul ·wi.tb,tn 1 i-'1~p'h of" e."tfooeil'ii~g 30G Inph wit!l Jl stoc'k Fi''YJbird bed·v.

A modern fiud~-,~J~i:q,ct(3d' tw'''1." tuNJq ~yste,n,;. ·e.~~ttll= ~:d bj' Juq.r~ T:~~ll {)f'S!J~t Ar~.tun£ a. .t'or #~e' s"t,~(Jllb,lo.cl~; (:J"'"i!1JY '"'tJhe:Js..,,'9'l'(1~n, fflaiu:ril'iJ GaJe lJ'ardts e~lial'~:t 111.cau'f~l1.ifJ'; Ga.1''Te.U' ,AfR'J1r$ft.(J)rch tu.r1JiO~ .Derr:n;;: Moon t'tG$f~:"'ff;o.w i'F"tct/t'(1 :rri(lfi1i-, fQ'~d! f1tu:l. 2'~1~ tl~YJt"tle:( b().cUf;Js- ~IVt.iiS lf11J.d or pr~p.tJ,r,€II.'~w't (,w~ci., inter'(JfJ1)'llHt, T~'Q'l '$,h il:ntU~) ,~3 (;"a;u' pabl e 61' 8,00-t· bhp on. s't.rMt ,~~u~Qlin.e.

Tll;1J; In ti:.'LI car' is

f...,. "i;f. .

ttfijfj'ji 's b«.rjl elun~ple 0,. (trtgin (!m~,in:g or turbocha.r-:ed pOUJe1'}Jt((;1'IJ$ ~uU'l~b'l the r,(J'stdr;t:ivi£ .rL~l(J~' of ~]Uf f'ar::b~iset~a'LS ~~a~t ct,i(Ur,il1.g r:lu.l}~.,

hss pure and ,siI'Jlple~ ,gr.,eate,r poten tial fer improving. the power output of an 'ElU gjue than any ol~her d.evice"

'iL1:iL 1L-.....~ i[,.,' .. d, ..J ~ I. . • .~ 1:'6., • ~ j,

".., nat tl],e turbo ts~ ,[(]!Cfw' 1. L does l'I.!S ma;.:_gl,c" ann ':L:lf~ eq 1llt])iUetrlJl n'!9C-SSSlM'Y ",q

ei vilize it' are th e fa c~ru p'Qin tis around w hieh this bool~ is written,

T'g,:b,Q -~ow,er _i'l rt'pu!i:

,A.'T

he poW[tr-@l'ilihan,cing· t,t1;pah~lity of the turbocharger ha' been most thoroqgbly demonst -ated by 'he Grand. 'rix racing cars. ofthe '97'7 to 1988 'S',a, of Farll,l ula 1",

The comparison 0 'the power output of'a op fuel w-'a:gst" . 'with that o,faF rmula 1 race C~lL1r '\lvi,', 0S't'a.blish the turbo's credentials. Cu.u:~rent out:put of ~o,p fu il ears v ['~h 5:-0' eid (enhie inch displacement) engines is suggested 't'· b in tbte:, 5:000-'6000 "bhp range, 'Yih:[lcl~ calculates '~O al~Otuld 1Q b~hp' peFf .cid. Thes snumbers are not favorable compared tolle 1S.00'~' 40.0 bhp 90 eid quaJifyiJ,l,g. engines laftllre t9,8,7 Formula 1 e~r;s" Tbesa cutputs represen 1,4 :to 15 bhp per cubic incl1., That rth .. c'l ,8; npim f~· crOlw1n\~HI is obvious .'even to, casual db,· ervers, However ~o:r the potential. street turbo US'&? ],8Jr,g~ E,l'Ules:tions rema in .. Ans,W€ 'S 'to .'the:se questions will '! - dicate why t tn b 0.. ::h a; -,gin g is equally useful e the 'fast csr enthus ':jaS'e w'h,a reU;es on .hi f3 car for da Hy ~Q mmuting; to the r acer, and J3V'E'll '00 the ou:,,@'rf,,·inge. 0.£'&' rest po.\~ er fi·eaks.

Wb_y does theturbo produce more pnwe than otl €r forms'". nh, ncement?

T'be, power output 'pcrten tial of'any.s upsrcharger is m easn red by' '~he: am ou,n't 0_ ai _ 'ow 't, e dey' "e crea e hltel~' f~ to,ri1:1g ou' the JJO 'c r req ired tr . dri ,e h and 'Ith.e· ,axtent to. w hieh .i'~ heats up the ail' whiJe lcres'f:ng the flo w an .. rl pressurs , VVh'l . it. ,-night appeal' -tha:, the I urbo does not drain power tom 'the €.l.gin.[~" sines tbB a'x]laus't e-:n ergy is· ,I ost auyw'ay; :t:Jl1S is far from correct. H' a~ and

air' low drive .'t.'l.e tU:J!'bL,r'+.Whru., --r-i'f> is fi "l"c1ed through the turbine section of a turbo, . -educed- flov.;o areas :i nheren t m.n thiS design create back p I"e! SUo re, 'I his

2 CHAPTIER 1: AN ENG'-·.EEFHN·G LOOK A.T THE8A.S~dS

Withst.an ~ ing ~o,'~'leF Dut'''lIt

C"d ..; 2. tn.".;'. •

rr,Eji.,. ..11.... J: ite ~:e1o,r:Ji.l!).7J',

~hipJ ar f)ng~ne loads to eueine components has t hr. 'i'e~ S(g1 ~ifi x.ll~t p is tonJ ~'r"9,nkt;;h(}.rt pos# ~anS'.

~'U ··es a small 1(H3.6 in power' that would not . : eeur 11 'the. turbo had a power source (l ;~.0r· than 'U:lf~ engine into whieb 1" is pump~n~. 'The jlOWer lOBS inereases as the sizeof he . urbo d,ec!"' . rases, because the decreased site creates grs s('e!.;' back pressure, 'Call've-rsely; large! turbos create .. mu.oh.less back pressure and thereforeIess nO?I'SI less. 'I'heoower loas inherent in a turboeharged ensine iJ.~

r!e;' . 0;; O.llL!!!.

substan tially less than the 10s.5 incurred b;y ,Clr:IVing' a supercharger with a bel

orby seme otherlll ans,

'That 811 air pump always h~c~t8 aJr it .eompresses isa 't.ht}rmod-y-nJ~tmiG f¢tct~ with which we are stuck, Different, kinds of :aa' pumps heat air ·different ammmtsfor the S81ne·, :ftow rates and pressure ratioe. These i.llfferell~~ . are due (;a1 •. gely to the dif er'e~l't .effi·ciencies of var: ·GUS ~yp0e of pumps. 11le classic lloots~type 'supe.rch~g!er usual ly' t'at~s ,~,ffici.en_,c:])es of about 5'0%" 'whereas the turbo ru . I ~ .efJ,irqiencies in tlu~ nl!d-7t~s The higher the ,e.fficiency~, ili~ IJ~s~. the heatil1:g effect on ,'"e air, Efftc~,e·n(.1' isof para; :,1 ount ifnpo·r.:·~ce '~o· 'tb1e· rei! power enthuaiast, smee heat 10, the intake: eharge is the:en,emy of'performanee, The densi (j( of an inta,k,e charge is less 8S' the temp .. lOa -ur',a rises: 'tJus an. .en.giue actually consumes less air at the .. higher temperature, even if the] pressures are he aame, A- second problem is that higher temperature tprcmote d~tpuia! ~. on of th e. :airJ!fuel ml xtur e .. E·n,gines. 'C3lJ:n.O::t witbSitalld! the t~eJrmaI . nd. pressure s:h,Qcks 'of detonation ':fb-r more tll an very sbort peric~1?'.

How ean the engine structure wi thstand these huge P' . wet, utputs?

Q. understand w'by "~he atr llC-CU re of ,811. engine is nnt f],erio'usiy affected by tl'e increased power QU' put ,pern'lLied" within ].o,gical limits, by 'th,€ turbo I i·t is necessary 'to look at the basic loads 'in an 'eugine wh,ile' it is in. ope -ation, Tw'e

b ." 1" d To t t ~ t '. t"·_'1 I .Ji d I 'I r

'·'.a.SU: 'oa~ S ." llie reievan ,0 ,gn_ghn - struc , . r ~::, mertrai oau ana power c'a I~ lILDeI'~

tial lcada canhe te:[1.sll,e· (produced by pulling) or compressive (predueed by pushing), Povv.er loa. "~So call. only be compressive .. "rbey· mus 1'1(; understood :10. 0 til individu alLy B. ld in their in terac " OlD.. Ibis " E nece S~F'Y f'Q~" a elsa r vi' .,~ of '\;V 11Y the turbo does.not send the . ·,aJ'][·k snuth.

IINERT:IIA'L Lo\AD~, ,An. inertial load 1', sults from an object's esistanc -to me :'·PTI. l)l exami Ute the inertial loads, it Is convenient 'told1 vi dl€r a ley illder . as .. eplbly into au. upper hal f ane a 1 OW~l half Imagine the twa halves s.ep, Ira ed by an imaginary Ii ne called ,th e cellt.er' stroke ,;,

·'the lis·tab. Jihvays aeeel erate ' nw .. ard th . ',l1:~~r stroke, even whentraveling a"way f rom the center s roke, In other words, when the piston is above the

Top deaJ:l, center

C~H' 9r stroke

I aD. de'ad oonter

t

,Fig .. ;1..,3: .. CO]"ll.ec,M.ng-' tad ilu;r:ttal II uds', jnerl:i£J.llQaats applied tD the t·oT1'.ntc.t~ng

~iid ,~ra' IGla~'et~l upprox.i"n" ated ~J the. s';;n,:I w~l1e ·c,u~'~.he' of ,loa -l trJ,er:sU:S Cl'!Hlk anog~r:!."

op'dead cent,fj'F,

'. l

TO~i dead Den;t,er

Genter sr,o;Ke

Tens.Jl'ra foad

Cemer stroke

, ",

._ ,

Cpmprles.sive load

I

'Bout1m !JHadl

'center

center 'stroke'" it win always be accelerating downward, 'Wh'£:!l1 itis bel· W tbe

. _

center stroke, even ,art bottom dread. C;'€HleI, . t w~'n b . accelerating upward. Ac= ;c;oe] aratiori IS, ~~eateJSt at ~~p dead eenter land. bottom dead ,~;f~ntJer. when the pis'ton is actually ,~~il"l ing stil], 'Vllen acceleration is .gr'eatest· 1:119 loads W"IU be' highes' .. Sitni1Ja:rly.~ acceleration is zero .IDJ.d velocity is greatest as the, piston passes thiS Cien~r S't:lI'ol~J~~, ..

The size of the . 1,0 ads generated by these mot ·,nns is p~·9portf.~nfll to 'the rpm, of' he engine squar .. sd. For example 'i if engine' speed. is increased threefold, 'the inert ial, Ioad win be n ne tim·GIS as-great. The ao "' an of the, piston ~ is beulg pulled (n,~'l'oed to' accelerate) to a stop at '.QP' dead center: and then pulled down the bore toward the ~e·ut. r s'tlo'ke will put a tern "'1. .inertial load into th,e conrod/pis,to' as s:embiy,. Siaril." ;·ly,. as tne _pi: '. on is. push .' to a 5.'1 op at b rtto t ,dead center and thanpushed back up ~the bore t.oward the eel t,enF.~tr)o:~·e he i' e . lal load willbe.eompressive. 'I'hus, ,a.~ny time the piston is abov : the .eenter strok', the inertial load wU' be tensile and belo \¥ the cen ter stro k,1e~i t 'W ill. be. CO,DJ(preS~ siv a, The largest tens]' load Induce d i > "'0() a con rod 'is t t top dead csn .er 011. the exhaust stroke (because at top dead ~I, ~el' nn 'the eempresi ion stroke, the gas is ah:e:~dy burning and creating corn bu ~J: ip.~ pressure to npp l).SS th e inel'~ial loadl, T he.larges' , corupressive load is ge'nel,a~ly at bottorn dead center after 'si'he' . the intake: OF" pow,- r stroke.

Thase mereial loads are huge. A 1,a1,,~~· .. displacement engine running 7'00 . rpm can develop con-rod inertial loads greater than 4000 pounds. tTha:t=s like 11 ' 'a.dH.la:,c' ittlng '"~ 1 yc ur 1"0 ,II bearing,

OWER liOAD", ..;~:p wer load results 0:011 the re 'SLU'e of Hle btl: ~njng W s - : app lied hl the 'piston _ An example wou lei b e ,~11 e c lmpres i ve lua.,d l~ LL ~ into a ICO 11- necting rod as the burninggases Iorce the pw~nn down 11lE hure orth~ eylmder.

Rg~ .14.,. ,B'U~rn" f:1~g BJ;;lS

,. ...J1 •

l' ncuce~: ff eompresssue

.I ond in. the c.on}'1;,'(!cli 7"t;g

rod.

Fig. J:-S~ C:' )t1~b i ned'

.-~ .. !~.

power lUllr;,t tnert: at,

laads .. Note t1 at POI', r and f"nertial toad.s, gen.J-~'taUy $,u,bl'~-"':-ad p".G1.n one an alb. .1:

8.Litrl~l1g gas: pr~S~l.iI'e I

o

..

, ..

.

Pressure created by the expansion of the: burn "']lg' gaLSes applies a ror~e to the top of'tlle: pi.S'tO:D, equ:al,,o t] . area of he bore times tb 'chamber ... :l~e"Ssu--e" Fo!"' ex8:B1tp~e l ,a_ ~lj.]'1 ~Im" wi til a bore' area I(yt ,1 0 square inches :3 ~ 5B,9=in·ch bOT-e) wi lh 80.0 psi. 'of preesure would be subjected to a compressive power load of ,",000 PQ,und s.

TOp dead center

Top dead c:e~ter

TertsilfB 'loads

"i_\Oono I II ~ ~ .

111

Crank ~nQ'1 e

Gompn3ss'lve I

loads'

. ~'Exna,ust valvs opens

. P'OWef [load '.

, 1tom eemou S'Hon ".

pre'sslJf.'e

ed,UDrJ1 detad O'B1Jller

,FIg,: 1-6:. Torque i1tp,~it into tl e 'C.1~(;1.1""t,s'kalt ~er:s.u,~ ·C:tC1J'l," an.gle ai .appr' . ·x.i rnatelry tl.u'D

ft,tmdsJ-1lu2r.e~ of P''rfts:~ :Sl'~~e. ,Note (II at for- t!te turbe engi n~l! maximum. pr;e.ss~u'e· §ec,u~"£ $t a-q9'~ ~ 20 g liTD{])

.;ret enJy a/jou~t 2,0% -or tluJ: lnix.tuie w,~ II ha.ll€; bum,ed,~:J$:v·en ,w.ith hig-'~ boost pressure» t1~r1

'$,nlQ;U a]no~~~, ~' burned

. . .

will n.(Jt result ,i n. t'~rg:e

maxim .. !t.m Pl'f.SS]t re If(Jha1J.8f$.. i\:J.· ,t~7.e burn near» completion, the §rea:te1" Ii ixtu,~ i'e71.sUy ·,~qn ra ise th« pres,$.i:M"',e .t'hn~e to ,(ourffJtd at C::'7tm..Jl, cf.nIJ1~.~ near F)O ~ ff/JC'h .that torque inau:

II .1-'"

to thecranle at. tlur,t p'Os.i~

tion. "an be t.r.J;i;ct! t~l'~S IJrectl.

W,ITHSTAN.DLNG POWER '0 UTPUT 5

l'he p,ec:luiar r~lal1ti{U1ShllO of the mel"l,t;ial and power Id1ad.s.,i.s of most :i;t1.'teTes~ in the LlppeI' half of the ~,. ';W'9r '- tr-ok' '; i' 'i. w~ have the' od eircumsta l1C(-J' ~fi a' t~rue. two leads al[!·tm.g an the con red are dD:hlg' so in rdiffel":el; drrec YQDS. Re=

ber tl '~.'- 111 di til" .... "L, tl k 1: ~l

rnem er 't,ilat an me ma ica I, is tens e H.iJ(W t 1 "\eDt~r b;",o!, e, 'W:t'U e' a, PO"Yel"

hJad. is compressive in all cases, Power load pea1.rn at 'lh~:-tol,,;qua peak.and fade ~ a little, ~:, .rpm inc re ases but is ge " er', Illy grea: er than the Inential ].oaU .. T e differenee betweenth.l-s~ two loads i.: the raal Joad in the con 'ad. :fig.l~5).

'rn!eat"ly~ the "inertial. load ~frsetB some .of the power load. It is It r }i'err apparent, as i 'lui,ta[led i bove, ha on the exhaust st~['olte.~ when he con-rod/pis '0 , reaches top de,ad. centerand is unopposed b:y cembustion pressure (because both valves 8:I",S open), ·~~1 highest ensile load.ia rea ·'hed .. 'I'his load is, he most d.run~:gin_g'of all, beeause ten sile leads indr ce fatigue faiJUT'19; whereas cnmpressiy : loads do not, FOl' .this reaa .n, when-a designer sL. down to do the stress analysis on the COl1 rod, and con -ro d bolls, the top dead c'ati t'eT~ and bQtlto In dead can 'er·inrer ial loads at' _~ v'··rl.ually the only {UH~S he is interested in knowing,

Tu rtl ocharged ,engrine.

O--F,~~----~--------~~~~~+-

4:5.

Crank a,f'!l~gi~ (~)

loe

Atmo

Pressure at SOli!'

The the ught ef'doubli Ji an engine's torque (doubJingthe power at the same rpm) e·a,sHy :¢i ves on the idea tha _ ; ~ ~ p,a, er loe d 'w'11 d< mble, Thank goodness this is nattru e. To, 'i·bQ.~ how ','ow,er can doublewithout .heco nbu tion chamb er pressure' s doubling Is ill U cl1 easier dOTH! g,[ a]J hically Anv signifiean design load changes would be based 011 peak 'PT9ss111'e in the chambers !tJ nd i ean be seen in figt; re "'-0 hat with twice the mixture in the chamber; peak rassure is UlJ anly abou - 20%_ r-rll·~· at .two r' . s ns f r his iSFhr"ly,

CHAPTER, 1.: AN E N·GJ N E R I N G Lo 0 .'\ AT HE BAS 'I CS

roi ~:rgt. power is a, flint: ion of the average pressu ~e IQve'l' th . 8,[ tire atroke of the P,]'s,ton, not just iJe~i'lc pressu re, II he ~ve;ra.ge pressure can. be dram, 'ically inereas sd du. '10 tJ·,e much higher relative p; essures nea ~ the m ~ ddl ~' or end t r the stroke while the peak does n~'t .gain signifi,can tly,.

S seond, peak preesur - is ,~ner'aJJy , eaehed after' only ',&-2 ,qo of tIle mixtID'S has bu 'I ied. f' the mixture quantity 15 doubled, 1S.&·2;O~1 of'.i , too, will have burned by the tim I )eal~][J "eSB;Ure i ' reached, Since-the total chamber p 'e$sm,. ' ccnsis '5 of the compression pressure plus the buminggas pressure, it is in PO'S.silble,. to dlfJlub le the total pre satire by daub Hag only one of i. ts CO nstituenta ' ,Cl.:· '"~~" mo her r. ature 'has a. 'oft spot m h 1" beart for COD rods and con-rod bearings,,),

,"'" careful study of ,'" gure 1-6 will show th! " 'tcral1k, angles. '. earing ~iO'\ chamber pressure is perhaps ~.b1f"ee to, tQUl~ ,tiln~s as gr~at when operating un ... dar boost, 'I~'ir" is; h 'Wre'v"'~'"J t'O't,icea~ly less 't' an peak pressure. 1"blf'e,tQr~' it does not create, a damagmg load, The ·part. of ilia power stroke near '90~ is.· wheretl e rea] 'turbo engine power incr flees take place: If" a pbysits ~yp', Iooss at the graph, he win tel you ,that the "area mdsr "the respective C1LU"V6S rep e .. , sents the power 'I'hus, the wf~rence in the two areas 1 epl eser i ts power gain due ',9 the turbocharge . It eertainly is aneat deal thatwe can dounle Jlepow-, ~ but ,o.p" th'" loa.d~.

The preceding discussion establishes that the increased combustion chamber pressure 'dl:~.e· to a tu r bo, an d thus the power load, -wiU bave (lnly,~ mcderate .adverse tfec', "ll·the structure lof the 8',: gine,

It' lUll;: P(n~e I" cads g" nerally won't . ickle 'J19 engine structure's tU~'J1lY Long-term durahllity: ' _" it tl J~l~ (3'_ and how' .is it. ai, t'aJned'~' Th:e an sw er , " I"~. '''t there?~ is relatively easy' to show by citin g.a f~w examples, ,Soln~o'ne ,at orschs one ~ state;d that a ',cing mile was about ~q', ivalent in wear and tear ito . Od~j s U'leet miles. Porsche' s tllu~bo.cl'1lm;gradll'a.ce cars have won 50 many twenty-fourhour enduzance I ,',ce's that. o.nl.y a rac!'ug h' storisn lean keep up wi tb th -, .'. mber; These ears ge'ner,aJlly '~)QV er dvm' three, thousand '[11 iles in sueh races, A str Itf ,ew with three rnillien miles on I' . :ay en. ~o he s,~ re:r ching 'th point, bu ·the idea doesn . fail. to hnp!'e ss, To stand along, the b~llk:i:ofg 1:;1.t D~yto.n a whe 'a Pcrsche 962~l;AI:bo comes, wl istJJngby in excess of ·':OO.mph can easHy le a v OlU~ agh as t ~o " hink that these things are gol ng to do this for twenty- four hours, The violence and speed can give 'the ini:tiw i,In.p.l·e8~io'TI -..l1:~~' nobody will finish this race, Ye~,. chances are a turbocha 'gee, racer will taka he, checker first, Tlli, book is prjm~lr.i~y about s.tt',ee,t turbocharging, .not race cars, bld the problen s ar. the same, even if different in magnitude, Street ear ,t Y comparison, a:re a .piece of cake, Chryrs, er even put a 101000-1nUe warranty on some rd' its turbo cars,

" ow durability is attained is. not quite-so easy to answer as is the question of whether i '. exists, nab" iad s .. nse du-rability oils down te I, r con ~~:'.J, fheat 'in the.engine/t u ;ob ' 'I yst 'm, Eac11 !as'pEI~t of the system ill which heat plays a, part. is a candidate rar the Jlchllies 'heel For 10'ng'- ~erm d.urahilit~ each af.tt, e,~ [actors rnus ,,' opti :"dze.d- '1lb.ey include turbo e .mpresscr ~rficiene;y inter cooling, eentrnl of ~ncl-gas OOlnpera tures, turbine. hearing tempera 'IJU'\iaS'1 and man I others nd win h IDSK2:USaed t , the following chapters. We sho tld call the answer to the entire heat problem ~ thar'~na.]_ management, In reading this book, it will prove l seful to k - "P rppermost in in l ' hat virtually 'th. ' entire success of turbo/engine tzy.'5tem lies in thermal m anagetuent.

~d ,;ii 7' "l·i'f ii li.;~k ~ . "",

.F'J.~ • .,jI,;,-" ~ ' .• ~ 'I,f LS r. U·/l ,

.'fA#] '1;0 U"t.e $~U1'tli 9f tJ.ll ptn:fJ.fJ outp ~~~.

POWER GAliN 7

Wh ..;;0: 1L" • f' "~'W1 .. . - h r ere noes '_:.~j_e power gain CQ t ~, . '1 0:01:. '.' ha ,IS' 'U1.e e ,'ue. tien tor t . e '9"\,\rer, .1, ...

any' given eng ine, and bow d(~I¢s ,the 'turbo in:Au: anee that eq ua tion? {Dun t IJ~ equations s;ctu'"e yeu off--thes'fJ ate hotl1 neat and ,easy.)

It is revealing to exam ine the simple eq'Llati~o,l tIl,ad:, relates power ' ." the pa rs meters deseribi ng th~ in te:r nal combustion e~ ne,

Power == P x L x,A, x N

p is brake Ill:, 'an letle.cti ve' :,' r8'85U1"e ,"0 '" bmep, An e',MY way 100 Imagine bmep is as an ave:rage pressure pushing tb~' _ riston .down the bere

L is the length of 'th,e, strnke, Tl1'~:S tells yo .how fat the p . essure is g.oing' to push the pis,to' .

A is "tbe area to,:£' ,tb~e 10 0,' e. This is: of" course" 'Itlw area. the pressure haa to: WO I • k on.

N· . 1. b,L'.I\ th· . . - '.~' . Th" .

, IS the mrmoer 'OJ!; ,Pl.[I.I~{)::: j~ e],1.gIne·J]Jl';;uLes in ou .. e minute, ''.I'' .. rs.repi .. esents

how fast the ,e~glne is: .rurming and I:H~:w many cylinders, it has,

N L.·(l. - ·1'" d . rpm

: ~-umuer:01.' cy.~l.n. ... ers x ,~

~(

(-'[0: a 4~str'Pke'· e gine, the rpm is divided by 2: beeausi each ~yHfide'~'" nresonly enalternate revohrtions.)

No\v, therear . several .i'nt·e' '€;sti:. g relatio :~J :·~'.s here' l'?tl ',example; take the P and mUltiply by theA 'and you have ',8. pressure times .an w:e~, which i~ n ': hing more' complicfl'te d than th,e ·avHr age force pushing down, on the' pist .. n. N ~)W .rnultlply :.li:e PA, (Eb rce by 'the length of the ·S·' oke L (dista ce and you have a number thatrepresents the torque ou ~P'lit of' .he ,cy'unde:c, Then take this Ev)"~ LU"e and. multiply b& t]:relV (11.o,w fast, ~bejotJ i' glettillg d;one~" and the result is .Powef~. the hing we are really after,

, 'le2£9' note thatthis means

t

Leng:ttJ o't stroke ("'t'")

l

Fig~ ,;1-8'" One typict1J ~Xi¥Jnp,lE. of th~ rJ..irfe~'t.nCfJ t:n ,torqu eo euruts (Ot tit ~tLJ -J)fl)~,

r.:ha(:~ed and/' an

l..' •

aim oSJh'I,';~Y1;C enguu~;,

Smce the wh,ole pUTp0~~' of ,thj~ exercise is to . get, IDCfli'€!' p.Qw.er~ let,s examine what this PLAN' gives us ito work with,

Fil "gt~ let ~ s cheek out wha;'~ WQ!',kj:ll~g' with tbe}i:"J' ean y161,d .. T·he~·e' are '~Wtl ways til ge:,t more pu ~S;,pel" minuter add m:or;r6 ~ylin.'~ller$ Of 'rev' the, angine b.i;gll er" 'T b:~t leaves little J) 'wl~'l-'l~ 'w.tth_" 'as the whole fie1.,d Qf'Efnd,ea~Qr known :as Idue~pril1tin,g is almost solely for th'~':pu'rpose o.f al]Q'wl.1lg>,higher rpnl with some dle,gre~ nf'$a·f~~ ty, Consider '~b at those rl&_lS)~y ine:FUall~ads g~ lip 'with the sq uara of ,the ];'pm in.erease Tb~t means tl1~@it at 1'200 rpm, the, inieT'~i,ru load mU be' 14~:~ g1')a'a:~e:r than .9re .600p .1"pm", 'Wet~IL].· and tearlies UI) there, 'UltJ.ll1atet"% i i5 D!mtbel;"' Cibeap ]J~~asmlt'i no-I" durable. Itlug .. :~e]~m '~~ increase 'po'w:et" output by increasing :t:be N,: 81 nee,' w,e eannot I' fOT praetica l reasons, increase powie.r s~g11ifi can tly wi th N~ t:lu:. only '!t.~'maining choice is' '~O increase 'tcrqtte 'by doing something with U1G PLA.

,Sq ~~n&. m U61t ,go "b,a.rit and lQlo:k ,at 'til.e, ,P LA. ~ bit mere, We can ,chInl~lrl the A."

Bored, it",s: ealled, but h[a,w'lnll,~l" dees ,]t hielp.?' . C,hange ,A by an, ~ii~th 'of' an ,Th.nc"h and m.aybe you~U g-ain 10%., 'N'o:t worth, the trouble 'We '~21n also change L" Stl·oke d. Another 1 Oo/~~ Inayb s _ OhviouslYl' then, if w',1i ['S pursuing: i'~E';.a'[ :powel'~ ·t]J.€' Ii and the L don't hold much P:l~cmise. C,hang;in.fiPl be~omeB 'Our D.nly h 0IP.eo

HOVI to 8uoo~:ss11111y tltange P Is th~ crux '~)'f' this b opk. P can be ,eban,ged by factors of' 1 r. 2'l' ~~:p ~ 2 ~ :~,~, 4~. 5., ~ ~ . The real potential is not ~~n.cr~ n, sillceen,gjileer .'t,ypes :p'ush th .. e e::nveJope 'evtlry ,'ear .. The ~al1rl ,f:'lix'l"'a,cil1,g"car~ of th a ";87' season tu·ollt:. turbo de:velQ~n~,en.t to. the h ighest ],eve]'s, ever ,ach,.[Qv,ed,. 'wHJ~, power outputs of neatil~Y' 15 bhp per.euhie inc.h,. 'S.Ulffi'~81t to say~ t'be:ni that doubling the ]P~]'W€X of" a stie:e't engine I' \-vh.ile' not :e%ia~ U,y Icl1':il.di 8 play; is w~ln wi thih our. reasonable ,e~p~e-~ta~tiIQns.

I ~ is essential be:r,"e: 'E;D make clear tl1.'~· £a,i~t &l1:a~ we 'W'€ cb~,2Itnlatically 'Inereaeiug ]J'crwe~' 'witJhou.t changing rpm. 'I'herefore, it, is torque (P~LA) that w,e me: really. changing.

~ RULE: T'lU~~'~$ make torque, and tO~'q ue ,n,akes: fun,

Wha,t. are the ,d;dvleab.i]i~y Iimitations of a l~u rb 0 eharged Bngi-rU,~~.

The n "be drivle~tb'ility of m'~)S't ears tcia:flY js sOffi,etltiill.,g 'we have grtl~ 'to expeet u rider aU ~Q,n.~i tions, Ge"~ in" 'tu.it~ro\ 0,11 i d1'ive off ~,mpo'tbJr.· N,o,thin,g el se is acceptable anyn).f)l"t"-elt&ctly as 't"JJe s:it,u,a,tioll should be, It 1S 9fteJl, pel"cai~ed

._

: . "' ~~ :oz;ttmospn.erlc 1190"°." .

. '"\ "'1 'Q V:;it\I, ~ . '''' .. ,. ;t!"J:r.i'e

I ! I, ~
i
.., :3 ~~ .5 e t '6
or.:;.
ApJi1 x 1000 ,DRrVEAB.llITY II M ITATIIONS

that real p w'er anc ruce driveability ~ ~ ,ot compatible in the ·.Sam;€) autornobile, This, is frequ l1.<ly -'n.le in atmo pheric . ngines btl decide lly no true in -tl.lrbocb a!'ged e: agines.

Conru,dJer thr fac ''1.. ,fan '6ngiJ, e la', create dr' .. 'e' bility! conse vative eams-hmt profiles, small in ta ke ports, fuel system flB~x.ibillty B11,[jJ calib ... ~t~on. A proper tu ,;'b :eng! _1., has. a short-du t .. tion, ow-overlap cam, gene. -ally refer ~ed: -to· as an 4i'econQmy cant ~~.' Port Bizes '~n'ie usually small . to create good cylinder fillj,ng at low speeds all I ' D Ie the turbo pla~ ~,l_ in. wlu n high pressure is wanted. Fuel sys; em ealibration must ,a]'w~ays I;'H3 spot on, at least. wLtb ,ale, t, rmicfuel ji.Djection.,:bv":ou~ly- ~he.n- the··f. etOI"S creating nice driveahi lity .are presen i l turbocharged cara T "e £~l,ct that a. rbo is, availab Ie to push more air in when de sired has no influ -nee OIl H'(xet in, tum on, chiv,- offsmoot.hly., '

Two factors affe'cti_l1g' dri vaabil ",~ do iC01;:~ intp pl.ay WIl r the turbo is ~_ use: boost threshold and lag. 'I'hese do J10t ~ignifict-m"tJy degrade atmo engine' per.~Ol .. manca since "I he C8:ID .. compression i.gni r.i.on, timing, and fu, i mixture rem ain virtually the Sl;UDe,. :! you, sti~k a-l'()C'k under the th1:ottle a ndgo fen' 9., tri.p aeounr th hloc' - you just an 1t tell the ,d1fl:erence.:

'Ioosr liMRESrf,l'OLD', 18 oost 'tbJreesh oJ cl definet\ in the glossary, i ! essen ti alLy the: lowest engine rp1l1 at wh eh the turbo will pll~odue . boost prt?'sstu·e when fun t.hro1 tie is applied, Below :hat rpm, the turbo simp]y is no' supplied. wit! enoughexhaust gas :e;Qe:rgy \' . pin fas,t enough to produce ahove-atmospheri e p.reJSs\.lI"e~ ill th- . i 1:[ -:ake m amfeld (ae ri~g., 1=.8:) . Up tOI if;l':ua , '"CHJl$t t~ liesno ld, the engillejs, torquecurve remains vi .tually th~ S&lln'e as that of'an atmo pherio engine" To accelerate throual this range a.' full -rn'ottla, ,t~ _ .. , lriver \~7Qu1d feel ~surge in, power ,e1;S. th a torque curve t'akEhs an, upward swing at the b oost th reshold. If full :,hr, ' : Ie i . not ·S,- d.' he 'urbo makes no . ontributien to the torque curve, andaeeelaraticn contirrues the same as '~h a.no - -turbo engine ..

TIle nonboo ~ed torque eurv 'e can som '._ h11 -' be eomprnmis - d '·Y·I unreasonahle J?f.M:luction in the compression ratio (displa.'c,elnen: volume plus clear, .. alice volume, divided by 'J aran e volume .causing.a snggy feel at low speed 'W hen uQ l un tier II DeNSS' '. It. is he-re -tha' SOI1JU~~ of'tlhe au tomoti ve man ufacturars hav .made a serioue engineering (or' eccnomic) rrer, by not fit.' lng suitable in= tereooling s:Y.s. em~l' 0 remove enongl heai frOID the intake eha ~ge. r'lfhi$ would

perm ':. the use of .h'i:ghel compi ession ratir..J.8~ t etai ni n.g th at swa et ] O\¥~ spe ed response of an engine \vi, h an. adequate compression ra .io. It you are shopping for a turbo car, have some fun and ask the salespersonto tell you the effk·.ien.cy of" be' intereceh .. r, 'T,-[' is .. fcourse after vou ask ifit las 0 . e. It is certa inlv

• .J>i EIol'J !r

reasonable tQ assumethat low-speed drlveability is, ·'u.per~or if the vehicle is fl".

ted with an :in' 1'°'O'lel" and th co p '\es~,' on ra io 16 J.~ep1 over-S t-o 1.

J'udg:in~·the merit of a turbo systr~'!:ln solely 0 . ;1) Lo"w boost th reehold is " seri,.1L~ rror, " would be tough to at gt e hat hocstat low rpm is 8, bad thing ut it is easy to .' rgue th ,t boost at low ape ds achieved by small tuehos is a' pate' . ial pro h 1e'11'111 due to higher exhaus gas, back I re513 U re, A \"18,11 -designed ~.ys,tel1' that L has had grea ' ' tenticn paid 0 all ", parameters will display gcnd l v-speed b cos ~f as one of' i'~s featut es,

8n all turbocharzers frequently p " du e an annoying response when tbe thre ttle is appl ied in small in eremen ts, 1"b is distine tty affects dri veab ili ty. in tha 1::1. SJ..naU rnn "0111 0 r-. he throttle will plod ce a q tick ar d lLS: iall ' unwanted 6]naJI SU1"ge of'boos th~t upsets I he smcothrress of the car, To so 11.e' extent, this cal sea a P1SS nger to hink th '~rive1'" ine _ l 'I'l is small .. surge freqi rrtly gives

C H A PT-EH 1,: A f\! . E.N Q"I. N E ER IN G lOa-'K. ,AT TH E: B'AS I GS'

'. '

the driver '~he impression U'j,e ear will really. fly when IbJl "~hIE'otUe L~ finaUjl' reached, Instead, ~ he realizes sadly th,at t,he. small sutg!.3: was ,aU the surge 'the, tit~~'h€ wimp could n:1~.d~~@,; 0 EM~, :do this to us hop-big vNa '~'i]J tJllln:k U),'e c.al" has

~: ", '~'''' ~ ' .... "'" a , ,.'"" ,-' ,:JI " , 'b: fo I",: , ~, d' ,f,. . ,',.," ,"T' ~j \j'lk.:" " ': '-~, .' -'H., ~,' ~'l: ",'~: .. ··di

.ms san l< I eB,pO!J1~e ilJJtli~ ··gO. is 0, ow-en Il#Q~l1 que" _. l(;le.1; ,liJ ave fit~:n,el,. ~.~ zy qvel MJ,~ ~I~

the fact that, il~ was raw 'powell' we reaU,y were-after, 'This, IOE'~ phen (IllnenGD, ]~$S'

,

left ·many journalists, writers, wOll]d~,b~~ .fas't drivers, and other social outcasts

d " tf~l:~'1L jl.jl. i, 1.L.. f:;c~;:!)

won ermg ''If¥ nere S sne JiJ'e~' {

IfN :RULE~ In, gsnsral, OEM turbo ~p,p]jc:~tto'ns are a Iung'\-vay wall1 woa,'t :Er~l'~ tit usias ts and en,gt_nee:rs,. would, proneuuce fas ~I runt and firs ~~ class, Let us cal] .'OEMtm'§bo~ conservative.

Fig" ,l,-S\, Co rr~pc:z rison. 'graph of ~he t~H'ifi Ue!':,"" MuIretr.:;.ing 'C~!J rn)ilitJ,

.....1"', .:' l~~ _, .~,_;.J,\' ",,' .s 1;)1 ,S nu: t.~, nl eu it.UJ~)' iJJ\tu.

1 f.t.11Je' tMrb~s appUe'd"'w the ~{Jrn~~"F~kn~

. ._ .......

350 ~
3100 .
--- 250
,.0
i
'""'"
'-
'~ 200,·
IG.!!
::J ..
er
lIN
0- 1.50
l--.
100 I
5;0
c- i
0 1 2' '. smalll tui:bo'

t ~ I ~ -n, -1-
~
a 4 ,5" B 7 8
'Rpm, ;,(;: 4' ilJOO LA;G,. Selclo,m -al"if¢ tur:oos, discuSlS.'~d. wi-thole "th~: .lne~tkrn. of l~g'" .Eql.;l~lZY' 'sel = d om, :it. seems, are di~K~:l~ ssion partici pan ~ s l'e',iHy 'tal ldn~' abou t lag. Usua ]1y. ~hey are, ~~.~,] kl~,g '8tboU'~. boost :Urresh.old", PJ.e~;erae r,sad, the d~fi.Ilitj ens of },ag bocs t threshold, and throttle respense in the ,gloflfH~u'Y. In "tbe day -to-day use of a tnrbo, SUI'Ie.~: 1\~g' essen thd~y means how' 19n9 YCluba,ve to w:ait to gat boost ,~:ft~~ Y~;l nan th~e' t.h,l'o ttle ~ By de-fin ition, then, it i{3 a b;~ul thing, Bu t ~ag ~ha~ nothi n.g to do wi t b throt tie respo ase. Thr'ottle l'e'Spons~ remains the same i' turbo or .. no turbo.

COl sider th~lt jj"y~)U cijd '[]:ot have a, turbo, the brief Jag would be (cHow'eel l~' no buost at :at'f I. R8a'SO!1 able ,~o, ~~~j' then, th'at JJ~,g WD.lUd, eltte'nd Irom ~b,e -p oin~b at which you apply '~hr.OUJ6 all tb ra way t~ the, ,f.I~d1ine., Wllat fun that would be~ The 'si t nation boils do wn to SOIDe tolerance for lag with, a bug,€t torque increase as 0 pposed to no ~o:I,f;r,an~e' ~:Qr lag clr!!C(Uillp,aru.e,c] 'by' no torqua :i.ncl"ease,

Lag' d.leere~s:es as r:pm l'"i't5;~~, 'While l:a,g ean be as, much as a 5e~\nnd, OJr more at lew 1111)Jl, ,~ha d.e.~,ay in bccet rise vlrtual1~y dig-appe,,~:t·s 'at revs of about 40'00 or greEt'~~r, For exam ple, in ~1L propeJ!'ly c(rnijgu,re~l turb e +~yS'te.l'U-~ boost I.') S~ :wi ll fol-

. .

low the position of your foot a.l1Y [ime the revs, are.above soco rpm. Response

here is vir tually in stantaneous. .

~ RULE:' ]1' y ou ha Vi; no lag, you h~vel no tur bo, You alsc have no h llgE 'tor [1 u e increase L look i:e'f ward to.

DRI.VIEA,BliLJ.T" LIMITATIONS, 11

Fi.d ... ,i-i.-D,., .R:e8~'le . itiu«

1~1 r:

l'~g times of small; medium. and. laree

• .- I b

turbos.

11JJ' .. 9- "'I AS

I I

,

-4 .5

Rpm).:,1000

"'"'" """r

i;1ili' . ....J

I

o

The shape of the ~OO~.·qILtf! 1~'uI"'V'e of EI, turbo .eggine, is diliferen'l enug.h from 't .·at ofan atmo engine ,th,a~ driveability ~f a. 'N "bo bl .. nnlJr ~,li,gbtJy afftected. Torque peaks are, v .. lrtual y :ru'ways ;at 1.ow;ex' rpm on '~llrbo engines, C·hart all the publiahed QBJ.tP' and no other con elusion ."i,5, p ossi ble. The more p,e.rfnIlltanlcie"'OI'1;E en:&ed .':. ·.e a:t.tn,o ~rgi ne, the greater the Ol.iff"ell ence. The net efi'ect ·011 the drivel' is that he or' sae need no rev the turbo engine as mueh to move l.".a.pidJly,~ Th ~ s is q w" 'e co'ntra.ZY to po ... ' ular .epinjol1 but 'ls ]'lJ-"i~ ad fact ..

Holt a~ 'Cl' cold starting are frequently perceived '&Q: be .prclbJems·of high-per''otmance·.engin;es~ To some exte . t thls:s true in cal' ura' .eq 't~uibQ sJ)·:t,enns~ but these: a '@ fe:w·· r dfar Detwe, n .. Fuel injection syrste·ms, depend sol 'ly on varia is ~'ngin·e.··'~emp!e~~a"tu~~~ se.t;LSO.I":$ fOI' .. all cold- ' nd bot-star- a":r/fuel mixtu 'e.s land are Bomplet· :ly automatic. Cold star,' .. ·.ng iSI p.'. rtieul - :Jy a problem for engines with lower compressiorrretios. If'an engine has ~1 problem in th'~~ respec Wiih-· QLl't a. turbo p' i will li ke ry' ha ve 'Ute same prob 1 un wit;h a turbo I si n-qe the "w~'h Q' does not Influence t~ . ese' tempera tures or: the eleotroni cs, Eitl't€c' w: y~ the difflcnlty is not ral~tJedl to the Iturbo .

. ~

ICRU~SIING~ The turbo j~, out of the pictnre.in all cruise cenditions e~~€e.pt those

that must have. boost pressure '&0, achieve a particular ~ peed,. '. ~on~lde'r that a ,giV€U vehi C~8 .rnay have a top sps sd of·sal.y, 130 mph, no turbo .. Now add gt tu -boo

It is reasonable '.'0 say that the vehicle wiU still reach app 'bxin1ately 1-80' withIOU I 'the need fro r "- ... .d ;tio:ual power; hence, no boost ]", required .. ~or' all practical p rposes, eV~D the wildest imaginable. cruise speeds ' ··e· itrnljli:e~ y , 0 raquir any '00& ~ p: 'essure to sus run.

'I'he id~a thata aupe·.~ owerful, maximum .... florL'tw'"bo ear would b fun to drive at full throttle but be a hit of a cantankerous beas at low speeds i·, not U rreasonable on she su rfaee. rl 'his idea do. 's 11 'l however hpld u, U I,d' 'r closer Sc;[''U.til y; 1;0 ."1 eate-sn e' factive high-presatrre turbo ear, lone' need OIUY do 1110, 'e of the sam f! required tOI P reduce the tu r bo car ill the flD.'S:~ place: r~ject more heat, inere sse ftU],] flows, raise the oetam :1 and be car ~ain the struct LU"S of the engine ls adequate. The factors ~ hat ~u·e. he basis of good low-speed be·h~vior--· conservative cam profiles, small i itake PQr~) and Iue By~tenl c'a1ib~ alien-are 1 nchanged by higher boost pressures .. All other thi, gs remaining . qu a 1 j mere-

ly 'turnlng tlle°,screw' on the h onst 'knob ,doe,$ not alter dri W!2k'A bi1ity,. It is· Dl.0S t unreasonableto claim. i~bft't a 50'0 'bhp ·st·:root tUJ.~b'Q .'t.A:r-·\¥h].ch~ .. given 'full '~hro.,~tI~ tn se~{):n('], ,geal"~ l'l:a:s :the 1~h1UtY' 'to 'CI"\ea,~a UI'\e marks .in dil'e:ettOE~' peI"h'a,ps:' otl~er than those hl'teudeil,~haJ:ll a drivea b~Uty .pl·olb~lJe:nl_,

II!!! iii

Houi muoh. 1?lfJW'l?l' can ] ~1:p,!'c~t f~~fJ~'Jt a. ,~:.urbocnl~il.'I1,€.d enginie'~

Wi:t11. em.l",~·nt~.jr ,alvail:~ ble f1Ll~'1s'~1 rOt to 12 psi ·bOOEIt. is a pr.·a&ti..cru 'U'FJP er lfm:i~ -rDJ]."' stock e·1~'1gin.e8 'Ca;.t sea-level el evation), Ir.l~w~lx~O'oliD:g· permits this w hen e1ab ~ra:t~ly ~tndproper ly done. f~ettah1.1y. not an tw:b o kits or sysl'tle.ms· will pe.rili!orlTI

. ~r d ~ ,::.~ 1 .;,' , ,', ;~.t.' 1';., .. , h 1l:' . .. ~-. 'S ~ ... 1 t.~le' same, .. ue to 'm,u,le:y y,atj7l:ng,eD.gJne.erulg e)J.:JLOr'~.irsHJ.n ~~-,.Era,u'ove- .'tce'lns. "'~p;eCltu

,pr,iep:all"a.~ion of' engines s'P,e.l.:d.n,cally for tni."!bQ $lPPlications can f~eqtl1len'tly p,er .. . mit boost ptes.sme'5 of' l.g 't9 20 :p!Sl., T'o' ,~:Mm,~ ,~Etilcu~l ate, or esth:l~,a.ti!B' ,il specific ,a~re for power frorrt a 'turbo engine can be 'preca.J:-l0us indeed,

Of known d.Y]:lO runs on piston engines with a varie:ty of turb D' .systelns~ fhe ll[:lw'e$, .output 'W'S have aehieved is .,Q:lj,A 'b~h:pf.cid psiand the highes?t ]s .077' bhp/cid psi. The: "'~tarbnlc~. is due to the en;gin~j' basic ~Je~i,gnB: To gtle~s a:t the 'QU,tpu:t'Cd':YOl1f own engine, ehoese a '~o'gi~l boost l:evel and mtll1tip1.y eaeh of:t:he '-\vo'vaJues~ by both displaeemen b in C:lth~,C, inches and boost pressure plus 14· .. 7 ".

'T,;I! .~ A ;:, It: 0 id ,. itl If'!: . t,

r.;:;.xamp.~~'~ ,'.. <J'~' ill; I 'sn:g1lJ @, wit :1 -' v pSi [] 0 ost

Lower .value ~ 0..101,52. x 8.50 x (10·+ 14 .. 7.) = 4-4£1.D'11.p H,igher uaJl~e =: O,077'M [~,50' x (10 + 14: .. 7) =.' 6,66, IJkp.

DtJ.es. the rated boos: of a ki~' haoe ,a'n:y lne:rit?

[:to does :if~, and anl,- if~ tl116 cenditiorrs required ttJ,:ae]l;i'~ve' that hcost are de-

fined and aeeurate. F01" 8xa.n~1J)1e;

!Iii' Wa-s the g~;S't)]:in~ used CG'ID.tnerciaUy available pump :~a.s? ,~i Wel,.;e. octane boosters used?

'!II W,BS detonation pn:,!e~e:nt?

til '¥hal W'I~S h_rllt~'e air tem .. perature?

- Is fhj!8 the same kH;)O:6t~lJlt"e'$S'ILu~e' se¥t;tln,g the buyer win l'\~~edv-e?

(;or~$i~4eri,ng the lar~g.e pqLQ,e:~'"' ,ilich~ase's offereil Pi the tu~"Qio.cha?1fel;, 'w,~at kf!;~p:g 'thre eniire 8tr~tc,h;t ~("e' of thl!·ie.n;g~:n.je lr()1pt p1oing: ,$Ol~ th; ?'

A proper ~lnSW',er 'to thia.question is a. eo,mplete ltnalysis of the rnertial, ;pQw'_ er, ·~urd. fhermal 1 cads b~fore· and a:ftm' tU~'b 0 i nsuallation. I f :~his is performed, t].1 e eonchrsion 'will be two in teresti ug bits ofinformation:

.' The inertial loeuis 111 a modern internal eomh,u..5:~icn] street engine-are so lJa'l":g'e.,~it maxi mum power that the .power component of the, to tal load 18 of" JiUJ~.5igllifi.dan~a ... F~J;t, e]Uin:l1p~ej, to induce ~S' much p~'w.el'! load in~t.o a cenrod. be'~u:"ing as lh,e· be-aring al:r,~ady sees ITOln inertial Ioads, the actual po we'll' of" the engine ·"vou Id need to increase ,ap.prc~xi.ma'tely 150%.

The th8'1:]nru load in 3D engine 'not originally de~jgn-ed for a tIIl'"'QochWt"g~r will cause an increase in component 'and eOGli~~g:gS'ys;~em temperatures when operating under boost. The components and coolb1.g system carl handle the temperatlJ re Increase for ,S! liml~!3'd period, 'rhl S 'is j~r~rp'~ fer Sui eks, Porsches, S aabs > Vo'lv~" N iss an s' eire. 1 t is also tru e Ear all ,aftet'ma'!'ket turbo kits, The tim~ limit ]S ~ubrj.~ct to ma ny judgtnen ~s. .and conditions. Experience h~1.S led. me to believe th~lt ~'he tin',e limi l ,at full boost is on thBOJ.~der o.f:20 'to:25 ,sec~:n~, This is.an o .,erat'i:Q])a] 're~:b:'ictkHl

but not one of any consequence ... "ons~~.der~ fOI:t, example: How f-as,t will ,f'OU be·tt8vetng ~"fYOt hoft,d_fuU '~hrO"MJe·in: . 92~ bbp· Toyo', a STUP :" for t~~enty secends? The answe Ii' is obviously an tmpractically 111,gh ~ate.' of speed ..

W1' ell s,h~~Jd the turbo startprDdl:c'~n~g. b(j(Jst-?

In most ea ".~ ~ ther A "e, tra 19" ,ffs betw en. 1 w h. :o~~.t thrs aolda nd maxillTUB1 ]~,crw'e .. , Ti~J bias ,-b.e 'btu"bo $-Zle'to'~jff , . d ~ow-:arJ.€:,ed bOOB'L ca:pabLil"GY g,en" rally means opera. mg the turbo in. a ve,'Y Inef.fi,cieut flew range at the.engine's top ·-nd. Ccnvers l~ if rnaximum power is '~O be achieved theturbo will usually bG so laxge that nCJ! boost 'Will be avatlable until he list half' of the 1 iN 1'.", ~'e·. Compromise is. ov.CV'iou ZY' necess arry~ I believe tb.,e reasonable balance between lowspeed respon se and top-end power is to size the tur bo such that. it b gin: pro,dlu:~mg-boost at about 8101~O of :tJ-le redline rpm,

How will the ,tl,~"b()'Ch,.r:u.:gi:.r affeet cl:ril)lltd~ilitv?

Dlriv.~ability of fuel-injected engines will. remain the same. Dr.ivs,ahihty of blow-through carbureted engi.nes·, ,'-in remai 1 virtuallv tl1.:· same, The ~,ta:ft:1 gof'earbureted engines will be degraded slightly: P ',easle not'e that .d:ra\v'--ttJhroug~units wU] virtually always degr.ade d~.·iveabiU.'~r and startjing somewhat with eeld weather px:rfvin,g the AchHJ'6S' heel. of'a draw-throuah system,

Will the turbocharger hus tIny m.il.ea:;g«',?

es. The turbo, 'when. :ina allsd as: an aftermarket itern on a spark-ignition I gIne. is not an eeono mizer and cannot b. construed as S' eh '. 'There is n . 81:J. ~ girieerkng basis fo :' makinr such claims. If you an led into purcha sing-a :~urbo under 'the p -emiss of i,mp1ravallg y[),tl1~ fuel mileage, be S~~I"\e "0 ·get a 'Wl':[t'te11 gua ran tee, Wh.en not operating under l~o.'c~st ~ a ttl? beeharger is a smal L ,s;yster.o resbricticn. This' "est riction 'CffUS.·,' - a .- all loss in .~. olumetric effi.cie·. CJ~ VoIr _. metrie efficiency and fuel €'C,OnOlllY are definite·ly tied tO~'eth r. Ir,yaul~ driving habita ar.e about the san ,(3 as most, your mileage 'win drop about 10% city and 5 o/i' highway. No Er" ira, Jes bier i

Will ike t urboe hal'g,er aff'e,ct engiJ'tG ioear cuzd' n~{ti.1't,te'nan,ce~·

Certain ly the turbo wrn at:ect engine 'wear. Do you liJeally expect to add pow & er and. not increase wear? No m."rac·- es here either, ltYOll drive v:i,po] ously hut with ~'om:e' respect for the equipm,ent, you can expect about '9'0% of normal en ... gine life,

W' "Z J 1 ..' d d . in b ... 1 l ~f. Ht.' iu the iransmiesion. an, . I"tU train t: 8' aauerse '~;Y' attectea ~

Vel1iY unlikely. iCfJnsidel~. that 'the drivet '_ ,'. _ I.... ures more _ O! qur , i n fj l·S: gear from the stock engine th,~m almost any "turbo C-aLTI produce in second gear, ~c~a= s:ion,aUy a clutch eemes along that won J. do the extra duty_ Most clutch. problems are.going to crop up when 3 _ . f~, g I abit.5,:dn'e' less than acceptable. Not to wo "rYM

What does it f"eellilfie to driue a propftr(v set ~tP turbo ctlr:

A tt rho ca jus i_fi~.bly he. caller B 01"( ie multiplier: t __ 1 more boos, . he more orque, This situation is analogous to Lreal' ratios. '-br example, a third gear with a trannv ratio :of 1,,4 will develop 40~, 1 mre torque at the rear ,vhee~s I han a [ourth-gear ratio ·or 1.0" A, boo?at~ pt'!,'SSU1'e (.1 f G 'p,S:1 \VIll j ru:retHiS: Lorq LIe by

14 C,HAPTEH' 1: AN IENGlrNEEfHNGr LOOK' 'A r THE BASIIC.s_

about 40% (uEdng an intercoolerl, 1 hus ,you car SI9t Ulat 6 psi b006Jt, will pro .. duce fou.rth.-geBl· acceleration virtually equal to a s 0 -It :ut(nn.obileJs. tt.i rd,'- ear capahilf Yr Imazine what the preps turbo ear will do in second ge' I I Another reasonable eemparrson i $. :UJat a. ,PTOP er tu rbo '~M~ opera tin,g ·,~.r, 10 psi boost will do 0-60 in two-·thu'ds· thQ o ri gin a- time; i.e., e seconds versus 9 seco rds,

,f:lig,. :,2 .. 1;., The' ,M.i"t!;ufji~h"i 3{)O(),GT ~7f1..rbQffh,uyed 24"ualf)~ V~,6, 'Ttvo tIM bc«.

two i l' tereeolere,

lOl""· wh·6Jr!l driue QJ1,d 183 .cicl :gitJ'e fh~ ~'OlJOG'f Irtxt,~'-j)cH'rl1;rUlJ:Y .pofentiaL

1_ .lhe- essence a:fthlS bCHJi:·;.if sUCh ex',s ts, :is'to provide the pler!,orn'lanc.e: 10" II" enthusiast' Interes 'sel in turbech '~gu;n~r with a 'body 'of infot1n·atiou t:- a:' ean -8 used 0 evaluate syst~nllde5]g-ns~ .whe -h," r of'a fac.tfny turbo ~y~tem or all af'te:l"= 'marKJ3-t kit, Thi's 1blook i,$ also iu't'fl . ded ai;], ,a, design guide for the bt)bbyis'~ who wants to build his ow ri"l bo charger sys'~em .. , 'I'h rse '\tiable methods exis:t to' acq urre a turbocharged 'v'e'bicle;

" bU:)i an .OEM-tu·b-ocha=rgie'Q autemobile

!!, buy an afterin,al~ket kit if available. :f(n~ YOW"' specific application 'I build yl~j'ur taW n tur b,QI .syste'm

Th"e l',a'i ionale behind the det!b:do 11 that suit e your needs ,and requirements best is ll~ more til an a 10'g1cal summ·!":;lIY 'of the t'oITh 9win~.~

• Wbat is the intended. use of the, vehi,cle?

• Wll.'a.t is 'the legality with respect 'to state and fede ral law' and th . , y;erue of '~h~ c-ar?

[:.r~. y ro." "

,ii, How mueh POWQ1!" is 'equir~,d,?'

tI, Is fear. of a faih; e such that a faetory w~ar;eanty Is req uired?

• Can :1"00 make a reasonable judgment with respect to the engineering of till. "aftetl rl.larket ki t?

.. Do you hay, . the: skins.- time. patience, and equ pm en r. to build your QWtl,?'

1.

IDEIM-I

T- I . I •.•• e:hard~e-I

u -_ - _ '. ,fi'

Aut-,mo I, il '.

,~-, ,- ,-~r liDarke .

TII.rilo Kit

Automobile maanfactusers have 'built a variety of turb 0 ears 'in thelast.deeade. .' . ne can easily. wonder how some decisionsere made, On onehand w:e have the Ford Exp: Turho, most Ch rsyslers: a ad the Nissan NX T 11" 0., The·'~l:' hel. 11 ar d holds something like the P'O;}~8Che 941.4, Buies IGNX~ and LntuaE ;Pl,:'t turbo, M~b'ers of the radical middle ar Jarge 'il' l1umher relal Jivf.dynondtescrip'fI,nd not len.tir· Ilt without merit, In most ,circmcnst~ncJ.erJ·, the f,~c'tory t irbo engineis conaervative in power dutptlt----easi1~ l' u nd erst an dab le in view of'warrantie - J' H s= • abi ities, 'and emissions requiremente, Ge I,erally s.peal·iJ_ g'l OEMs Mll no,' 'eq-uip- ,8 turbocharger system '\vith, 'OIj-titn:um~oonijguJ:atiort parts, Vi~tu~ny all OE~.l de:signsl "Will hav-e some ,5h,0, teeming whetl'l~l~ in 'tu-dJO aize ~ intercooler ,C~ p~abili y~ or restrictiv " exhausta, Oceasio lwly the shorteon ing ::8 just 8;, different design, ~a;sed on the IO',EM~s pereeption o..f its, 'buY-Errs' requirements. I· 'ndill;~ and, fixing' these weak links. 'then becomes the fO{!L S of attention ill. 'efforts at greater performanee.

. - [RULE:, DIEM:. "wiJJ gen '. rally pI . ~ "V· de you vtitb a vehicle - J~Bt functions nicely but is-bleesed with .IEU10U,gh, shortcominge th.e, performanc is far from Op:thUUID,.

The first step in .p ursui _g' more pelioi'1U,ance iSI a C 01n pile , . .a aly:sis 0- the sYEJte]1l d-~sign., Cb:$pt~ir 14~ Te's'ting' 'tlJ,e S:vs:te:tll-~ ":s, your ,sta:J.,ting po.i:nt" W~1~h those data accumulated and analyzed and the weak links identified you 'can set (Jut to find the: necessary components to imp-tove, the system., .... eep in mind 'tba t the issue here is to i'n:ipc[-'iovle e~ffi,cienc1j, th,el-~b,Y- opening up rth:e' p!~t:~nt]ml fo.];: huge' gaius ill powe r". l' ser . -asing 'boost pressure . ( also a, consid ration. but w,],thout eiti:ci~ney i.m~p;:r..c"vQment~ this path to paweris fraught 'with mechanieal ri5lk. 10" .ee the- sy,ste'111 has' been tested 'and U'H~ merit of each. feature has been determined ·'tart - he imp I 'QVefil'en1t process: ~ ith tl1.8 -"realt~st Iink, Here is 'where' fores.ight.beconl;es. ],mp.nI"'tal1't,. Fo~ '1famp~e" an intarcoeler that 10- es only 21Jc6-i ft't 'the factolY-l"a:t,-d boost 'can bejudged QkaJr:' It i~ oks " 1.' ut only :fot' -~~e fa'c:;.·tql"y-tated bQost. Likel) 't will 10· e :3 or 4 psi ~t any sl,gJ.1:]_fi,c~antly increased a "rtlott;v~, Thi;tt kind of loe s· is not acceptable.

'he PUT\C~'lasJe of an 'aft~l'maI'lui' '_lu·b~lc,hal·g:er system is an ideal eeeasion 'to em,plloy tIllS book ,~B th:e _~].ide it is intended ,t~ be" A1:.k tnv,e-s'tj_gatioll i8-11'Saess81:Y to determtne thesystem that will meet your needs. Before a reasonable dscisien can be 'made- .- iswers ",0 a variety of question mu~t b. ' beth ~tJ,~gh'" and 111 derstco d.' TIle fO]11dwiug s.rul:l.j::t],~ will g~~ you ,0'[1, -~1 e rigb 11:; 'tra,c])t:

Doee the' d}'$tenl prfJ.vide :Q, eort ect :air'/fuel ratio .ri:t aU loperG.tional condif:i(j'1t~' ?

I'he ail/Thl 1· ":-l01 "8 a basic building block, :·f'., turbo sy ste '", ~i nee ,5'tO be maintained .:ov-e.~" the boast range 'thai'. ; ,~ manufae tu ~,~r I~taj rns fb:r' the kit, . t . s no' _ to bel e~·tH3cted, that lIe air/fu'sl ratirc) will stay correct if the system j 8 design ,llllits are exceeded.Tn all circumstanees, it is necessary I .. , avoid disC'llss"ng "fuel enrichment." Eithe'l' an a!l{fue] f,atio is correct ,OJ it isn 't=-ne "enrich-

. .

Des' the system. provide {1 margin. o!"sa.f'et.,Y on detonation.~·

'I'heatternpt ·r· is .·0 letermine whet-her the S)';SI~em installed and op ratad psr JuS' ructions w~ll yield u 'efuJ boost and u t be subject to detonation problems ..

1E'lfd '~~ 'i'J'ii:it11,fi' "'!r~m'ji'·F~;I)' !!'l1;6'~' ~- ___:_ .. ' ..t h·!lo·~ l~~h~'ly_ ... ',r' 11:;.-'"

". d-- l'

}1,;rm.s',~~'fl·'flJ~' _. camp' ete

aft~l~r:JUlrj1Jli 8:',!!!·tf1.~1t r~r

'=.'F ,.;3 ,;("'I1'D-V .• ~~

f.!it1I,~t;lIo; ~J;(..A. ~a;rs; ea$tt.r.,~

slu!}wtJ, IlKS ~s· e,~~$tvt}!f]1r' Grv rJ;t-~l,el~)tiYJ~'l ,~-a deta.iL Altb,f!;llt-gh .ni)I'! =.i nter-

~ .... ~ ~ .:t.. r,,'1'l. l"-£lofi"i:!'rlJ/~ '" """f/ . ~Vli¥l~r1.t.l..j .IJV· ,,~~·V··ilJl!l.1l v,

¥:(is_t,~ ~~ll;e g-j,$te~,n· .e.n;ioyed' ,;'l$nn:v 4"XCEtll2'f];~ Jl~atu:-re$'h

.~' . 1-. . ,

(t'-'S:UPflPb e:dw"Usi' ~¥Mi.~Iti:--

:f)o'ld ,r1;e:SikTtl, fl,l,el CO'l-

I- I_ . - -. - _.~. J ['., .

tnJ-tfi:l and Cf),rnp:res8'(j:r

~:YPt113;~ :uf[,luin.g"

t#tg~ 24", The. id~~l of" a :~in:~JfIllBte' ,h~'Ustenli ,t([k,~s :~.' '~. __ ~~.J • __ .. =u _ , '. ;t, .iJ1- ifJ.r~~ IS,~gn'~J t>Daln~ wtt,,t ule

IlKS' s'u:pr.tJ. ~U1::oo,; No~'e t'lf;-:~··oil' ooDle~; {by wheel~

~"';:ll~~·J.~h'-, _ ,J!;"~ ~,j";" ~:JiiIi: i 1iJ"';;'~' '!":" ~,..i!i'~~!1:0 .... __ " J 'Uo(t;:!!:. ,Il ~.~ ;f;:t",,~VI.· '!5~

~~pa~~ ,pl'u;.CS; fl7l.d tlUJ; ~~Jiti-''€ ej;}:r;(J'[uii ~'II's,ten~'m·

. . . ~

Does tht~1 ~&:yst~m prouicl'rE: t;he n.et;essar:v thermol controls ~'O operate c,t the st'at~

ed oO'CJ<St p re&slltres·,?' -. •

,Ask. for a de,')ctipt:ron and eXiJLrul~ation o.f' these tcntl:n]s~

m~li e{furts are exte.nt;,liE,d, totoard fqu.alUy to.ntrDl?'

Jiit and jrrni,s,,h are obvio"[u;. Mat6~t'ial s I! leeti ens, methods of welding, S1l1·ra:c~ finishes, 'and ,qUl,e:t fa briea,ti.crD.1, p!"ocedUf'e.;; should al so ~e: checked out,

DD t.l1A2'·C(J1l;1.PO·J~-IfJ.Tl-t$ ,Cct/7Y £,; reasonabie ~uaJ"yi.n'"'t:y?

Although W,M ranties on performance-oriented eomponents are frequently :eJ,1J.ibj eC"~ to severe l irnitati ens ~ the buyer canno t be hUl~g 011t to dry. I t is 1] se [tll to discuss \¥ith the licit maker this warran t .. y limitations and pro-red ures neeessary to establish the.heg;t warranty terms,

.UU,dii,n,g 'Yolur' (Jwn

l'u-ir~io.cn 5",' i::t", ';e' m-

Ii g~! ." ~_'l-'_

C" '1 Ai .;rflil~. '0 .iI'W .

,'II'~g .. ~~~, _,j;, ,~;1¥ ",_.!t1;1..,,,,~u~'aj'l

ttf)i.'n,,-~u.tbf) Cr..rf~~tre '

• I, •• 1('1

I~cttu,r:ed .. a thr[)rl)ughly

p,rep~'"i:rl ~nsin~.1 two Rato-?VI rJ$ter C07np,v.:t

,~:! ~ ,.;r.~n.6 A ...... ,..j' ;''r!i' ,il ~ 0;.' ,r,,~!p 'W'~ I 'Q;,~I;()iL1;I !,J"~ r-f!iJ''-

(;.(jfJ~,~~g· Note olhe low

"l _!!'. lleet

il7U: ~'ra.r.n:s~ eO,I, .€CU)P'

fj~#n~ilJ a~~d b{J,U;~dJ'(~:e1'1 ,s"~CJ.venge, pnm:p: tfJc"(1.-~cli aJ tlse looser r:ign;t

f~' '.

c(J~"n:e'l'~''(': l1'l;e 'e:n~l.n,e..

Are proper ~,~struc ti(,'n .. s ,qff~r€d ,wit,h, ,f~' sY$.tftrnl?'

Instmc:t:iJous S110''U.[d provide all ,tb:s: 11).·~.G.€Ss.~]'":y irEfbrlna.ti~[]r no install, ,c'becl·~, au t, and .s,ub~~eq·tu~ntJl, '[)P'e.l:',~te and service .th.e turbo v~nicle:~

'W·ill cOll$u,lfing be p r'1J,'U'icf.,~d f1,ftfJr-,~'Ji,e S(1te'?

rrhi s is where tbe llla'lmity of a '~mJb~o, .system, rnalIlrf~JCtu1t:"ei w:ilI ~~ruly sb(J.w~

Illite s~,~ t~m is to ,Ole [~.fifd Q:,7]' 'u" ,p,u/a,lic:' high,wqtJ!~ is lit des i,gne.d; UJ [th, ,r:t~ll ~'mi5~' siens- related (!.'(l~.t,~pmre',~lt in prooer oird:eJ~ (j'n diD r i's' t~e s;yste·rrJ. on, EPA,~ or CAJ1.'B, exemption-order stasu« ?'

In all states, the emiasiorr :ques,tion will be the, m,ost :im.:po]t.'!tan.'& one.

When. the 'aus'we'TiS -to' -the .ab,~,va qu,e~rtions, ale' foot~is.fact~J~ itis time. ta get down '~o' the fun detail.~\", sr:ndit as GO]D.,pr'8$spt efficiency 'with. ret$p~ec't to ,tb,e·, B:y1J~ 't~ flow j~~,~es, :;uld boost pressures.

.lrJt ,aUiLI:: All 'k.it makers will tl')( te represent U~eiJ[" S~r$tems ';~_S the ,m.ogt p OW€l"_ ~ti.lt Ap's()lu.te power is the lasit reason b~l. m;ak,e a, der.i5~'O'lj.

,Any 1~€'~50:nably 'able .fabr,iea::~o~r ,s.lbt'n]],d have no serious difncul ty desi~~:g and building his own turboeha ',ger )S;:Y:$:tem,., FUi["ethou..ghtj p],an.nin,g" ealeula:tin"gl

~']: .. etehi 'Ii", fj' a,'lr.Ii . .-::111 rrl;Co::IlE::'U' .rin gr ~111'11 d l"L'l9i D. I' n .f!!\O' ''1'-lll:1!':~'d- I·.;'j,'f(!'>;ibll! ~ ~',IZI:f,~, ~'11 ''!i~i!''l·'t'l 'll...~ th Eli '!T'1f:li'ti"!i:I' ~t- '"' ~,t\:~L'~l .ll'].b':i! \1tiIu.:.:"ll .ll.LL~.~~~1 ,r, ~~'~~'Il ,Wl ," U~~· ~'. ".J.. ~Q.Jfj, .'~.(,~ - .. 1'~· U;~It.~&.A·~ 'g' ·1.1 JU~ ':" !I~ I~J.~l 'WI

'i~he suoce·S_8, off le pI'oje.et(,. Perhapsthe '&J.ng!\f; gre,ate$:t problem faein,gthe do-ityourselfer is, ,ayoidi~l,g ~'ttin.g s:tu;ek. GeJtting stu.i!k is- 'tbe: pbeno:nl,~tion of ji"YiJ:u can' t I~t thel:'\9 from here j Fen' e:X'!Q rli·l .. n~e "UUU can ~,t ,'ever hone I~C i:nJ~er\eno] ven ,:r

' . , 0"'"" " ." .,' ... ".. . , .. , " ·c. - -' '- "~~""Jl"" ~ ,oJ' - , '. " '. . '.' ,', ' ,,' l'""'· " , ", . . "c' '. ;;;",~-

turbo s'yst~m, if you build a, dr,~'w=!t.hr\Qtl,g;b, Clli:f.',b, typEL [C:re,atJn~ "a,_ high= p!e'r.i~r .. manee pi ece for a 454 ci.d V~H Wi:tA1, ',a_ single turbo wher"9! a twin :ffi~ 'clearly mct~:t!'" ed, will decid.ed],y put you ,in a .pos4t:lon where YOU1.a:H3'::S,tucl"., ,Avo~.'d going down, ·the~J~ path~,:lelsuding 'to: ~~ ~:tll'clt:·i1 The, fti-",st req,uh'"Elrll,ell't is to de:termme thB'.pO'W'~'

. -~. ~,-, :l' A-,~ ,oJ: T'b",,· -1' ,,jl.,,: th ,ro"" .~, '~~- -, ,,'- ,~,- t .,. c b '," . ,j;. .. c, ".-. . '" .. - : . .'. c, ' "'"" ,.~ , , "~- JiI-"I!.""., '

e'I jL~~ve:t 1i;i1j~Sll'eli.t~ . rans ,a,toe Ib- . a~ .ugut]"e ,[U ,0' a. - UQ$!,. pn3S8Ult e necessary t.Q.geli W.ie

. . - -

job done .. Thlht~ in itself, wUl e11et~\rmme the .eq 'll~p~$1l,en t needed. The .l:ero!~,in,d,er

ct'the :prqj eet i!3, the sum of,th.e 61tp erienee contained in lhis h en ok.

A- NJ-ID'

I: I

·RT'HER.NlI'OR,E, ~

- - - . -

l\7i')1 is a correct ,airlfu,el rat,i(JJ n,eC'€SS61-:Y.?

Basical 'y!, a IOOI"t'E::!;ct aft 11le,aDS the' engine is. ,ge,tting all the fuel i' can efficien,t]y ·1;nJ.TD., but net, :M e}{~,e~s. If :you. err on "the .ric;h side (thrf~ sa£er sid e) i perfort I! anee declines, because ,8 rich 'CO'IJ,di:~i(,n1. louses up co mbuetion loom.peI·atu.re:5, .. 'Lean mixtures lead to high ~, charge .(in CY]i'il1' i,el'·.· 1~'lP: 1",3

'...;:!Ii .

tures, promoting deto nasion i

Whrtt d'oes -' fuel enric hmeni" mecut:

~~ Fue,i .enrichmsnt" means, in ey.e~rya.fte' -cmarket sense ever expn~s:. ed, an. indisctiminu:t-€ dump of fuel lntu the srs:tem~ It, is indiscrinUnate because it dales not earle' what 'tb·e, actual. airflow is~ Any ki t, maker who '1J.LSeS, the phrase.

-ll .r- 1'111, • ,1 . ~J • d" ...~ .: d ... 1. '.- D It 1 ki ~.I-

Wl.Ul.SUiiuy :5l1PP:,lY ~ ne r ,', lsp.rl1'11Da.S· ump u8.:V1Ce,.· ,_: 'on .' ever as sa .... I·'·. mazer

wb[a'~' be ~~.9 £01 fu~,~ entl."iclm:le,nt; r,ather. ask, ~'H~,w have you managed to rneintaia a eO'rl'oot arI'~ Q. how high. a boost Ievel, and ca ~ you prove it tOI m.e'? rJ Evry kit maker will respond that the necessary ,eqwpmen_~ to maintain a. cor .. · reo .·:t aft is in ,~he.ldt .. No'_ -necessarily so' Be. 5Ul'iB the-enswers.are ioorl'eet as his, fa,ce.t ol'tUlibpc'harging.is Oftb:8l gre81'OOs;t importmee.

What are .some rJJf the' ,d'ey ices for ni ai,ntain.i:ng lao eon e,ct q.i.rlft,~,l n:xtio?

The wor ."~ ·devic;: - '~:s none. t is perhaps tIl.' mos popular, It is also .the; .easies

. • ,t. ... T~1 A;o-. th 1-1 b d d d .' b booas-or '.' · ·' ... L

to mS'I~~ ,Nl0'~ ,her equa._:s' ::ac~ ,:;,'eV,~&e :l.S, t,'.e·O():~vt-preS!5Ul';e-S1~n5.r lve SWll1..CJj

tll,a~t, sends; a .false water-temperature :s~gn.al to 'the EFI brain. This is a, wholly unworkable gizmo, lit [attempts to add fuel when und .. fl boost ]by lengthening Injector pul sa duration ... 'While it ean double fuel fl01N at mid-range : ~P.Ul~_ i: can add only about '10% mere fuel 'at the redline, The natu.l'e,oft:imed '~iootion like EF I) results.m "all !:d,tuation w here the le ngtb, of ' an injector pill lse for amaximum torque cycle I emains essentially constant .... regardless ofrpm, 'I'hat fixed. rujecB tor pulse length becomes a gTeat~ · percemagac fengtne' cyel'~ time aSI rpm in~ "eases. The point is finally reached where engine cycle jl11B is th ~ same a the

Fi.1f;' 2.;,6'~, ,~$\tt'(l tgh~:-· t'orwariJ.j l'ow -~Di;i:& design, fh:nn hr/D}+·, rnifM'U')r!l.' .~chn.iq"u;eg< {tw' the M csao, ... i\l'la~a,.

Th-e. ,\Cib~en_ce t~f an i.n:l:e·~"" 1[;!,'O.~'l~r' ,~n"d' ,c~m!jre8!§lJr by~s valve _kl1tl1; IOO~S.~ a.~:}l.£lttll·l1il t he' tos~ ,mQr'if' a {fiJrd'a!Jt1J.,

maximum-torque hlj~e'~fjI·' pulse ·ti.m~', ,and then the injlsQt~j.r ts open ICQn'tlntu.d·, .];y, Tl~ is "~'l~y~:an illjec:~.~l' dn:rati.p:n increase, by any device~'\~~iha:ts'~~yI8rl csnnob :·supply· ,enoug.b fiL1l.eID Jig,t" a t-urbo engine at ~al1y uppe'il,·'-rffil.,SE r:p:rll.,~

,PuTt:b.s'J:* :3.D a dditi a ns or Bubtra,ctinns offuel are instantaneous incremental eb,an.ges ss the swi tc~h is. activated, and ~J.Q:t.hin.g' "with 11 large iItS;ta:rrtan.eou.s :change ]11, the ,~f]" .eail .. be correc t, The re~u]t ![tf ':·b,e 'i~ fuel 's·,nrich:n1.:ent Js'Witch ~~' . .is

.~"I. [~,e-'il:l!'clJ, 1i3j, p't";"""'I'·'I',,, "Ii' " '.'-b' ...,11, :~-:I' . +:. ',_ ,....=.,. '.' .:'Ii .. ~ : .. T-.'l ,,;5, 'E"'~ fuel £>;n~··, ... ,4,-. "~n'~l''''

Q ~ ~~ i;I'!I.. "1riII.. ILl! U.!L., ,:1 Ji. Un,iF.lI.Uli:;!;:Ii U81;,o,(lill,a ij,..:U:Ul .p .... PJl:)J3 !l;;'n,~l"'n ~'" .. 11'lUi - . ,..1: ,11.. '''-. ~ '. ~Jl.U_ ......:Ju.ID:li:Ol ~,

s~d-tch is; tb.e· source of JPeJ~h aps 75'o/a 9f turbo-related hQl~]"a'i' ,~j;'~QJE',ies,;, ,Av,oid :it,~ ,Au 0 t):H9 f' p~'JPular' scheme is to p'ro,:poz·tiDB. t~ftn=~l enrichment" aece 'ding to hoost pressure. Wbi1e· "Ulis. .sounds bette-:r :a.nd is be~tter; it is still te.chnilc;ru. nonaense, 'T,b·e ~.tuati:o'O. is ereated wll:er..ein tb,e same amount '~lf'fu,el would be add-

.. .

'e-~[ at ,3.00 D 'rpto' and ,~ -, psi bo.os:t as 'a:t ISOPIO ,. pm :~1.\]'1~ ~' psi boost, Obnri01lsly~ fuel

reeuirements ~W"'if1i"rl:;J1 doi ... t •. J6,: ,', to. t_~::. "",~ii':!i. ,;l'!i'-..'_ ''ii, - ,. 'b,?<,t-tb'- ii:OI. boest-proportion ed fu el-

,Ii, )t;r"1. .lL ~, ~a..ll,,!Ii ii!I, '!U'.t,JLU.,JI, l!Lk'l.UJ,iI!~ a:, _m ~ :~le. oL1Jm} ':" '","" ,,~_..o;:,.., ,I. !U', .' ,hl.,·."",. JL., . .,~

_ .,

er would deliver the, 'same q,u:antit,. of ':&.IeJ TB,gal"dl,es8 of' IP:ll] ,", Nat a ·wo(I"ka.bJ.€,

mechanism,

T1 h .. ··1 '. ~ " ... ~i" d ..... ,iL... '" .:;::].;r ~,'1 Tl!...~: .

.. llec.e:' att,ge'LO' .arge:rll1Jec~.~rs is a.'Vru.l~~ appr 0,$ pi to 'aLLu.;[il1.g'.i.ll9" .•. 'ms gener-

ally requiees 'oth~r,e,hal~ges po reduce ,the Ie-gel"' ~l1j:e,tto]"'s,t .flO\~ at l()w ,SP~-Bd.S,~ 80

f~'''' b' - t·· \w.ill'" b t .. 1 Tru b ~I b e-.

_' LB" . " ''\:'1 ',... .~. . ~ • ", .. _., ~ ~. ~~"" .. -': ~ _ •. _.,._ "'.,' ., _ ••. , n.L •• _ ~~ '["'~ ,~ .• ,

Q ','=' '. QOS.t opera "Q.11.: '.' not.e ,OO~ .~1L&_:]l~. '. '_ H_S can ne C nne: ,Y '"ep.it.:'ogran'lln1.ng

, .

t,bra ·eeu or altering n,[]'Wmeter signals, Wi th boost pressures greater than 8· to ]. 0

psi! thelargar- im.jectol" approaeh is a 'Illeaessi:ty .

.AnQtbet' 1:lo:pula1' dey-:i~el is to. send the ],a,rp;b da (tm1l)ipe' O~~~Sll .. sensor) sy.s,t~m to fa II :r]Jcb w'hell) under ']D:ooat,. LaJ~~da. ~~y8'b.ellls, have control 'Of ap:proxi ~ .m.ately ,8'0/0 of 'the: f~l'eTh ,Cbslive¥Y .. Combine tha't 1Nith ~O% mtl(l'1;,e air ('1 p<ijJ bo ost) and the' engine becomes m'~,~~e~ahly lean, This .method is untortunate, "at best,

Wh~t is r.:Qmpr-e·S8_CJ1'" sur§ie'j and how can it be c.(n.tnterf?Jd?'

'COmEJl"eSSlOr surge is tb:8 rapiid -ijuct'Ltati:on of t-urbln~ speed caused by "~he t.lJl~ri.tUe" $' being elosed under boost, Rapidly spinnjng to r CD mpressors t&llrJ.slOs) ean g,rj unstable b ri-efly when t.his O;CCUt8. The flU.C:'~'Llat1ng' speed ean be dat~J~g·· ins to the tu .be, and I~b.e aceompanylng noise is obn.QxiQus~ The condition can be. alleviated with ,~ C0111preSSQI1" by_pa.:ss. valve t,b,at opens as the throttle closes

Fl'" - A ' . 1"

~ "'r. 2-7.. .. s'~r.np. e

f?fl~ct~'VJ'e'l- lo.w~ b;f)'f'-·st &ysten~ fDr f.,he 1!N12aU~l~'k :Clu~i.lY, Note ~!~e a,dti Uio.na,llu:e},' '~njecton;~· lar:k of ~'lrf~l'C,j':u;"UngJ fif1.:d wr~.rJn7Ql~ ',Pi'e-knp fOI' ~he· fUtfl!~:

BUILDING YOUR OWN TUHBiO SYSTEM 21

and allow's air ,t)X.' ting' the tur b a' to ven t ba,ck to the fran t This keeps tlll~ flow up. Many node'loll 'tru bo [~} , '~s, .are- equipped. wi h such val ~~il1g~ bi ~ t selden ar they big ':;'DOU,g!, to handle JligllJ.~·a!.oWj high-boost systelTIs .. A useful fi'"inge benefl't to' ~h.oo.e val ves i:s. ~~bat ,they reduce lag" and pei c.,ap," ib~~y increas ~ fuel eCOnOID.ly. \OVha.t is ct reasonableprice to p;q.y fiot' a tUl~bof:l~arger system ~

TI;' e Iowest-priced s,ysten1, 'th at offe,:nti.

'. a CO,'" ectly si zed tur bo

• a correct airffuei ratk under boost

• boost [coni I rol by eon trclli n g turbin spee d

• proper :",gn~'tion 'timing

" proper thermal CQntl'ol~

.' a nrargin of s.afe't:y on dle'tcnation • quality eomprmen _ c

Such a s_:y;stelJ], 'truI, put t~ge.tllJ~lr agood argument fer beii:n,g,the' best value'. l~ is popular to be~~' ,ve [ 'lB1 yO~, g,~t what yn:u pay fo.£: but J 'ere' ,,,11'"9 tu bokits

. .

costing Hearty $4500. that do. ' 0- '. havea correct air/fuel ratio I ',r' even an, iron

IEnrha.us1~ manifold. rConvel'se.1YI' ,kit~ are ~", ailable {hat have aJ] trh,e above at a price less than ,$.25;00" A. reasonable p,rice? hi:s must emain 'the 'prClspective buyer's deeision, based au a ,thorotl,gh knowle clge of wlta the gets for hi s money

'Wll,oat pqper~vor:k "Sllf)U,l'd he ,i,1tC'iudea uii ','" a turbo ltit?

Instructiena and war I all ty ar e' seU:,exp], anat c-ry: CaJU tions and oper ating procedures mu ,t 'be well detailed and conse 'v'ativ.'e.

What ere the lBali",.ct.nty itnlJlica_t£o-n~ :of' i1?,Kstalli ng a tu rbo in ct UI~"W ,0; uiam 0- ,bile?

,..]1 facto Y w',arrlnty on. drivetrain Cl PO~" s will be voided, 'here all however, several eimumstanees 'to eensider, You. can purch ase an ~Jftermm"keit warra '·'l'ty t .. · co :·e' ryour vehicle-for 'all non tnrbo-indueed or -re ated problems. It -,t? currently in voguex .. :38H t. .. ese policies with turbo systen ,_' under the in-

"2"',

... .'

Ie H A,PTIER 2. ~ Ac QUI R I N G A, Tu R BO CH,AHG ED, V-E H IGlE

rid"'l:~~, lI'T'Jl'fj~'I,..." F~b[!I ~'I g'. .1. [t-b~ IU"-I

En.g,in eerit!.g pl'()d~ '':f.'d this lou ,..mo u:..rl.ted t~ rbo spe'Cificf1#~Y for ~he Chevy Cfun~ro., l¥i.jJi inte~'co()liNg~ 'l ktr1l€

!t;htl ies TO'fI ,turbocha..f1lw er and genera l~5' ,{lou)' ptlli,JIS this S(Y5tenl ,could' q{fer power l~if)~ls I' l~, e:XCft3-S of 5r/a bh;pL

1,~Cj, 1... ~'1 ~ .' ~b ., .,; ~, ., t '11., • d t'. b ']' .

~. 0:1].e: nreass ::us ~ u r. "[) .engme, rt H3 11 o'~, .go,mg 'fJ ,u e par tor :'~ ,any,., " e .l!? war-

ran 'Jf~ex:actly the same s.i" ua ion a's waiting until the fae"to,y W: ~rar,r~y expires <and tbe _ adding tbe tD.T'bO. WbiGh means ,that w~aiUn:g out ,the~ ia·etor;y w'arr,anty before instailing a turbo accomplishes nothin g efX,'OSP insuring that the mechanism is one-third u sed, up pre-tu rbo, Fl1rthc rmore ). it. eHmin.s;'e - : the:

ELlU of ,eye, own:in;g a nice new automobile with enhanced power. IL is, rare for a modern automobile to have.an engineld.rive rain problem 'wiU1in 'tb· w',~rl'anty dUI!atirnl- Those' problems that do, appear are ge'ns':raHy' minot and will like]y DGl,s;t under ,i;; hundred d~~lar3 to re.pair~. Ts, preserv.e the w,arranty fbr In,mlJ'

" .

hboti,sands of miles '~O, avoid a jiossible hundred-dollar componen t f:ail ure I ath-

let' th~' J' e~jo.,i~g" be sxtra perfo}', ranee seems to me the pOD ~er chnice. To assuage' yow·' co aeerns, call the car maker' oS regional office and diseu .. 's wi:th a

. , .

service rep tb€ areas of 'U"l6 drivetrain 'that. ha ve _ been -a ww·ran. ,:Y prohlern.

,Ff.~ 3-1" T.he r:.l.-CL'SJj'~C t.ul-batJ,ha."~e.~·_: n "IJ€111 _ - t-)nle._ h.irihl 'IJ en.g~--'; ...

~T -;;! - - '0" - ,;}, -

-- >ered high··g,~ali'tJ'~

p.~·ec.is.el, "I,,'u::"n:u .. [ac-

- I~' .'l·~d air JlU1.rt])"

G

-

_IE:CT -.I,IOCH

Th -, - 'f-- th j,- b " ~", ' d '-If,"" 11+·"1] ] -. fl

; a- size ,0 ' '-,~ e turr ,J) se,!t_e~cte,:, ~~-or a _gn:v.en ,-a_PP'llc!l.;b.O}u '~wl ,oj s;tl'ong y tD' ~ nenee

ihe degree of succesa epjuyed -by the sy:stel\tl~ 1 is n'01t at all a case of only 0 - B: size workingin a-specific sftua~ion; ratbe,:; thereisjuat one that wiU WOt:~ best. Th'E! tra.de-'!'offsl o~~'lag-;. boost threshold heat, Iow-speedtorque, and power are 'the v.ari~b!leB' ill ' J~u~~' deeision preeess of matching the turbo -to the requirementa, To optimize the 'tr,adle=of£8~, 'tbLe requirements must be defined first., TI ... as.~ requirements can; be. speU!e~, PU·I - 'by l":sting the performance ,o~j-e;::;ti.v,es,

I:." b - ~ 1 ..... '1L!.,.'II:

tor:: J:. I::€: p\art~-ru ar -V~;JI~e.

ObJectives: 'ean "lazy for d!ay~'~o-dBY. commuter cars, Bonneville maximumspeed ears drag cars super-performance street cal'"S~I;,eal ra:a€ ears, and even

"" th t ,a..._." f' bf • .'I , .... 1 ~! d "U_.;. ., '11 S -ifi-'" -t': b

lUI ~l,l~ outer trmge. : t ve j_eJ.es-cw,~':';· P::I,CA.'UP 'I,;< ,- -lti~.S-" opec I' C }JI- 'l'~;.o:r-man_ce 0 --=-

j9;~ti:v~ 'win be items sueh ,~8 'de,mr,ed boost thl'"s.sbolitt tOl"qtl9 peak, and es-t.i---

rn, ted, pow~~ output, Higher-speed vehicles r~quir, larger turbos, ,S'tree,t, ears respond well 'co mid-rangetorque, and low-speed v',' hieles need. smaller 'turbos. _How to seleet the ri:~ht turbo Jo·r the job and ho:w- to 'choose .some of the more

a ,C . .l~ d " - h f' II · 1.

a vantageous tea ,ur,es 8l~,e,wSCUl,sse- I m t ie ouowmg paragrapns.

To Illustrate the degree to which turb Q siziu,i can vary (Dr the particular job ~ cempare 'the: 198-~ Nissan :aOOZl""\. 'I'urhoaad he Pnrsehe 911 Turbo, T~Et~e tWIO carsare similar ill: siz'e ~ w'sig,:' . ti a I d engine 'we- placemenl - yet ] e turbos are v ast ny ,d:idtsr en ,t in size, Fr,om "~he: S-lZ!f-J. of ,t,be PlO'~'Sl~~~-S turbo, it ia rwa:t/:v~ly easy to conclude.that th_e Forge-be design staff did exactly wha l~ -h-y needed to do. They fi.r-ted,a 1 'f.ge urbo to the 911~ 01 Ifrliee specific reasons:

Lubr,i cafi n 9 oil i"vi'l:er

B-eanl'nQ I1Q .. t.!sing-

Ai f ij nih:i!'1

'furbin,e! 'hotls-ing

I'urbine rotor

Com'p,resse'r wl:1i:e'e1

// -:

Ca:m p rests:o.r

cover

L.u one-a Ungl cHi a.utle..~

G,e:lIlo.ra,1 Gu::idle:nnes

.. 1N1len o'pier~t~lllg_ at maximum ICH~~"dl ,the la]l'~' compressor puts less heat inw the; ]ntal~e charge,

• 'I'he IM',~i tnrbin e C'l·~~rt,es less, exhaust 'Inahi~~Old. bacl~ pressure, further· r~Olueing the hwa't loed,

D TIle da.sJli,gtlS"tart wanted a p ow~;rfuJ autem obile,

The Nissan ~ta£f Dl1 the' other" han d, 'Wi] th a 'm,noh, 1n10I'iB hea t-to [e'ral~,t engine (w':~tet'-C001e d), w as'f' '·e,'ei to llHj:ie;· it small turbe for ylrt uaUy hrlln,ed:t!3!te oft:. id ~e re- 3POll'S'~" This small turbo gives q,'ld_el~J.9De,~t :resp;o'O.se,. S;Jt .the ,s,Xibre)n.e; i~pen's;~ lpf high "bs:,ak pre~sure and h ign iritaJ,[,,~~ch~r.ge te'lnpel·a.~lmr~es:" Nissan W'[:l;S obviousl}rnnt ],Qoking f~hI' 6erf~'lIS pow,et; as tbey did not see :(i't ~[], offset ~~'hese .hlg~, t,e1T~:=' peratureswith any, fer 'il1 of in"ter'cDcrling. Their ob5i~ct.ive' appears to have been aimed at, ,8; 0---2,0 m}Sih pe-rn'tr~man,oo e.m;:, Ce'I'tairu,j1' tl"ey. hac']: ,~ diff~e'J:Er:mlt. buyer in m.i11tl nio'm, P'er6cl1:,~, .. ,Al~b01lLlgl1, ·.11.8 P:Q(f~che has been, prQ,clm,r;n,ed by aJUit$ ,1['oad tl~gte~rs the prrilne e~al1~Jd,e of a hig~l 'tttl·,plo-lQ.g d;es-~,g:t]_" it had to be: tla.a:t '~ray be"" cause of'the loVr" 1:H~3'~ a.llow:ab~,lff8'" ,A SlD{aU turbol C10'll11d, not h,avs been used on t'h.e· 911 b ecause of the, ·~he,'rln,a] l!,esirJietitoI1s of the air-cooled engine, and cl~rt-8:~ l1~Y Deft when serious p ower is an. obd ective, Poreehe, 'ther,efor.e,~ should b.e' ere dited M,t,h, dOl Ill' :e. nD;e job. ]\l i~s~tn sho.ult~ be ere:djJfed wltbJ s~,]]jn.g a, largenumher ,of ears 1:QI a IttT';g:e number 'of people,

~"! - ;i"ft' ". _. .' .-- ~ . -:{, , ,)." . -, -. .~. - ,-'0, ,-"';;11;11..., ';-'b" ,- D @~. 'O~- : "Ii .,,~ n·'· . .)" . .t"." ..",- ,1trI.-, , n· - - . ,rl-1

;I\ .r1.e In, r uenee o· compr ei;JSo.~ an:u ll;rlll ']Jl~ ~~~,~ on '~.j s;U:.~, oj, p"em Jl.O.Lfll:~Jl/ue W]. _;

ge:nel-'a]Jy ~[]llow the;s€' gold,e'] '" fo/BB!:

COMP'RE'SSOR~, A, '6icnn}),ras~Ol' hID;~ Ct' 'iH3.'f:tieula]~ comb "n;a,tj on of ail;iflow and

b· ~, - ~ ~,'. hi "Ii- ,. ,~ .... ~~& -. _ T'iL.. ~~ -, '~,,",' h '. 'F"i& •

,(If)$'~ pressure ai, "FY'[UC'· ~;Il, ts moss ~JL_lJ!Jl,e-n1t., ,,!D.l'e o.-"iel{ 11], e ~oosm,g 0' pumum

c~"fi1p':l.!e\ssor '~i~e lies il.1. pdsltio:tllin,gth~e point; offn.~nlum. efficj 8n.:f?Y at tl1e mp-s.'t useful :pru~~~ of 'th.e 'l:~€'"V' roange: ~lJ;haosin,g the 1l1QSt usefu l part uf'tl(i),e; rev l~'$nge Is where 8om,e· judgment needs te be exiel'"iels~cL ,'{e~p ill mln.d, 'at an. times 'Ulat when e.fft,r;i,enClY dro-ps off, h~~'t p;l9Dduced 'by th'e t;Yl"'b@; goes up, If a tu ,·bfJ 'were s~z·t$rl. such that maximum lreln,ci,eh~y oecurred.at one-third Qf the r,~V" llial~ge} ~f~ :B:ciel],CY' ,at 01" near 'the redline w~:n.:Jld ta'H:~l'"' ofl"tml Wb~I"~ the ell~r,g,~ I'ialn.pe'l··ratm~e would be search ;iug 11AJt.. }\.t the, otb~r ,e~tl"i~:1l1,e'" if maximum effic.ll~11i.'ey were at tbe redline, mid-range :~@filper,~'tu.r,e'S could get out ef'hand. Tl1.is,JMti-'ticular size would then be useful only foT' runni ng: fl_a.;~ out at that I'pIB; i.a., t.~,e B ennevil ~,'8. c;aLt., Somewhers'in the, middle of the us~fil~ rev ran,ge ,GItha engine Iies the best pl~)J,1)e to' locate til'e' maxfmum l~fliciell'~Y' poinl~.

Latg~'~'" or smaller ao,mIJI~s:SOI"S do l'lOt have a l'll1ge eire.Cot on turbo '~~g pr boost thresheld i Tb~ coni pressor whB~l is 'i:h,~ ~gh test.rotating part of' the tu .. rb 0·, l11eD:CiB, its eo n-t.rlbtIHDn t<~) ~~hG total in ar ~ia. .of U18' 1"'0 L~l~~it1,g assemb ~y ]-8 ~fairly low~ Boost threshold lB, mostly a fllU1Ctl1011 of the turba's speed, which is conerolled 'by 'the turbine,

Often, a choice of tn,rbo(s,) ia influ~11c~d by faetors other t_ha~l those opti-

.-,.,;;. ·d- bV·'I.t.-Eti"""·-·-'~d'v ra .... :c.. ... , .,.- }." .. '"., , .. -,,- -,' "l.;Fok.,~:."_;'[ .. , -- .-,~; , .. , d ~o-". nine-the

111lZe, __ '.I' II.U!~.I, m,!i;,~ ;.1' n llUC~~ 0] m~lxnDnm ~powe:t. if t.iL'lU~, ,Ie ~os lo can _' e'll,;€ 111JlL !O' - J.1!;,e

number of'turbos, f(n~ example, One would not ,BX:]~ect to SEH~~ a Ferrari V-l2 ~vlfb one turbo and a Ma-zd.a Miata with two, Cost also plays a larg:e part in desigl1- Ulg a systern, If luw' cost "is irrtperati ¥e,· per haps even the water-ecole d b ~1Jl~;ing feature weuld be delated ill favor of mor'~ frequent oil changes,

Ultimatelj; the value of lil~e equipment selected wHl not lie just ¥vi th cos ~ PQW'~l"~ theJE"1TIodynarnac f~ct~l·S~ or the mtmher 101' turbos. Ra!~lnn~ it \\-'ill be d:~-

Flg~ ,gn;tL Wi,th·Ct '"-~ncrU ,nt.rbo, the maxi mum ~'qft~iijl1J't-,; p,a._inl-t p.eaks ear~y', ,and :teinp,(!, uturee ~t}_iU be [(;ywe,fj.. (1.1 lour 'bOO$~ j!~'ie."ISU ree .. TQ. I~eep

v-: r. ..!

;iitJnpe1"atllK'BS d@W1i at.

iiC:h power O'tttpUt.f; ,ft. iJJ.-,:gfl! t~ijrbo is ~·/':ei;rrl;Jl nee e,s-stlry.

I ,"g~ la~3.~ At" t.l~fl maxi ~ lnl~m ,e~,c:ien.~ p, Qi:n..t

.,,~~ tpI~ !

QCil3urs a.t j1"ig her and

. ;:;"{a":! ~'1Jf" :wT'JIlI~J .... n':r~ ~"''''r ,J."}m

'.~~6.1'~~,- i!.Ji:~~ tJlil! ~v;~ ~ f L~l~"['"

.p.er-atnr;.(Js' lalso O~Cl4lJ~ Qo;ol'el'te1'J'J...j}eltltZtru

I.~.- -

me'au'd:ensfr a i ~ wit te'h

I fe€iep:s t(Jr,qru]. peahs at li:tf!;her rnn-l .

.,A,i ~;. r

IGENER,AL ·GUIDELINES

2

. . . . I

'- -

- - - ,_ ...... ' ..... - l.ow-rpm max., effic~eflic'Y P'~, ,_, .. -= s - Nid-rpm max, effideflCY pt ~ I ~igh-rpm max, .e:.tfiQiencv· Pit,

/"

.

.

. /

!ii.

-:

I I' I

-I

o

'I

9 10

a ':4 is 6 7

Boos:t p ~ssure· (psi')

a

.-- ......... ~~ Norma]~y. aspirated

- - ~ ,~.~ ~ ,_, u,w .. rpm ma'2_ ~"f,\fic~encv pt.

- '. ~ 0;' ........_Jt,fd~rpm max. fdfl oi>€! ncy pi"

~ H~!;J'h-rpm max, i9'fflclancy. pt

·D

l'

I

t~

7

5

termined ''by 11:J1e W,81y th is baby behaves on he ro ad .. I s i' ac tuaUy fast .. and does it fee' fast? Do-es il fe[ 1 responsive, and sager to [ un~ Is it crisp. and sharp? Does it pul [ smootbly with ease .(~n.d ,g:rarce to the redlins? Does i ~ make you smile 'when no una is arou d iGO·1 ee'?

" . --

tar] by selectlng two o three candidates whoa : ressure ratio and cf . ap-

pear from their .Bow· maps, to be in, the .rig'b'~ range, with efflci ency nat below 6 0/0 •. :',Q'n(!, thi 8 is aeeomplished, it is necessary toe -. ~. 1'111 calcula ,'. ons 0 choose bt1"tw'een '.' "1 In. (See [Chapter] 7 for an example ofthese..calClllaions applied to a specific inatallation ..

'UII'EnNIE.. T:l.B turbine's role is 1- I" V!.,~ r" 11 com Tess 1'" In doing so, ": [ us make the compresser spi n fa.at enough to produ C~ the desired ~. rBow ~"~l es at

I he designated bOOSG pressures. A small turbine '~fin spin faster than a larg-el' turbine, gtv,eu th . same esh US~ gas aner . to \-VOI k with, Further; a small !LU'-

bit e will ofl'E'r; in essence a greater I eetriei ion to the BJ:ov.v of the exhaust gases. This restriction ca ses baek pressure between the ~rb- D and. he co nhu tian ch' mber, This back pressure is an IVn1 sid ' , "et~ of: he turbceharzat 'and lint t be-dealt w-ith accordingly In rB·rulty; than. selection 11" he turhine must focus 0:1 th principles 0'·' spinn 'ng the. turbine tast enougl t produce .he' de-shoed response, and boost presser ,:lS yet lie (:;1;plng back pressure t an ,Q bso It '"e min imum:

,21' , CHAPTER 3,: S,'ELE:CTI ~J"rG TH E. Tu RBOCHAR'GER

$- laciiin,g C'Q'mrp1r'ess, r

S~ IZ_"

,Rg~ a4~ CO_ln.{J ,.e6~S{J r

,J. <

u,etl:-sd.l" rano ~~er5 ~ 5'

p.r·e&I$:r,o 'ratio .

. D~ns:~iY' is d.egr:~tl.rjrJ, ":y tel'n.pe:rai ure: ther. fore aC'tua~ iJ .. ir- IJ;U'l,'SS'

tt erease is a.lwc.ty.$ les, ~ than t} at indicated by ~he: .pl'ess;J.lre' ,·rdia.

A ~eJIN fundamsn tals rnu ".t be underst ~b.c prj' ,r to ,'-he actual p rocess of'choosing eompr essor size~ It i~ n :c,e isary to d, -veJDp~, feel for the concepts of pressure ratio. airflow 1"8_8, density ratio, and con, pressor lein,cie;ucy 'be o ~'e: one 'can be eomfortahle with the logic behind choosi ng. a compre, 801" size ..

P!RE;SSUiRE R,Al'U!J'~, The pressur ,"} ratio is the "oo'tal absolute pressure produced

b'y the turbo divided ~y atmnspherie pressui e .. Abselute pressure rneans the' ~,o.Ul1.t ofprssaure abcve-nothing fIt all, NQtl~.ing at. all is zero absolute, ~lQ atmospher i c is 14" 7' absol u te. -fw,tQ psi boost becomes 16 .1,a.bsolutej 5 p:si hOOfS ~ is 19 .. 7 absolute, and, so on. Total ab·iolute,. p, .. '~asu.r,e is then 'what.eve':'- the gattge leads plus 14.7" The .p l"e,8SW·~ r,aD~o, ~,I hus bet9m'e~ a, reflecr don ,of tl~u=~. number- of atmespheras o,{ pressure generated.

", 4" 7 +, boo'S~

~ ,

14,.7'

Example :,

Fro,r 5 ~: si bccsu

ru ;;;;;;; ,1' ~ 7' + 5 ~ 1 'El!'4'

a 'I 4.,7' ,.!i:I '

In this exa Ip!.,e~ appl'oximate~' 134% more air willgo into the engine than the er Igjne, could have, consumed b,Y it-self+

For 12 psi boost; .

nR- ;;;;;;;,lr4~7 + 12 ~ 1 8' :2'-:

l.-, . ,- 4 .. 7 ,~ ,

.-",'ere~ ·,p.p;roximately 82:94 more' ah"' will b:~ goillg. :,lroQgb the system. Pt esSll.re is also measu 'ed "in, bn.r~. 5;.0 ,I for b¢t1iom'etric (I bar = ',,4.7 psi) .. It, the above examp] ) a pressure ratio of 1.812 .equates toan intake pressure om'lJ92 bar. 1ihls- termis used j:n high-class turbo circles (whieh e(K1pla.-ins: .. 'Vv'hy it doesnot appear ·a;gtUu in this book).

2,,0

1.5

2.0

De oos ty ratio

3.0

." ~ts'.,

I

SELECT~NIG: COMPRESS'OR' SIZE ,27

DI,ENSliI''¥' RA,'fIIIO~ U1tilnate[~, power pro-dueled by tur b'~lcl1;argintf·dep';H!:n~r~, 10 n the Dumber of" air molecules packed in'&a et6u~11 cubic inch. of'volnme .. , Tihi$)·is referred to; as 'U1B' dens~ty of th:e air charge. This density t~es II bi, of ,8L baa ing inpaesingl,thl:ougb the turbochFll~li-elOl ~yrSte~l~ .. Wh,eo the .. air m,ole~uHes are fel ced closer '~og'e;,~hel' . b:y ,tb,e 'turbo 'to a, eettEcin :pressure rai ~o density dl.oas 'l('i~ increase by the same ratio, This is b€K:a.UA~, eompression makes the b~ll_'petar, ure rise, ~nd the', ir molecules -.'pand.baCk apart baed on, how' ho:t the ,~ .. gets, Although :the, a!r·chID-.ge wind '\ up dens.,· r density is. alwa~1 les .' 'than the ll' ~:essure ratio as indicated m ,figure 3-4~ (Since tb,e air intake: s-ysoom, is. not a hed v,o!unre . air ,dens.i~y can deereasewi thout tl e. pressure ratio diecreas,ing:.)' The: effort· l,p,s'ndad by a. di,esigner to use efficient compressors a.n~, inte~rt.oo,~,e ··s allows the density [·~ti'OI to ~et dos-sr ,and.lclose:[' to. tht~ pressure ra tio but never c[uib! reach it.,

.A~I'FLOW IRATE. 1 fie airflow rate 'tlll:-'CU;gp- arr engine is usuaUy refer "ed, to as cubic .feet"p,slE" minute efm) ofair at standard atmospheric.pre rsure .. The tech'llirCB.l1y correct btlt less-used term :is pOlPlds .: air .p'SI.' minute 1 his book will use the $€uru-ineol ce~t. term, "cfm.'

'fo ~aleulta.:te "~~,e·~'.eo'w' 'ate' o:f an engine 'wiibou:t a tUl'bo,-Le. no 'boast:

_., .,,' cid X' rpm x 0:5 x. E~

Atrflo'~ rate. ;;;; , i ,Jl8 .

Here flow' rate is in c:fln. and displacemen t is in. cubic inches. Tl' e. .,,5,: is due to'

~ -

the fact. thata :t"Q,tu"'U1slt ·O'ke-t.j-"cle. engine fills, its cylinder .. only on, one-half the

revolutinns. ~v is V'{)lWll!·~tl~ .. effic~elcy., Tbe 1728 converts cubic mches to cu .. bie.feet,

Example;

In a.smalJ-blo.c~ ,Ford, let ailge ,= 3,0:2' cid, rpm .~-: u:i5100, and Ev= ·858t~., Then,

A 'tfl~1 .. ,r,o,4 302 >(.6500 x 0.5 x 0.85 .~oo,.r,

~ - tOw 11"~fY - - - (~ 'd c/~n

:. ' . ; ',' ."'~ 17'2{S ' = .'. '.". .', ,

130 I

-

";>

LU 120C!

.......... _

10.0 150 250

DispiaceMenl' {CU IN i)

2; CI- APTER: 3:: SELECTING THE TUR80CHARGER

Tab Is' 3-1m 'Variat,,:oll (if air press lU~ end ten .. pe ~fJtu re with a.ll:,~ tude

With the basic engine flow rate estsbli shed ~ theflow l.',!l~~e 'under. bo,oat ean be me, ermined, Tll,~ p, 'essur· " ratto times the basi C engine fis:v\ll,;at r. then becomes , be, approximate .flow r:~ toe under boost ,11B,glrecting vo 1 umetr] e efficiency ;: the: number we ~'re' ]!'eaUy aftm:' 'In th:re small- block Ford opera ting. at': 2 .psi bcost:

A, iJ n CUV' nate ~ preesure ratio X basi" engine c{m, ':=:: 1 ~82 :~' 408:,;;;; 7 43 c;f,~n

To convert cfm to th ,I .1!:O'JiB 1corl:et.~ ·'e', 'If pounds .. f air p t." minute, efm must 'b e m ul tiplied, by the·r~lenBllity of air g,t the worlti ~g al titude '. see t;elb.~:e, 8 -1 ' .

C'llijiMP' ESSlliR -, ~:CII,EJNelr. In concept, compressor efa,chene:'}t is a me'S;SHlI e of how well th,€! com pr i8:SS 01" wheel can pu: .. ~ air without heating .he air more

han. ,the, nnodynamic law ,ssys it sl1.otlldl. The;rmod.y.n~ics sa,ys the ai eo'ternper-, ature should rise a certain amount based on. tn!e pressr I re I·.~,tj~9. Tbat temperattl· e rise would be called the idea te,mpe ·'ature iis~. VVb.~R the teo perature jiB, H,C _ u:011.,' measured lit is ,alw'i~,Ei high1er than -the :t'heI"moc!.ynanllc calculation indica es it should 11·- . The measured temperature rise · S,~, of course the real temperature, rise, The :ef11c· ency is the -calculat,ed 'he . 'perature 1":~SiB dlvi1dad by tIte real t'aml[Je~8ktw''e rise, In. essence, e·ffi,ei,elc~' is how well '~he' ~.(]lnp:f'e.ssiOt' :real~y behaves 'with respect i'·9 how w n tli ~(["nl-odynrunic· says it should. behave,

All compressor 'wh,e'els"O:Petrar~e with. p salt p'8;r.'C\el1t,~e, efficiencies in -he ,8,9Venties, Cbr.lOism:g' eompresser size becomes mlC~.gtJy a question <cd where "that cempzeeaora effi:cII9nc.y peaks 'W~ 'h respect "~'O the. flow eapabihties of the' en .. ,gineittu'"b',g- ystem

\VitJJ an nnden standi ng of the ·ti~n"]}lS pressure r-a11:o\ density ratio, airflow' ra t~,. aTI~ 'C'rt?ID,pI·eS~!o,;r e'·· ,C:~ency: tl"8 basi c' inf~l:W mati 1'1 necessary to select ,8. DO[Tl Pl'BSSQf flQ!' a g.iv'en aplpUc~aion is at hand In gene-ral i' und 81r 7 psi is Iow boost. 1'-.12 psi is medium boos - and over .. 2, pai i I high boos]; Wo'''kilrrg through he 8X,ampi:e of the &,ma I-blcck Ford '~i~h sevet.] choices of compressors vri:n illustrate 'the process of'caleulation as, weU as th.eimp'or'tal'1,te ofp]ac:e,mant ' ' the' effic101lcy p,eak~' r l'I(l- 0' -~ ig,~ " .. 6 z, dieates the effe,-t of La compressor' S eff',ruency on charge tamp eratu res, In Ire)] eral. compressor etft-

AI itude (ft1

26J3'2 2~l'~iS 9.79 18.23 12.67 9,11

D.05

A.u~ plF-e;9suJrie, (in, hg)

T«~pe'r,atur,e . DF)

Bela. lye den~ii~y

Sea I val 1.o0lQ 2000 80'00 4·000 50fJ(}

6 OCt 7000 80no 'l~rH)O

10·000 11,0 ,0 12.001) ia. 00 I ·.UOO

15~O(JD

,5,9.00 5,5.43 51J37 ~ g,,301

44~74 4,Llr: 3.7.61 ,3-t1.05

29 .. 9,2 2B.816

r:J<l'""I °21

1&i.".O "

~6' .'1:

J:.! s: '11" .: JL

1 e- 0'0

9°1.

.... [~I •

. '993 .9'89 .9.861

,,~"$2 .5)7'9 ,975 .972 .,9,69 .~5, .9~,2 ;958 ,9,54. .sst ,947

2,fkB~ 24.J~O 23,98' 2:a,.US 22'.23., ,21.3SJ 20.58 19.8.0 1.9,.0;3 . S·.3.o 17'J5,8 16.B9

~d '':II'. ~ r'iPi, n;n·lPol1>OUf1i'-..,· F;·~t'-~ilJ ~'~U. I~U~.i·lrr~· I~Y'9VI

di$chara~ ,tttn~f!lr.ah~ re l1et~U& preseure 'raiio,

!-._'" •

fiy ,(j,1i:e I:iHl¥ft/1 to

;'e(j1],r~' he. hightf!!l'Jt

ffi- ~

.~''1npl''es'So,...,e e 'ency

~¢S~/:~l.t:; ,the groote,. thll effici«n~, t,he l'o"utu"

. ,tM' teln::per"11t l\re,~

I -,.

e'l .; e _,-ng :bine

S,ELEC IN,G TURB~NE S~ZE 29

1.5

1.0~~--~~--~~--~~~~----~~~~L-,

100

250

40.0

ciency with QU't an in tercooler should be a least (5 Oo/eJ. 1f this .syst'Eun includes an Intercooler; minimum e-fficiency can be somewhat las, 'se~Cllapte a, 5).

Wi'-h he caleulat .a valuesofthe .Jm and pressure.ratio forthe Ford '302 'K~ ,anl1pi'9' one is ready' a go to "he compresso · maps tQ cheek where this :effl"ci.eneies lie in order to determi ne a suitable compressar; P10't t11.& .. caleu lated data of elm = '143 and, PIR '= 1 ",82 on JU3' axes of ,the compressor maps. 'I'he intersection of'tl:u:~ tWIC lines .repl,~~~n" i he maxirnu 11 H, V!.'f the 'c ,n-_prM50T' can pJ:~O( [nee at 'the pressure _':ltio .: [,01"' this a:pplicatio, ~ $TId tha'~ ,pqint fru1 S _ .ini o a particular 13'-(= Jici"8!flc:r percen ' ile on each map, It .is lsn~.gely t]le e:ffi.cieQ,qy at this P O~llt t"hat es~ tablis 'as the suitability 10< 'that compressor for the .P , ticuJ ar applica ion, ]n ·f]_gt'lre :if .. ,1' 'the·intm".$ieC'ti.o.n of-these points falls alJong-the: H7%·lin,e. In' figu J3~ -a'j the interseetion falls I'D the :righ1 at the 609f Iine, which indicates that the

e.f£c~,tUJL[ly will be somewhat Iess".......perhaps 5~J-l15%. ;1'1' refore, 'the' -1·,3 would he a less satisfao .:'1"1 leb· 'i~ for this, application.

The surgecharacl eristics of1 he eompressor wi 11 regard to t] e pplieatinn must also be-examined before finaliainga selection. This Call be app 'oximated ln a simple manner, Assurn t'h,£t the desired pressure ratio is reached at ~O%

. f tl " redline rpm and plot this poin () the compressor map. The' above exampIe wit] rpm = .275'01 :th"~1"i estahlishea a point fa. ~ cfm ;;;; 371 and PR ;;;; i.sa Draw a line -frorn th is P'Oillt to a poinl at Fft = 1 and eiin == ,20% of maximum, OJ' 14'9 efm in this example, ,t is. ~nilpall"ative' that this li 1, 'lie, ,ccunpl -te'!y to the r"gh of the line on . he fl rw map caned the su ~ge limit. Jurg.· limits a -e not al= w~y',s labeled on flowmaps, hut yuu can assume t.bey are t ole leftmost line. This examp le h, - ~ cates tha ~ the 16,-0-1 compressor; at '6'1 % ru:ficiency~ is b etter suit ed for tl 16,.appJication tl an 'the 1:-1- Q ~ a ~-J""o/£.I.

The it tended use. ,- f the engin Jt. \ -bo system is again th primary iniluenc:e n selection; f tur' nn size. In en I,Bd lse ell t· es a choice of lo - -speed, midrangem or top-end torque, i·, eh Ice lean easily nccmpas ~0VO _, h se ~ a Jlge ~

3' CHAPTER 3,: SELECTING lHE TURBOCHARGER

jt::i·d'~ 3~·1.~ Nearlv lJOO

b' ...

,iiu. CH'-e auaUablf! t}·Otn I he Tta -bon. I}ti;a~~ eifJ-l

• "J1J'~p 11·85 1.,- with. u ")'nJ:ss·tl. re l_i._tio or 2', 8. Th-e. steep incline a/the ., u.rg;e li m i. t line e l ~a'fly t.rl-d~cat€s Nu~t the ,50-1 Wz.U produc« A;~h O'CiGst p'r"fl'~Sl r«$' 'If loiu Cffl~ befara :;;,u,rge is fJrtJtl,~f. rd The ll.u]'n.b(U'~ ai thrt. extren: ritl't ar« th 1: u rot ne rprH ~

,Fig" .841;, t« e Turoon ,t ic: H -:1 . '01npre$sor wl~l produce i'5'O cfin u .a pnNNSUJ'e ratio or

~ ... in!.! .. his y{e.ld ~ tin €JYic iencv of only 6()1~. N ote ho.w the fJU)"'gtJ lit .. l(!fJ,n::J ... ha;rpljf to the

j"ig II t, iru.:licatutg tJu.tt th~ _In ~ ~v/ll ~~o·;i. work

a r J ig h booet pre "1jlJ,}"'e'S ~ t I j ~ ~ air{l U) 1 ates.

'ID

......

~

.~ 2.;20 ~

iii.

2.00

r.co

J. ,J ~ ~ ~ II I '- ~- ~ ~ ! i _! L~

250 SOO '350 4Q(lI 460 500 5S0 600 650 700 75.'0. 800 95,0 SlOO

Airno,w ,(,6fm)

1&0

2L20

2.80 .

12600~ ~264nQ J

/..Jf...-= ................

2.60

2.00

i05500

160

1-" .. 3..,9~ Defin i tion of l~,e. ~muc~r bra"

EfIJ~ .: !40~ ~Pl?rox imat» -1iMi$if.,r.:erbo,.,~ - Quited to

; ....

rJlLfli~Jj,(~r a eempreseor :to c

~ttell fl,r#1! rate

Turbl ne o.utlel'

T - r·b~ne Whtae.1

Turbifllta iilliet

In making this selection, Itw'O quantlties Ln'USi~ be dealt wjth: basic turbin size and are a/r".ad i us (JVR) .I"atit1.

B,ASIIC TIlJ RB liNE: s~\Z£,,' Ccnsidae basic 'turbine size a ,n'1~N3lSUJ·.· of he. turbi: Ie 's abili I_Y "~(J genet te the sllmt power required to drive tl e compress 1'"'~ t th - :'.:QW ['c; t~es desired .. Larger turbines therefore, generally offe:r higher power outputs thai. smaller turbin es, FOr: a Iarg .' measun . 10 , sim1p]j.elt~ turbine-size can ~eJ ' = erally be·jud,ged by t,b.e t~bi·:. -e~s ex·ciucce'f 'bra- re. While thi is >" grcss.simplificatier of the sc .ence of tur~blne;":J it ianavertheless a reasonable ~r·e.ptesentalt.i6n of 'the turbine's . low capability

'I' 9 graph of exdueer ho; e versus intake [:£111 is net a selection t 01 b It 'n approximate size indica . or:. j\ 1"e6UBO' .. able turbine selection methnd is to eon-

--

c

~ .

Q) .2.0

....

c Ul

.0

-,I...:' J

- r

aoo

so

~ 'to

100

31 l

-ult 'Ul~' source from whom you are :purchasing the turb,o.:elJ.illger, Ce '"taiilly 'a" ehoice will, exj.si whether to err on t;h€l high side or the low sida ,Again" tbis choice falls with ~ the scope' ,of t re o'l'i rinal Q,bjeG' ives of the turb 0 syste'TIl J wiD go fer the higher side, ev.el")' -IDrie.,

Ie ' OOS,i~G AN ,AiR RA110,; W1U~ 'basic ,.'J.; rbine size reflects a measure Ofti"llB tur bine' :t],ctw esp, ibili '!y the ,AlR, ratio isa method of' fine tuni 19 betwea , basi!" sises. 'To 'easily grasp the ]d,lea of an AIR ratio, inu~tgine· the turbiri heusingas nothing mot e than-a eona wrapped around a s~aft ito 1 ,01", like a an ~l 'U nwrap thL cone andcu ,'d.ffthe small e., d a ,allot' distaD!c~ from il~he ' I'_P. TIF1e .. hole in the end ,oft-h.e ,c\Q·ne. is ,~he Qiseharg~ area .. , The area of' this hole i s the, A, of the, ,AtR ratto. The size of the hole is '8ignificant~. as. it det·®'rm.ines the V"S19C-·L-y. w.ith which exhaust gases, j2·lillt the tul'~biIl,e S.C1~QU and enter the ' ur bine blade . i Fur any ·g~iven risite sf How I a smaller s:xi twill require ~~a.t th.e' gases flow -la:ste,r~ Tbus, ihe m-ea of'theexi is important ill c-q.~ttolilngtbs velocity efthe.gases a.s· tbey enter 'the it,¥~rbine blade'\ Tbis'veloc'l!~Y' has much to do, 'with con;rroWng the 'actual speed of the-turbine, II_is necessary toksep in mindthat ' hearea of ,~his eri, j,s the eentrolling fact{u' in tha bad side<"'off€,c.t of ' xhat st gas ba.rik pressu re and, tbus.~, reversion intJJI the combustion chamb 1"'8.

'The R or the .AIR. ra tio is th~ mS.'tal1,ce from the c:~n.'teI of'the section area In ~b,e· cone to the center oft'h'.: turbine sh:aft, ,A11A~ dbrided hy' heir respective Bs will gjv~ "tne same divld,'911d:

Al 2 As A At Aij

B~ =: R~ ~ ~. - ~ = ~, ~, Fe

or

Area

'~~- == eonetaru Radtu: '

1?h.,e··B a 1 '0 has at strong 'in.fluence in ' " on trolling tu '.·bin,e·p'ered. If one imag ines that the rn '"bin,e blad,e tips will travel about as fast as the ga ' is movmg

F:rg~ SoU.. Deft. ni#o n of 'the Ji/'R rQti.o

FIg~ ,3d.2l; T~ ~1~C ,e,ql.t~e ,tit.rbine s.pe(!'p. ,wh ·eli

, -,~ ..

. ,var~e.s ,w,r:bl,. cl'tange~ 01

<.the' AJ R' rasio, i-t' is

- ~J'lnD5t ,('llw,aj~,s' the ~i1lis?Jh(1:rge area that ii~ I - c,na.ltgrzd. ,wltJ' the

~..J'. .. •

f~~.u~Si ren~a~ rtl.ng

- ,(Yot,Uj'tonJ.

, .

"lilt" I II i e,t E:Xlbau:st: -,IOJ5' g

.s-PL~T=~NLET E_X,HAUST ,HOU8lNG ,3.3

when, it enters the'tip area it is e,~y to @~I tha a smaller R will impart a higher ro ti!rti~lg' speed to '~hle -t urbine.

Ex h,a,u$:t 'now

,Exhau-&1 iflow

'; is _t:.k' f: -ther valu to rote tb.a~, .,8. lar- .:,er R will e:ffLctively gl1k the ,;w~biue sb.aft,gr,~~ iter torque 'w·t.h which .. 0' d' iv, the eompressor wh el. The same force ('.x:baust. gas) applied wil']], a greater Iever 8l"W, (.11.) puts InO'l'18~ torque into the shaft~ 'I'his, fHI occasion, can .allow 3\ bi!5'.gel.' compressor wheel if" 0011d,i tion s so r qui -e, In practice- however, it ·'s almost always the:A that is [cba1:1g-ed~ whi e . ne radius 1 amains COllS! ant. A simp,ljfted, approach to choosing the AIR 1'8._ 10 is summed up in F·g. 3, .. 13.

Sele'cting what appeat S to be a logieel start ing poin f I)'" an ,N.R ];··atio is one tl ing, hut Etc;tualiy glstting t1:H~ 'ri~h': OL1~ is ye,- another: T'liaJ[ and e "l"Q-r is ISI:Jaliy nscesss ry: A reasonable choice call be judged by the number ' or to some exten', b1y per£brmancend response ... 1'1. dging b.y the n,~.]111he ~ -,"lequjr€! ' meaeureme: l't of exhaust manifold p'~reSSUI e, :0. turbin inlet pressure a:if] tlOl . alison 'wi!-h boe s pressure,

T 1Ja se i', .. of-the-pants feel of'an Improper AIR;, ectiou is sluggish b[)ost.rise if the rati 0 is too lar ge. . he ra [' io can be so bi,g 3.S to keep the tu ~b 0 fr'Q111 tu rn ing fast enough to' produce the' desired boost. I r the ra.tio i . ()n "the small s ~ d e, th.e turbo respenaa can be SQ quick es to seem jumpy and difficult to d rive smecth]y. It will als 0 shew 11 P M ia.dix _ g' po wer in th e upper thir d of the engine' s rBV range. The feel is siIni.lar ~~o that '0.:' a normally aspira e' 1 engine roth a : 91"j small carburetor. ~ Choked' isa reasonab 'e deseripti rr.

Asp1it-1We.t 6xl1£1UI,,& housing permits the exhaust pulses to be grouped fer separated) bv eylinder -all the 'way to the turbine. The Dle -it of doing I his is in keeping the individual. paekage ofenergy .. au .. xhaust Ilut 3,111tac" an 1 unmolested by other putts all the w,ay to the turbine. 'I his can ive h. turbine a lit-, l. ·8't ter kick to get it moving. Wh~n you e0I1 .. 81d sr the absolute harrag of pulses F . d enel"gy " rung dnw h' . tub f· m t n aig l~-~.Jtlin er .engin ~- t n_-

3. C~IAPTER 3: SElEGT'ING THE TURBOCr'iAF~G;ER

Fig. 3~J.3 .. "Th.e eftee~ of" ~iary,i ng tf'i€ 1.\/ R ratia, all ot-he'r fact~r$' rerrKLming consian j

Ftg~ ·3'f:L4,.~ T,he'r;p.lita '/~l€t exha~t I DUJi '-ng #:le'oretieaU:y o:ffers a smai! perfon'1~(J,rl ~"e ,a,dva mage by J~(te.p I n.g exhaust .pulse» in a

tig ht f}[~n.cUe all the Lvay to the lurb'i ne. 'this is. more effecti tJ!€ for engines. w' th fe.wet c;vUn.aet's .. CUUl. thus felJ.Jerp'uls~s:j. lier e:ngitte ~ycle.

14

A .

~ -'1·4 fA - L .'

~6-

..

n ~

:8 '110 '1,:2 '14

T ulib~ ne in ~'et, p.rassu re (psi) .

turbine 'win get more energy 1 han :1'. needs fer-almost any given situati~n.

T'hUB"j .a split housing will m~lke .z,i:p' i~flt improvement on a single-turbo V-B.. A

,If!"., ,.;J"!'. rd . b"'~' - ,'" .: hieh -. .. 1 . ." -. I. ',' . -, l'S'O"" ,1;"., ,,.,' '1'

tour CYJ.lll. el~ . .y eempanson, w. .: len se,.· S 01 Y one .pU.a.. l_ evel("y. : - C~ Cl a~it 0-

tation, needs all the energy it can :ge.. fromeaeh pulse, K~eping<1;b~m-separate

, nd undistu rbed will therefore pay some dividends ..

tieve~ al reasons exist fOI" giving false consideration to using two ru -bos wher ;. nne might otherwi S~ do the job, Plub"l'[a]y the mos popular notion of the a-d'

D:'~ :sh". b I:: ,F'e~a,tul res

vantage of bN'tl t~ll'bo' is red: _"iced lag, 'his notion ia-gener ,lly bard ',. jtlS-ti1~ Half the eXb~l1tS,:~ 'e:nw~'gy'put "th.r~~u.,gb. each of two turbines, with.inertia prnp,.or= _,~!O'llal ,10, I;' square andflcw prop T1t~onal' '0 'the cube, is lUJ .' iecessarily conduICiV'8·:tO p':rod_;1:~ciD;g' ess lag. Mu]tiple tUI boa' ml'p~ '. I ere P(iW .~:iI; Power is, in part,

:a': ",a,on. of' efficieneies, AIr otie.r things 'qual a big 'turbo is more effieien ' than a.small one, Ptz,zclZZ is. a reasonable 'Clo.n~ide~atlol1 when tUI,bt}cbaf'gi,~~ a FEn. rar ~'I bu , the same Ilngi.G. C~,Q '_; 'be applied '00 a turbo ,;1 nstallation on a pi ekup tNck~ Good reasons dIJ exist :fen:' us:jng 'two turbos, 'I'ais is particularly true witb respect to V~s'ty le or herizont ally C]ppO's,e~l ~,.lind,e : l:acr'ou .. s,

E~h.aust manifold design is. one of ,he keys to high :po·w·et ;~'u:" ut, and ·.:be 'tW',~ - turbo 'la;you:t 'inheren t11' Glffers superior manifold, design, The bea:t loss, of th' . C ·s~ " ub~ in V~,S'tyThic engine ". can bs eonsidert -bJe'". R'e'me-rub"s!, . t is h:!ll par this he~t 't~.atpaw:er;s rth:~ turbine,

A.tw~,~;t-u:rbo design"will usually require -W·, wastegates. ·.,ther I .• an the minor problem of ,s~nchron ";OOg 'tlua· two gates,~ mu,ch greater ~,entr91 '0" _" tn .bine sJleed: . .a, low' bo ost pressures can. "be. achieved, 'I'he stability of boost pressure '.at h~gb. fIQW iates: is alsO improved~ If li9JDOt'6 w,~ stegates.a "e used rather th an in= tegral "') the actual exhaust gas flow area call.·1O·, enls _ . ged 'b:y givingl' . 1 e ga tes t}j,eir own tailp.ipe,s",

.• ~reate;f' 'tul"bine discharge area is. ,tuwe.ys an improvement; to the sy.~rte:m" urbin~~Ldisch.arge pipes from two turbos w'i I mtua11y wways give alar:g'e flow inerease. F01" example, two.2 1/4- inch-diameter tubes offer substwllti,aH;Y' more flo.w are$. thanjust one ofa '"1 ches,

,A fUrther .reasen 'tw:o: tUl bOJ5 offe.r 'ISIU!];H~ ~jority under cetta.i"n eondi ions is tl·,.EL t ,il . h,' a,t is divided betweei I ",'lV r mechanisi as, allowing each to' operate 'W].1th loweI" 'heat input, The 11.ea;t absorbed "D"eOI "the materlals olf' the. 'tul'DO is, proportional to; the temperatur ,0: the gases and their. mass rate of flo~. The te:m,~ perature will rem ~11 th~·;,S'run'e hut t remess rate of flow w;~ll be halved. Thus. U e :op~:~·~ting temperature 0 0 -'t11.~ turbo will be reduced and rts life expectancy somewhat improved,

WA1ER-oC~OOLED IBEAHlfNiQ ~SEC1,IONS'. 'I'hs 'w',at.e -cooled bearing 'is a, feature that probably extends the aver~f!e tu rbo's useful liD':·by ,a f :;ctoMi of two, The presenee ·of water flow th, "OU,gll :8 Js:cket surrou: ding" fhe bm,u:-in,g chamber ~[eat~y fledt .ce ' temperat ure rise of the Iubrieating oil ,~B it passes through the bear ... Ings, Ebs reduced "t,empera, I ures k:·.>s}) ehe oU from .loolci,ng like Brand X· in the

" obil 1. COlltm.e-r~i;aJs~ ·.Cha 'led. oil rssidu e ,~CC1;Lm'ILtl!3t'Ging insida 'the it u r b 61 and, eventually blocking the oil flow, , hus ltillb;~g' "<he, tul b: I is t ae dread 'tilS!' . e ,cBJ.Hed ~ 'coked-up bearings .. "- (Sele chapter 4,.) The water .. eool ed bearing 'W'EJi$ ereated because too m', ,,'y end users-refused to chan: e oil on A schedule dictated bythe t l.trbo" It~oni,cwly; the presence of the' , _ ater-co oled beari ng does nOJt offer seriom . extension of oil-char ,ge intervale .. I 'tJ ~trooght to the best cc.rm bit " I ' • On pos: ible:: water-cooled 1~ "arin:g$ and fr~q"llen-t oil changes"

lUftiP 0 5i1.erIOH CLOCK. N s, : he rota tm· . ofone t moho section relative lOI aneth er is ca.Ued clockinz, AltllO'ugb mtegral 'was'teg;stes, offer a me asure of c nv.e~ nienca in. the d.esl:t.J)) of non eompeti t]OID tUJ 'bar systems 'they U sually do n tl' al. IW th t ,:. s sections of th " rrbo (" .urbine be ""ng and compressor] to be t"o~at,ed ,S,SQQ with respect tc each other, Restrictions 01:1. clocking: can SBriOUS[y 1 ,~ ndieap pack-agjng the tur bo S ';:i em in .0 an ~ngine compa ' . men'.

CQ,N.NEler.ON,!; 701 'T:IU;; 1I1jIlB'O~ The f:lrulg,~S on the turbine hou~lng the. co meet the turbo to the exhaust manifold a .d -rdlpipe are I "'I of'. -I e rnos com ion

failure locations in 'he entire system, Hea -inducsd .'~ar'p'"ge fastener, and gasket proble ms ate. rela't'iv,aIy common,", IJ'l: genera] ~ fiaQge configurrat~nns ·wit.bt 1 0 ~e fas~n,a~rs 8flld thicker sections will end' ',9 theheat with fewer problei ts. 80'~~ turbos use ,a material called N·i~R.a'Sist for t.he exhaust housing. Ni-Resist is .;hi,gh in nickel ;and. 'of~;el".s .a worthwhile imprOvemel1, in bjgh~l~elnp' "~lltul:e ',. tabilitih and thus .dHrabili'ty,~ lOt' the eihalis,t houaing;

Tbe com ples~~~:n' ou.tlrat i:s alm.,Qs:t 'slw,atye BL hO$,~~'E;,~y1e connection. Fle!xibt'ij]} tty in t~1is jOint is US11411y desirable [~O' aec nnmodate the movingaronnd of,the' turhe caused ~b13, staels-up elf thermal expansicns. mgb.-boio~Bt'":P 'essurB' systems. l'11ay ,sti 1. need to ada a connectmg bar to tbe CU;a,cl1m(g\" ' ube, torn keep b:e 11089 conneetien in'~~:c.t lJ,nt~e ,. the high ootl;8Ue loads caused b,Y' hig,bB;F' 'h9.P,stlev'elst.

Compr. '~' sor Inlet s are als 0. afe-neraUy, confizured 'w~th hose connections.

[_ • I b~!I_. 1=f'1IIto!§

Th,e~n1~ 'pl~,(nt:e en ~i ~rely ad equate where ,fl_JLel is not in,'lt, .~ dueed before the, turbo.

In, a d~"aw;.thrrnlgh c rb ,B.;pplic-ation:i the-use of any" hose be'w,eeIl, the i;:~'b and the turbo should be.' avoided 2S ItI,al will. puddle at the l1u$tL.I\., large-diameter hose 'boss permits a larger-diameter inlet sy~tal1 .. Large-diameter, ,low-fiOVir .. , loss .inlets . .t ithe compressor lJrr'e vi tal, Insure that all bases are su!ft,cien'tiy stiff ~~o avcid c611aps~ due.te 'the small V~U~1)tU.m created bytlJll9 lab" fllte'~ and. any asso-

'. d air f t

elate' 8JI' uo,wm,e:e,l·S, .

Fig" s-ss. Tli:e tu,1'OO

j,' • • Jj

oe« "lng t:lecib(m:. UJ M,~ a

w;:Ullr j Cll:ket offerfl ·ff;xt.e'nd.fXlll· rbo life, dn~d l(Jl'!ge:r oil-chang« ;'n,tervG,l~ .

•

H 9'W i',~npo:r'ttl.nrt' ie turboeJla~~gre r sieing ?

The' 'tUI'1_>o .has got to he the ri"gh t o ne- for the j ~b + The"l'ight -t urb 0. win ,o.ffe'f a, low rpm boost threshalcl low ,~ys - em restriction low' eh ~ 'ge t,ell1}:H~l'atu -es,. ,a,:- d low ,exhaust manifo ltl preS:SU1;',S" AriYOllteJ' with the aihili.t;y to I"e,ad and use a tale, .. phone can ar rive' ,a,t -tl, c righ't.si;'t; tur bo, N" iscience, no magic, jus a li ttle R& I - ,.~ For example, de ,Y"cu wal1:t 'th,€ very lOWMt. "boo\fj,t ,t.b.l"-eshQ]d? 'WeIll filayh e, if you

" ri ' ' 01,1y ill Jive 0 clock traffic. That is the only 'value a low boost on eshold has. B e assured, t'be: lower' the boost threshold, 'the less tbe horsepower, 'O"n, It'hiB othe-r hand, if maximum power llS YOt f bag; the t urbo ~i~ ~ I equired probably

won 't produce any ho ost until,' '8 U pp er half tlf the rev range, '. :lis is impraetical for the' ije.xible requi ·e nents of a. st ree turbo. Compromise-a "'0 h. ends. i ,nee~sB,my, .','(;n·~"t fall 'tor the joumalistic '~ag ,hat, he merit of a turhocharger ~yS~~'nl ~8 I, ew so on it w] U pro du ce bo est.

Does the bran·a of'tu·rboCit1aT.:ber .alftzret pel1b.rl'nance?

No,. Virtuall , all turbo units ID~e durable] responsive, and eflleient~ The, performanc df·" 1dt~ is.in no w· :y related t the turbo brand unless th8"' brand i . the on b" proper [size a'VaiJ able, .k~()1: U'l,e application, Son:u3 designs f'eatuI"€ :i rrt .... gral ¥lastJ~ ;,ga s ·,.'hese wastegatas I ·~d to require .a hit ina ., wor' t to make them, ,ali ,effectf,re as r,e]not~t 'wastega-t~s,., Jn that situatian tl" e b 'and ~·~':fec¢s ,- , erformanee, but i, 's 'because of'the in tegra wastegate,

Do tiai: 7. turbos ({frer an.y dduq,ntage'?

SO,lll' tilne~ . An 'engine with flo \¥ eapshilitii ,,~ greater than 300 fro (r oughly

·80 cid.) ~a.n. be.nefi'T- from 'tw~n turbos .. Two little tu .. rbos can ~lighdy cut turbo lag as opposec to 0 ' e large turbo and allewa ·'ett· r ~;;; _ LE nee of low-speed and top-end boost performance .. Over 350 cid, twin turbos beeoi ne a virtual neeess,ty: D.- P.J'O" aceept 'i be Idea that t'Wi 1 nirbos are inherently more oowe W. as too m.,any otber ;[~ritots are involve d.

What does compressor efficl'flncy mean; and ,U) J1y is it impo rtani ?

·'ompreasor efficiency meens nothing more than th real temperetr r of the air co ~ng' IOtlt· lo,f the tu bo under boost "8' ative 'to a calculated number based en thermedynamio equations, ·,·alcubl'~a DnA9~ measure 'the ol,he.r, divide theealcularsd -by th"meastu'e.~, andye 1. have COnlp)le~so' efficienc ~ '. ';,attihi 'g a eo rp -essor s efftcien.1CY "~Q a. particular engine is j mpe . .taIrt~ in that get .. tin.g maximum effici el"u:: . somewher .. near '[ he _PO-V' e ., peak.or maximum rpm means ,tha the compressor has. induced the lowest possible the rmal load, ~,' Highl v \8ffieienl;" iSI a. gqoiy expression inven: ed 1~'y ' asual writers abou turbo I' mean not-hing ")101 e th'ant11at ·w.1iateV~f.!1" vehicle a nrrbo is 'On gets bops t at low speed . If someth ing , an be exactly wrong, his, is, ~Jl example 'Of it, t:J.~ -speed b cost means small eornpressers hat are ullefficien't at high speed, rJ hus ,they pr duce high 'tern peratures and are .qui te the opposite of "hi gbJy efficien t, '

Does e;"(Ji'l~l st rn,a~it ifold preee ~,re iJ ~fl u®:n ce performonce ?

Y~5 .. Exhaus manifold pI'e.~u.r. i ,'.a measure orb.ow w~] the I U 'lJille 11 .~~ i 8ized. for fhe el~gjn.e·+ Eith; i1iUS:" iD anifeld pressure s,hQuld. not ~x:c'eed app rcxtmately _ wo anda hal 'llues th .boost pressure. It fa I emp ing for ,i: makers ,~o USe tu rbinea to 0 small fro' the jo b just to show a '[Psi of boost ,rat low rpm ~ Low rpr _ " ,o:o~ t ean be.nice, but to overdo it means a severe . 2'0% 01 S.), . oss of plOwer ahove mid-range rpm. A proper balance I flow' versus top, end is. a devi lepmsnt problem l;'rUery l{i-t maker should go through, 'lener:aJJJy" les s exhaust manifold pressure means rnore bhp, In the;o v. ords bl,gger -~urbil1e 'go faa : T·:

mg. 4-1., A beari 11g

"" J ~ t:J ioh

;'wc.non anu .. S"f1>l1.,. i:? ,Wtt':,~,

~¢~~y aepfJsUa of

: barred cn:l .co;,n expect. ~'~ imminen; ,f,(g'li,is.e. ~~r:Ol~ed-~£p b~aji.tl:rg' is ,,;!iT; 1 I" "1

.w~~ reeut t 'o~ US'.'l1l,g CU'

~jth ,i'.~''S,tttficien~ higl1J~ ~'fflper'rdU.ilC'€ st-ab,~lil:jt iJ,ll;d!ot 'not ~ha.T'J.gi;ng rrtl

~~i",ll s"I'l~'''''ie11t '

"_~" tbJJ~-

fi,"£qtMtJU.!),_

OIC,H ',IRG' 'R: -C'A,TII:

The preble 0' lubrica: ~1l0' a. shaft sp"nnn g inside 'a sleeve-type joun al healing was, solved.many years ago, No new science was :n,eo.eSSID:V when 'thturbocharger came ~a ng, , ,van tllQU,gh it pre ,G'D ted a lOOUpl!B or new ", 'wists .. , The neW"'Wl,Sits welie· th tremenrlcus bra in the '~~hile side:' Id the cumnlative damage to tbe oil by th e, migra ti011 of this hea t ] nto the bearing' sec: 'ion. Th~ heat d eteri ora .. es the .oil and qUlck-o/ I, ~lakeS it unusablr ~ I ~olu",,·; as '&_O ehesen,e, twists on tbe oiling problem have always bee It redil._ available but have ju ' ',. recen tly been inlp],emD,e;nted,. Reasons fo r" del~lY;' Du'e presumes, 'were economies and fe.at of sales ;res:is;tBfic-'~, The econernic asp,e-c" ".' the oil problem was' J I, OEM reluctance tc i 1~ "e,a£h~~'-]~lices bythe ~ mount neeessar 1~Q put ,8. waterc;o~,.lin" ;'; jla~et areund tb.e be;,a,:!"il1~ se.C'th~n. 'Tb8 sales prob~] em. was t~_e reluctance ofthe sales department 0 tell th'e c.Ol'lSU.mer' he must chang - .'t~b' , engm ' oil with greater frequency~fear~ I ,SU,ppOSB~ that the end user would sby 'a~~vay fi a,',' w' lat ~~corr.ec'tly 'appem"led t,o' b' , a bigh=mairrte:oance product, It 'sjuat an,'tb:e1." _:tamp!,' 'of the sad SI, t.e J affairs when aales and accounting I, verrule sound engineering, 1:'1')bL9 stOI"y' ends on au upbeat note, however as virtually all OEM t; r: bo ears now have ,Q'; er-ceol d be - 'i Ings and 'the ~ICO iltrn'~nd~tion of fi13.ijuent oil changes. Had 'this state of affajr sexisted from " he start of pr '.' au .:_ tilcn oflOIEM '~'urb~"s,~, tll,le English language 'iVIOU.ld be missing the less-than-colorful phraas "coked-up t" rb b, arings, ", Pit."

-- - ~ hal, a'ilu S815 a .. ' -" '-k·e·d~urp ~-'e,arh'.g?

, 'a.e,cth:." a 'LuJiriea,tin,g, Oil

IYP-:S 0 L b. 'ilea, t 5

, ,~e,...Co'o,le'd Bea:r'i g \ 00 - ing.

Coking is n~; hing n1.91.·· . than. eharred oil residue aeeu rnulating m the, turbo heat illig' section to such &11 extent that the proper fio'w of otl Ito the belU'ing is eventually blocked, The .. b-er.iously eomprcmised oil Ilow will :kill 'the·- 'f/urbo· in. short ol·d.er~ Four ,:bing.s .gall,_gtlP OlU. th . turboto causea C;Dking problem:

" Oil wi&h inad.equat·e hi~h~.temp"~,r,a.tLU\e ,capability ~ Oil with f_ wide multiviscosity range

" Extendetl oil-change intervals

~, Exc:es,si¥e hea _ in the bearing sect;J(·on

Dealing with' bsse, problems and he' meehanics ef a clean, cool oil :supply is be' focu 8 oft-bis ,cll,aptel~

. ULE': 11' y(l-l1r t urbo suf6ers ,8 coked 11.earing failure, cheekyour ,ow. 11 .maintenance dilige'n.'c{d!.llsfor:e cursing the tur·bn.

The seTh:ect",oD of:a 'typE!. grade, and. b-and Q.f m:tgine oil should be done with some fo 01\9tboug;lrt and, perhaps ev'~-n aUt'Ue: R&D. Please 'weed Gut all old familly bia.SEfS toward Rosie ,s 'Red Re'~R'efiDea 'eause Dad used i.t back OU 'th,." farm and wouldn" I hear of usin' nothln~! else. Dad may not have chs l1ge:d much 0'191;;0 the y.e,. ,"S, but 'engine oil and. tractc,]:'s have nl:a.d"~ ploig):ess measured in orders of' magnit uds,

Here" s 'what. you need 00. do: F'irst, .ga' ,a .fteel for what i~he luh ric an: is s,~ p'_ pbs. d to do fQI" you:r- .:e~gi·nie an .:- w:bat :s.pe~iw requirement . youi' 'dtu$f on 'imposes on the Inbe, Th.ese ,data 'will tell you what '.ype. of ~,11 will. best fit your needs .. Secon.d;.consi.de]~ the. elnna,te: and Qpe:roting conditions the lube must endure .. · 'This in Q, 'tens·you. wherltri~£o,,~;icty. and :leVial of B'6veir.i't,y (grad.:e) lube 'will

-do the beat j 0"·' for you. In general it is best to avoid 'wl.de:.rang:e , D1 11 tiviisc()-sity oils, as th-: materials added that create the .mtllt.iviscola~ty C~IJ,a~n.ity ar e the game ma erials - hat cause the· ,,~.okil1gi Tbus .20W·-=50 i:s "c18~ax~Y' b~oor 'turbo oil than 10W:"':5ft }\. su·aight viscosity is best of all, m..th ;21 tieD -point highe . vi seasity in summer, If it i·s possible tCI·det·le.rmi-n,e: the- detergent Fa i ina and antioxidjzin,g l;oaUng, good turbo oil will be.lligh in t'he-se tW!a categories .

.N" 02W you know the t;y.pe and grade oflube ·that is yOUI' best choice .. The o ae l~~~mallUng factor is ·the brand to bu~ - "his boilsdcwn to availabili y;, price, and "ih.at ynillf R&Deftbl~b tel] you is tI'uly the ]ubl'icanl~ f Jr- y~ul' engine .. One can

. - .

be l~e1alt,i",eiy c-ertadn that. an. ,oil f~Q-rmuJ.a~~~cll fo'" turbo use, and so advertisr d,

win 'he an adsquate ltl~bl~:i,can.'t: ..

Thereare 'two, choices here; sYllth'etic~ b 'as ed or mineral-based lube.

Syn'th.etl - lubes : 'ra manufacturedfiu ids (not necessarily from oil) in ?Y\r]~ic:p the ·b.asi,e, ~ . .t "-u.C.tU8 of the lube is· 'much more rigidly controlled than e D standard hydrocs rbon odds .. '-The resultant pr:odillct is- a ver:.v I~OI1.B:i.a~.ent, stablefluid ·wi th unifo "1'11. molecu lar structure whose prepe, ~'~i'BS, are ]]~ghl:y pre.1u;ctabl,e .. $ynthetic8 have (!learly demonstrated 'their cap'ab~lr,-:y with reS'Pt9ct to friction- 8.1 Iosses, hl.gh.-te ',.p,€f ature sta"biI.ity~ and basic toughness of the m.dle·ctllla.r ,S' . ructure s· Mine, '"al .. ·b ased lu~e~.i i8lGre 1 ess expw1Si ve and move iilte]y -0 colt, - .

The turbo bearing housing ''\lv-iib a. watEfl:' Jacket aroun d 'the bearing chamber has vi.ltQally eliminated [the prt.ible'l1.1 ~~f QIl (!oking. Th.e cooling capabUL·y of the wate ~ i· suet tha the ,ail seld'olm reaches th,e temperature at wl ich it begins to· break, dOIWlL, lor c -, urse, aU oil su.bje'et to- high-tempera ure UEJe breaks down slow ly over [irlle" so 419 need for periodic ,oil ehanges till exists .. 'Jlhe oil-change 111 t.P.i V'{sJ thus becomes on y s1ightly less than wi han atmnspheric engine ..

Fig. ~2~ A ,wa;fe·r'],~,ehe:t i'ruXrrpo.raf·c/. i?tt~, l h € til rbo bearing }~o.u:sil~g a.nd' f".'{)}'u1.ettr]!d tG th 1J im,gi~ e Co.qUl'tfJ' !j1:B.t~rn ,OOt1if2s':C:M~ay 17'"loot,(){th<~

'l.etlt that m,ig1 :ates fro.ra tiu~ eshaust. g,i'df1 roo he

. . .. - _-

1_' • L·'·

v.e(l-F~ng »ectum: ' ubri-

ca:t ~n.g oil is CJ;u1rded ft-'om ten 'P(!1-1rttu"r,e level;.;; h.~gh (JrU:)1.tgi~ t,~, ,~~(u~se ,cr/kino,

Fl,.. iJ..3"I' 'T1tmpel:11'ht re - C<J'mparison If)f uNllet'-

· ,cooietl (1,1'1;.(:1' Izo.n.~UUUilEr~

: coeled bfati".-.gsJ Ul U8-'

tr-atin,' temperature

· .ma.{1nitv.d'e8 -ruu':l'

, ,d~:s,~_ribut:i Oint i.n; lhe ,~u.rb£) o'f;l'arin .... eeciion ..

. TJ e tu).nd.l}(jtflr~CoQleli :~I¥;,.usi(lrg.can. C,GU' ~,€' SO,71Ul · C'Q~1ts.ta!~t darnage to the

"J 1ir:I7::" :~ 1.::':i'0.t'1i1'l ""1... "7

·:0"'" 'Ii 'I! l.t, , .~. tJV-'n\~,~; o,~.'~

.~dJtange tn.terUiaJ$~ 'he

~ darua~ed .~'J<a:rt~ r:les Df" Q\il'

. !L..I..Jfif

i wiU be rern;otNiil and not

.... . . . -

;. G~~.s-e cokin.g.:

, I

OIL FLO.W AND PRESSURE REQU~REMENTS

O~I' out

[:'
Q. t
-' 300'
m I
.I!...
:::10
~r
ro.
""-,
ID
Q.
E 200'
1:liJ'
~
·0,
1100 w -

IL__

.5 1 .0 i .• 5 ~'.O 2.5

OiS~8J;1C:.e frorn e¥.h~u.ils.t lousing: (in..)

,3.0

'I'he suroo survi es with sUl·].isil1gly ~OiJ};.' oil pressure and fltQ.w~ 1'1 is v- 1", .ually

,.' h ']J ,. " :I I' t d 1.1' ~-l .

certain t iata engmes m production {O ay l1a1JVe enougn excess 01 -pumping

~apacili.:Y tOI 'de.q.uateJJ t&ke ,0 ' th ~ .;. dditinnal I. eqnirement of Iuhricating the turbo, If'you -know ,2, particulat langille' was S11,O~" changed in t11e oil'ng' area 011 origh al d!8m;.gn it JS certainly a go d idea to fix it. However fix it for t.he· engine'-8 sake and not fer the fldditiell,a.l but-den ofthe turbo, Observe the 'basic lower limi [. s of oil pressure a; rd rh'J¥.f published by the turbo manufacturer and you can't go wro ngas far as Iubriea .' 011 is co ncerned.

T,oo mt ch nil P,I ssure can ere ,t e problBll1.5. with turbos, It; is possible tn force oil pas I oil sea L ... tha - .ar - in. p I fa c condition. if oil PI, ura exc eeds .65 to 70 PSl !itt the t urho, If a par ~i cular engine' crea tes rru re nil pressure than t·he 600-.'· can '1, u' .ndle, 1"1 rrrav be neeessarv to install a: restrict I or b·· J' • svstem '~O

~1.. NI. JJJ

reduce pressure-at the turbo ..

r robl I'll f' '1 _ · .5S"Lre overpow: ring th seal are evident - a. r"OCIueut "if nut q lite constant SlUO king prnblem .. Anytirn . on pr ~ ... Pl11 e exceeds 'the fj5~ 70

42 C I-'~ APTER 4: Tu H BO'C HARG ER Lu B B I CA.Tl 0 N

Fig. ,4'4,. [Oil rJnsfj U~.·[IZ~ r·eau.ctin'" ~ ~'l.t th e tu.raCJ' bJ;a 1."€8·t"ri r_.;[t[Q w:, T1 Sf! ,,{ (J,

r. ssriator 'I 'f.!] ui:res that p.re8$~ln~ ~uC'il'141e ~'O the turbe beari.ngs be nUd(1$u-r~:d fll}".d' pl OlHJit 'aclet] uare"

Rg~ 4--5., Oll pressur« reduesior: at ~ he turbo, b"v a PJ'PCIS$~ Th.is is n~ore reliable. -t/u. 7t a restri etor in, t,he r;il feed' line. b;u.t the p:re}J,su.T,e tu tne btt.·aritigl!i :rnust sti II b~. k~~(jwn.

il C'Golers

o Ilil11e: from engine

~

PreSsure before ,,' l'he res [brrClo r

F' r€!'S;SU re!FihelF Ine restrjiO:~,or

Tu :00

PreS5!.lre eheek gat,jlgec [i

/ Restrictor

- Oil ni3-turn to engil1e'

Turbo

psi range and 5' toking persists, a 1·e$LTic~Ol" iQJ!' bypass should be-installed prior to any ~): bar 'changes

These are ,go od guidel ines for v ir tua -ly all ru: 1·0,013;

l"~le~ hot Maximum load

Adding anoil 0001(:11 to 8~ high-perlb rmance engine is of ell contemplated in, the expectatien of' improving engine durability., Although ,it uSttaUy does" on t b~ too h~t ,y to rush ou and buy a huge oil cooler without inves igating tl [e real

Jeguireme]" of, zour engine, Oil ,P "efexs to operate in a given temper'3.tu.r rang1e [th.at- supplies 't1"'£9 viscosi ty needs for protecting the engine, does:n/t overneat the ion on tone- high ,elod and- when cool.do su't add more drag to thesys~:em than neeessary 'I'hase l'l ".ru:ireme:_ ts are all easily '[net by ~he l"ight nil t)]J'e aile viecosity opera rng in I 1e cal', 'ec:t temperature range.

M.in,e ra ~ - based oils are n t as t [' eran t ('l 'high temperatures as are sy '. the t i .. oils, Ft1J~ str et engine F b tb yn:h tic and mineral-based oils have the same 1 wer te~npfdt·i8ltlu·e requiram nt f 150~ m nimurn j but synthet;ics ean fJpera e 1'.1 I about _O~F hl ~her (270 F versi ~~ .:~310°F for lin ral-based _ 'I'h .... ref re, Y .u

fIg~ 4-8~ Oil ~'Ys:~:arn fi.~~il,"&g5 ,uz~' .~i1U3S. rrntsi. wUhs.taRd h.llgk tern,pep.. t'#u.re,,s and P'I"eB-tl!lt;reSJ

, the' }r;,yd:rocarbon enTl.i-

.r. "[,. •

" ron.m~'n,t}, arU'1, .!J1..U~"atton"

' ..

T.1iis ();",l."€";!.:d.-~Iin~ ~iU:;~ (;tl~

I taUonj, w.uh l,11;SrU.lI'tti:O]:1 IBitd fJJ.ppul'ting b.r.a~lk¢:t ,r'emo'Iledl reueols tke .

. stu,rd.in(J.'S·s, J1!~~ ui.·~'Y&d~,

J $:ueh. tha-t-'oi.[ .feed· ~'Q )'1:~ ~ t:w.:Oo ,is llev~r a

:, ""roble"~,,,

~.

·.iI tOI '~Inld from t,he Turbo

may teed an oil cooler ]1 you US~ min sral-besed oil a . d p~erhap,B DOlt if you use SY1"lt' etic,

It needs,te, b.' understood thatoil temperaturee . below '~'Se minimums iNill de:gn:"ade du 'a,bilityj:NS:f as S'tlrely as exceeding the maximmns. The ins·~allati()n of an oil 't6'Dlper,atUl"'e gat ge will·tell the ~hole :·tory. D'O 'th:at bef.o.l:e 'nS:lalling' all. ,~pe'nsi ve 0'11 (!oIQ:jer. 2yste~n~ T.he;n9 a '"·e occasions wlien both 011 and water temperaturee a:r·e on thehigh.aide but neitb.,el~ is out of'bou ds .. Thi:s situation is ideal ~O[' an oil. icO"@let." whichwill remove e:nou,gh extra heat from ,th·e e:ntb"e system to also reduce, "the watertemperature, The presence of 9. good oil cooler can 'easi~y drop the water emperature ]1Y 15°~ '1'te thermostatieally controlled ail,sys' ern j.s a gOQdi idea: the oil must reach a certain pI'e'set trem,peratur;e before the, ,t e:t'l:IU:lstat diverts .i't to .. he oil [l,O~~-r~ D"o keep ttl. mind tha;t. unlike water cQoling'ystems th.e thermos '~a:tl.cal1y cont ~oUed oU systG;ltn. 'mi not require I~h~ ail to reach ~h, minimum aeeep able. opera' 'Ong temperature, becau "13 ' he~ oil

hermostat does not block the il flow but mer .ly diverts it. I~. has nothingto do mt'h the maximum temperaiur' s e.t~her.

The turbc creates no special filtering t.€:q,uirem·e.nts .. It is.eertainly within the acceptable range of"r.:aso j bO'\vevlet tha' the real mcccrhead rnay want.to care fbr hIS, h igh -perform ance engine a bit b ~t-~:er than r,.!,i. \g' on the s;to": filtrationee luipm.ent A wide vmi~ty .of good components ar 'av' ilahle,

The plumbing -th"at feeds oil to tl e turbo and eb: ams it back to the engine is pe!rhaps t.118: weaklink in the' entll~es.chenu~' Dif'tiurbecbarg~g. This is ot,etinitely the place' f<i .. a fifteeD.-ce..nt par to fail and take om a. seven .. hnnd "s,d_,c1oUar turbo -01·, worse yee,~ '.'1' engine [n~ar··_i g. Tl<G following should he considered mini-

um 6' uirements, Do a t 'orou~hjol):- ·and don'l hesitate '. minute to sper d evan more $' at'tsmptiqg ·t,~ e~)'~"lbUs.1~ b "a;gg'ng right.:, OD. build ';ug " he I·ru,l...saf'. tur he lube system, ..

The oil Iinea feeding' he turbomust mee,: the requirei anta .. fp.]: ~,ss u~e and temperature (use twice he oil .... temperature maximum. allowahle) anrl be hydrocarb on-pro of. Me,'tat··braid-:pro'tecLecl Iines are rugl]]y desirable frcm the standpoint of,~ bi~LIE.n.IC)~ chaJin'g and vibration resists 11 ze, U Be· cau t.i on in allow .. · ingt.b.e D etaJ braid line to touch anythrng; as it will fr - quen Uy damage the oth ~ eli item If "elativ: ~ metinn exi ~~., For example) a stainless stee,r braid line rubbing on an alurninun valve cover wiU abrade aslot I igl~c ii '.' the cover, Anchor the oil ] One in severe places to eliminate relative 11 • ~ ion, and support ·he

4·4 CHAPTER 4·: TURS"qcHARGER LU8R~t.AT~ON

Fid' .if..,. ~I'l!" The oil-

- 0,111 .... r"-~ A:,'CJI!CIII ,!~. ., •

l',~ tU1 bruce tal.: .' he tl'''f.JJ1i;(!. lrYJ/fJ€s il'L~ oii line and fitt~'n.g,B' t'9 00;7'1.,' loads" i.ndu.cJ!..a. by en.,g{j~e. rockin.t, The. motic),n .r:"'l>1;l:r.:~t be' (JJ)SQ·].~,e'(j. by the, shrJr~' di&ta:rlrc..e ~~~; fhet'eforll~ the loads ru;(1)~tell1tial'ly ~"lrli'e fi~1.d d(J1?t~ag,ht.g ..

. 'O.tt071.":: lVith t.he breoe

. l ~..1' J,. •

a:tta.c't: ~ to ttii.€ :€lt-g7f1Ul

the fi.ttjng!!. ,w'''U nQ\t

• .1. ._7 ~

expenence any tj1!,'r:1.U;'~,G1

load. AU .fl~xing qr th~~ oi f line: oq;c~&.J· $. QV(fIl" thf! .loug· {ie.'t.ib.le p'Or,ti@J'l. "~'~B '~. ,in-d lU!'ing on 13 ?ow stresses and ,he·/.ping to el tminate fo:il:~u~s.

EnglAe

F.ra.me:·

A

.

end ntitings. Supper , ,~f ·the t;).ll, lines near th.,e end :i1ttings· will eliminate fatigue .. j ndueed failure· of'thes fi tt.inl'fs·.

Oil "'e~uI~n line de~jgn ]8 even lB.ore str~i:ll;gen t th>~n oil, feed lin design, E,~.en 'be pos·t· on of the turbo relative to' ·the engine 81· ould 4tal e i rto aeceu :- t til .... quiremerits of" positioru.n,g· the oil drain line, T'l)e turbo au; .~t be pDai.tl.onrsd hig ~

,1 all d :t.,.. 11'-.J·' h m] r1J'i1l"i.. ' f j.L b'1; ].

enougn t~r OW a;' ·.qWRJjl Ur~ll 'to t ... e '~'l sump, rne reeus 0'· tne Pl·O .. _'1.SDi is

that "the rO~] seal .. ·ll "t~e tJlJ.iebo dQ .not operate w~e11 it" "they are eempletely bat ed. rn oil. 0'· [ that bas passe.:~ 'tln"\9ugl1 tll:0 turbo bearings l11:11S' be· free . 0 drain out quickly and without any eeriouarestrictien Gravity is 'the only for,ee: available to r~d the bearing section of' oil, and .gravity IDij·, by all relative st~ udal ds, a ·m"D1J~~.

he layrOl.Y· oftl'U~ oil dtr~' in sy.s·· ern has a few fundamen tals tha : should b' 0 ,: -

L"'.e·r. 'V' ed: 0 . .1 _..... o'

x,lr A.N.[G.Le. FROM 'liHJE, TlJiRmO'~ Virtually all turbos allow a 36,0(\\ rotation of the hearing section rela tive. to '~he· exhaust and intake hi . u SingiS' .. This is, to: pernrr a near-va ' .. ioa! downward alignmen of 'the oil drain: hole, Vi .' ·'tical Is the ideal alignment, but 'where nece sar~, the deviation. rnay be: as great as 30Q,.

SIZE. 'Of DRA'~N Mo.S·E[. Where p ossible, a minimum insidte. di am eter: of 1/2· inch. should be observed", l~ is frequently.neeessa r:y to eomprcmiss the 1j2-ineh ID" an .. 'j this is p~rnJlfss;ih ':8 w.ne, other factors .. re fa.1·oTabl-: .. For example '. [8 I' '4~ inch ID restrietion ~ .t. the fitting wbe·re: ,th$ oil passes ~1 act,- in to tlu~ en gin~· m aJ{ work just fill.t, 'btlt it is unl '·~·~ly to W'ork ,at,~1.ll a~ the turbo end eftbe Iine, Keep in mind t1:'~ t n 0'1 ·_r,e·st1.rta' ·exist~·. fter . he bearing, and low-pressure Row requires Qluc-' gr at r flow area forequal flow rates,

ROUl'U4Ui OJF l'Hlf£ DRA1N HOSE Ide·a.U:y; the' drain 1 case should ~SW1Q{l~ Sl:llO~Qthly downward ·an·d are .gently over into. the ,ail pan 'hit] no kiIJ.4,~, sharp bends, 0,1 rises, quipment h tinging roff the si de .of the engi ne rarely permits the ideal t

Fig", ,~S", Oil inle: (u",d Q¥,l~' r/;ra:ifJ ,PQs-i'ttons. These. must: al,'U)ICl/1<1$ be

,.I

withlin ;gO~ at 'r1:~~rf,i.t(J.l to

. d · jfl,Ef:$ure e g'fa.~·,~ty ,', r':t;~n;

/i'o.tn. ,the. beeri l~ sttlJtio:f.L bdGj I.e tll£ ,,-if, JSu;lnp.

F.it;, ,""'9" A. V€Lr"ie.& of: ':

~ .

methods exis.t; to. a.u(Jj(;h

the oil drain ,fitt.in.g' to

,1;, St .. _'1"

"ItS. isu;rn.p. . tu: a1i:U~ .3S.

(J.H •. d the lea~ number. of part;i tf,.ett::-rinine the jo~nt . s n ,flit.,

, .. ~ _

,p,~ eaa

,[eql i,e, e'01:9 f[o,r'

Low- ,o:u,ol_ed 'lUi ,IUl S

SPECIAL R.EQUIIREMIEN S FO~' Low-MoUNTED Tl~R80S '·5,

30 J

~."

I"·

!

I

,~~~

I I

,

\ \

JI"-'weld or bfa~e

u n

.~:
, I [f,~ J I
I
~ ..
[ '~.' , 'n==B' ~ Sefllmefi'~ of tube

~mD ~

I'~

-'-'b-~S.eal 'witl, bond~ng 8lgenl:

SU iltab e ~or U$€ 'On. sl,eel

be achieved, [','O'f't and foreth' lIght are neeessa .y"he.re. Keep the hose clear of 1" eat 1'~ diated fr,om th:' exhaust housing and manifolding Insure that it is not su.bje¢·t tu damage frotn road debris or is s"ltitabl,y protected.

Situ.atj[,Q,nsl freq ulan tly ruct,Slte: n ioun ting the t u rob 0 so ] ow in the chassis that grarity drain back to Ui9 oil pan is out 0 f the qu rstbO.:n. 'WbHe ~~it~ is still the -prhne D10Vel"'~ ge· h'e: oil om r J~ be. "'ing ca '"y;. a sump or sm .'] reserveir hnDledurLely'below the turbo will be necessa-ry to cone ,t "he oil, which can eh·el' be returned to t]le engine oil. sump via. a PUll1P sys~em~ Perha JS the cleverest device in this, circumstanc-e is the oil-pressure- 1')lOW€H1sd sca.ven£f~ pump. The oil , . ow t . he t.uib is used to POW,."T pump tha, in i urn. scavenges the. 0'] sump,

A wide vari.ety. of evices on the ma Ire endeavor to provic e oi 1 flow 0 the [ urbe bearings when th engine is no r In ling,. 'These me hanisms are attempting to solve th!"lee basic problems, 8.$ pe "ceiv'edl by·th eir ~&~dgn91"S~

Fig. 4-10'• iln QZI. s.u.rnp is ~¥1Q u.i~ 'ed f'or (l, to'UJmif),urI,trid turbo ,~ ,/u!n ~ g~·a.uii); arail i$ not poseibte: Eltatriaal and l1~:I2th.:GI' icaJ ·pM .. mps ,tiO; , a'a .t'he job. v'JeU. Hi,gh flow eapGb~ IJty s,lwuld be (Jvai.d-f!d" as /;,h~' risk of c(tuitatiof, LV ill be grer.den

l ! I I I 1

q

PUmp outp~ ~ lina n~·t urn to ,eng i ne

'~ r1',

...• ---~~-~---~ .

Ii! su.p.p'lyin,g lubricant to toe turbo prior '0 S ar . E;IP~ to replace .oil that drains awa' while the turb is ,staUontuJ

-. s ·lpplying.1uhI·'~can· '00 the turbo after e .gine shut-off stops, '-1'1€. oil pump ._ pu Inping a given amoun t 0 r oil through 'the turbo ai1terr shut .. off' to ,- alp remove h~at from '-11 . bea'riqg'r=av.,·ty~ reducing the oil s-tendeney to coke

.~~, 'hils. all thes'S! intentions are honorable :nCJu.gb~ b re are a few' Sa'wain be scheme:

,~ AI~ of the oil. doe-s not Row cut G;,f the ttl 'bo bearing .. ~u.rtll;er tbe turbo does not .te· p in' action o.'ll start-up, Rather· it Mhievl~:.·, a rota' ional speed, at 'idle similar . 0- tha of yo,w: ceili n,g ffl_;~ '~

" 'When sn engine is turned off, the instant the spark is diseo . tinuedj heat. available to he tur b 0 D01" its, ""1. ing power is removed, and the ,turb stops, G .ne.ral~Yl the tur .. be win st:D'lJ -befal~. ~h,e el, 'ginris rotation ceases ..

A nonrotating ' .. lU'DO needs noIuhrication. .

'. R -1l10V~ ng heat from the' urbo is always a good idea. owever, a turbo 'ha:- i already abo cooled oil cooled, and prababiy W'~ ter-cooled is .gQi·· g to enj,oy iit'Je extra benefn Irom one - nor quart (]II" .~ orr oil pumped through it ,t .1,00,01 it, Not ,c: st-effactive

Determi H3~ preci-el, what an oilsyste - aid will do Ior you and for' h fa' manner IT! which you operai e "o~_r automobile, If the aid suits your needs, 'buy it, and good lu.ck to you.

N D F UI R'T I IE R,

HE .

III

What is ail.l~lu:t.,tj,~ abo u eok,ing ~ ·OU.r tUJ"Uo bearings-?

Although I t~-e'nd . ·0· l~bi1Llk. journalists are responsible for' coked turbo bearings; it might be U)L'L never changing the on '1S a more ljke·ly culprit. In actual practice jf one lets the engine idl8 for 30 seconds before shutdown, eha ng" is the oil eV',l'Y 20" OlnileS'. and useshigh-quality olt, tud 0 '~lb"jt;;aio'I1 failures

~19n . going to happen. 'V:tter-cooled bearing~ assure thaL be,arin\§, hcusing tempers ~UI'~S n .- er reach the oil break: om. t mperatur . ,,'te,ase re i~t the id~a c r"~ oilers arid lubers' (01 16Y~t m aids) as ~l · sa vior of tu: bo bearings. The r dllel'tiBed merii of th \'S ~1 v~ es 'is based ' n fallacious information, In lIly opinion th ~y ar w rrthless.

An intercooler is, slowly hut sw-e.Iy beccmmg recognized lUI. a fundamental PIW:t of a tllrboclwI':~e]~ s;y,s.tenl, II'_: never bas be'8' :I~ nor should ever be, ccnside.'red iciQf&- 0,0 'tl1H3 cake, A. prope r inteif."Oo·o;Ie:r is mure cake,

The int~~Qq.I.®..r is a. l"'aiLiatQF-=Ql"j, more ICOIT;ectJ\~ a heat eXGhange:r~posi .. , tioned between the turbo and tb~ lntak;e manifold, Its. sole. pu .p ose is, to get. the heat O~l't of the- intaJ:· e charge tha'i - be twrbOI put in.tO' the C,harg,e wi iLI~ compressing it. On '-he surface then tbe ,00' rit o,f an :int' 'I 'c()cd.er should be judg::fJd byLs success in removing tha:", heat. U ., ·Ol"ullJata!y. 'thi-s is onl' par' ofth .. sto ry~ as the mere pres ~'n~e of ehe in: -e-l~cooler' creates. a vari ty of 0 ther compli ca"POlL5-. Maxjlln~ing'·tb.e meri 'S of an ir _:. ereooler wbil 'mntbnlzi.ng the prnhler .s it can br.ll1l,gis th~ engin ~ring'ljrp blern that.m s· be solved before .oue can ereate-an i ntereo oled turbo .sys,te.~",

ce -nplesw.r I

!!..-----=~~ ....-=~-~~' _' ........._,__ Comprasso r bypass v,aJ v e.'

Inte. rCQOH9r '''''____

t

lan~prp-e.'

~~ULE: " is ahsolut l.' i eorrect, to think tha "any inte~tc.'·Dle~r is etter than' no in tercooler. ~~

Removing heat f1::0!11 the intake eib.arge has two h.ug~ areas of meri , Fil'slj

t h .. 1 ,', :to t "- .... ~ 'L' ~- _1.. t\ Ji Th '

, e ·r.euu,c.t; 'on OL "enapel"8 .ure '-1LWtes the :m:~:e CJl1tU: ge ([easel', : I . '_ e merease ~ D

de'ns,lty is proportional to the d1:ru:t,ge.l-- temperature mer snred 011 th,:JL absou ~ scale) Denser' intake ~h,' rges make mere power_ s~ 'I In' but no ass im portan i the: erri fie 'be eft _ theombu~' . on pr, "ass bra ilgh abou b'

, r

Frs. se: The fron t= ri1;Ol£ n.ted. int(!rc.ool~H· :. «

a iypit::al rtftf!rtnar*et. replacen1i€:n,t' for tke Bu,iek IGNlGNr series 6.0;,1'"&,.

Fld Ii!!~' A ,...,J, b iV _ !F~. ;;r,~ Ltb .. j4er... a' ""-,

heat eXr!1utnge:r !1a,!'i; be~l1I added, ~;o' this

, ~otUB' E'spri '.

reduced te:mpera"tt: res- in the"intake ,eha:r:JJ'B. Detona~_·':'hll is reduced by,any',ednetien in in,take tempelatul"[€S Thes'B bl'o, areas '0'," merit are the reasons a proper intercooler canincrease th ' ,'''ower' and/or m rgin of,s,afiety 9fth,' turbo[charged engine. For a discusaion of the t:esting procedures in volved in evaluat .. ingan in:te,lcooler syst'enl1' please refer to Ch81pte:r 14.

D esign cT.itei·l~, for:,. ··~a,ti ' g' an Intercooler ar many and varia d. These: .crlteria wiU ~u,tlu]:&~' I, e .'con$;de.;!'at~o' , s .for buHdIill.g an in: srcooler tl1B;t maxinriz'es heat removal and lluninl}i'~'e8 bOOB! -pressure loss.and any lag Increase

HE'.Ai TRA[i'JUiflER AIII2:A. Heat b:a1lsfer' a:I, ea ""~s the' sum of all the ,plates. and shells in the, 'heatexchtL'lger',C()1:19 th t al:e responsible 10'1' transmitting' nealt out of the systen I •• ErM.Y to see 'that tb,e9)"ea' '~r tlu~~ heat transfer ;~,t sa, the mere ,efficie-n't the :interco (dsl. This is not a. case ~ hcwever wh e: '-s bvice the area dou blea the. efficiency A 10% l' crease in cere win uety·'[).u about . [0% of thr$ ,am ou nt you dj.d not get otrt the uli;St time, ·Th}er.ef~~Jre:31 every 10% increase wi n hecame lea -, and less important, For Je~alnpl~" ifan ex:is~~ng inter c,ooler core IneaStlT:eS '70% effi-

E~d' .r A' T°1l.·~ ,"- '. - . ,t

r~€r'"' ,~.~ , . I~ ,r' "Of) lTJ;Q-S'

, ptJPt,lar ,int~:OCJ:o.~e7~ o~;we

. "styt~s IGre. .p~tde.-a.nd-·

:t.. ~:l ,(,J,.. . , .', 'd- . .1-,.. . ,..1

Sn:e£ ll'OP'~ (i.;lZ,::', "iLl Uu-

·ed. .. tub~ (bJJtlo,n;. The plrJte· .style gen;erally' offers ies» ,{lfJlJ) resistan;c'8-~ ~vh.~rea6 th

, ,~~ 4_tlil'ed .. euJ;e sJy~'e tends t;~ be- mcml1 ~f(i.-

I ,. :' - ~.. . ff:·~· ;~t'- _. "

e·~eld .: The: t.ubf!:s. ,W,"f

l ., 11 ,},., )" ~,~'~ t:

~yp'UX1.c:..r.y 1 '4 U)ll:re'.uj'

1 '.70 ~JJ1 l'

i l{.&r~ -(;rilg~

[) ES I G N C ~']T.ERJ.A ·4'

cient, a lOti core increese shonld yi,eld about d]~ of that nl,m~i"ng 80~ ~ 01' a new ,efficiency of ~-,B%.

I NfrERfUU •. ,FLOW AREA~ St:rea.lldining inside a cote .... b~d b;j' design .. I.-h_ harder :i't, :I,g for air to find its w/ay thtJQu.gh .9. core. the more ~ely it will-give up ~~ h.e~8!~c,bviouslytbe m·.aJer objective, B'nt the bad side j,S- t1.1at ~h'~s, poor streami]ning· can causa large beost-pressure dr·:ops .. To eompensate for b' .' d stream hning, .the internal flow area must be~ made la '.g~ en-ougl " to really s ~o~w' tl' air' d.QWll inside the Intercooler; ·iSO a'S '00 redu Cite 'Bow dl",ag and _keep pressure l,o~3es 'to ae_~ap~ab]_[e levels,

~ RUlLE:: The single most im p10rtallt ae p ect of intercooler design] s ] ow internal press- .. re IO,~6· ..

IN1'I)·RNAL, \!a'LUM'E~ P.Jl of the volume inte nal to the' tnte'fcooler system must 'be pres5u:r:i~e,d before 'that amount of pressure wfn exist in ,he intake manifold ... Al.tho ugh this. volume is not a: large contributacn 'to, lag, it ~ 9 rue lerth~16-88 2~ design factor D opt,im.i.-ze.:iD .~'he process of cTeutin,g~ a g()cd ,ilinte_ '\C~ooler system, It is agood idea. to keep I ;;r,~.ck or" the volume.and constantly attempt to keep th . exceasdown. .. reasonablajudgment of ','e volume's relationship to lag can.be made by dlVliru.- ,.g' he internal v01'(.; ms by the flowrats through the system at the' pm at which ': hm , "Ie is applied nd m.ultip]yiln_g by 2,. (The factor of2 results from ]1- appre ximate d - uhling 01"8..1 'flow t hrough ths s.Ys·· am wh 11 going fl"om erv ise 0 b ost, The.approximate lag time isgivenby

T' V 2

.une ;;;;;;; fl.;J: X L

,01'lJ" .

tr.-id- If!_ 1!f,' ~,~ ~ -~ d' . t !If"""~_,. ~;J, ... t'u;i I~U . ~l'J;e_

c,an prou 'de ru./J.equ.ri.'tte lr1.fnbi~w u,itfl,ow to ,a hijrizJjnt~Uy J1U}W,nt:ea inJierrJ)oler..

ICC 'lc'llIla i, g :_h -=-" .'a~u,' o_" an 'ntercooler

Exampl:e;:

Let volume of J,n- -ake := 500 en. in .. and fis'w r11::, .:. ~. ISO cfm at a cruise spa[s ~fapp' roximateb 20010 rpm,

T'''e:n

Time _;

x 2 = 0..:23 see

It is distinctly possible [&0 upaet the basic tb.I·O,tU[Q response if an engine Is ,eqL(pp~ with an [air:EI~}'w' meter positiloned teo far f om the throttle body; Opening the' th rottle causes ',ll Iew-pressure p]Lllser to be created that travels upstream toward the air Blow nie~~. 'I'he'time it takes tliis pulse' to reach this flowmete ~. an d cause it to re==.tc. is indeed the delay ill, throttle response. rypi.riaUy~ such . - pul~e BJ!'l1S: tea vel from the throttle body to the intercooler, through "the in t'ercoo,le~'~ back to the turbo, then to tb - fl[Q[¥Vl1let(3r~, in,ol'd:et fo,!' the a '~ete'f [~O register a respon.se It is .not 'um il t'he ·f1owlne~te.l~~·l 'seei'\l"'ss 'fui S pulse 'that ·the· air/fhel r.atlo can change _ 's account .lOli' newload conditions in 'th,e engine, 'I should p!~]:lnt ou:~ tbat there are exeeptions here, based on the Sit,}' I . of throttlePi asitio sensor v.i~th"which ',be engine is equipped, 1-"cnethel~S6~,~ti, g:en.erra.Hy" true "bat the fzu"the.:r t·he throttle is from the ail-flaw " ,~'tef;~ the poorer the throttle: response. Thus thispath length sliould . caive S(J.nl.'8 conaideration In '. he-'design "process.

VVhe·t) an fJugineis eguiplPe.::d with a spe ld densilytype of'EF,' system, wherein 11',0 airfmw mete isu"tiliz,ed~ or a blow .. ·thrtn.r,gh carbureted turbo ~ys~~D1~. Ithe lengtl of the intake tract can extend in-to the next county with no neg.a:tiv'e resalts insofar as throttle tespollse is concerned,

The overall ,problem in designing an " . tercooler sy'sterJDt. then, Iies 'in 'maximixing the ability' of the -system to 1-"~~1v-e heat from [the compressed ajr while not ad vel' s.e.ly affecting boos . pressure, losi ng throttle' response', 0 contrihuting ',0 allY d[s'lay·in be 'st rise,

The. 'chan ge III dlenSll,y of ' the "1,),- alta charge can be measured relative to the temperature - change bI'Qugl :~ about by "the illtere-(HJ1®1~" For exS Ii.- !pie" suppose t'll~rb() b· &I, a corepressor d]schar-ge temperature of .20Q ,[ above atmospheric temperature Ith2 L is, about '140° absolu t-e on an SOQ_, day. (? .. ..:lO degrees absolute is about 4600 .: add 80° to ge, 5'40~: 2 . 0° above th~tt temperatur is, -tlj,er .. fore [ 740Q abs lute. ,I If we.insert a 60% ~ ~ficient in ercooler in tn the system w'e

would r.e-mov€t O.a x 2fOO° F' ~ lS0'oF from t"~,6 syste'm~ ,te~;vbli$ ~ ~ of just BOdF rather 'than .. 20{)6~ cr an ,B.~bt501u t-e· of" 54'0° +800 ,= 62,00• TIlL'e a:enst~y change can t:;bi'en. he deterrrlin?ed -b.y ·tlie, :ratio (lIft-he' original abeolute ·~enlp.erB1t;lULl"JE'{ to the

':6 1~""I:;-'~,~i"!i']UI te tern ·"'p·c;.'r'o;:j,,;iful;'iI'i:I'~ , ' :Q,ii;;U, f!t~;;::!'I;,JI '- ,~, ~, ','1;# oQII',* '- ~ ~~

D- li'~J f C',-:, .~. origi~nBl ,t;tbSDttl-t.e ternperatu:r:e ~ 1

eJ1S:t~, C tange - (i.rUJJ ·a.btiifolut-e -tempera"b~ re

_, ;5,.(0 +'-200, _ '1- ~ 0" '':iI9':'_,~· 19,m'

_' 54() +, 80 ~ ,~,~,~ , =. _'" - :{iG

'Tl!N~f("e(tUce:~ tbis illter.'{~QiQ.]J3it" 'wiU yi_e1d a g~i~ o,f a~ottt, l13'o/.~" Tbb~, means '&.bat 1'9% more 'air molecules will be in th:€i 'com. bastion ell amb ex' 'tbmtJ! ,O!tb·~e .

.... - - " . w . . .•.. .. ".- .

'w',o:old: bave been, All other 'tbiH1g"~, remaining equal, one would :e~!ett a similar

g:~in in power; This, llnfo-:rt1lJ1n~ttelYi dhl1esn'i t eome about, because :t~.tf' pressure kN3S6B caused by ·tIl,a ,a,;e;{ooyn,a.mic m'3g in:sidie :the m.t.el·(;Q'oJe~~.

Tb,!!_ ,oo'I:JE"e~p))l':lli.dling ]lower' loss due '~O, 'bo,os't,.,p-re;;sure loas ean b.~ ,$sti:m,a~t~1?i~l' by ca.~eulaitin.g. ,tb~ l':a~:iQ' of absolute pressure with' ';~he in~;rC"nol¢r tG]' that w:ifl1 ~ out 'tfu.8: i!lte'lIrC001e-r and, 5~fbtT.ac~ng it, from .1 00%,.

,ExG(.m.p,le':~

--I

If :21J'si out of 10 are ]o~t dU,!!,100 interecoler drag;

P' I - l4-'7' + 8 0 AS (:h~M Dower ,'.QS~~' ;;::;;, 1-14 7' , 16 = :' .V\'·' -, J-,()

,'." +, ,

This indi.I~~.s, that H~w' Iosses ~l1ro~gh tl1!9 int~l'",e-dol!et' ameuntto 8',%.

The Idea ,tha~ th .. e lostboost can 'eat1!ily be recovered by a.dj'us'tlog the wastegate, while ,Slfttractive is not (quite OOl.'J:,ec.t. C~rtainly; ifbotJm is in~:re'ased the pow'~r 'YliU I'i;$e~ 'but, one consequence of this is 'tl"at 'ttirbin,e inlet P,[.eS5"Ul'1e' vrill lis:e lfYOll,.atterm,p't to driY8: the turbo ye,t. har,d,er~ ~o'te 'tlll~biJjd~, iru,e'~ pressure ,c"r~~:,~.s more re"iill~~r.Sii~n.; w.hifib Ic:r:,e:B,';tas, m::'Ol~e: ['.om~uJ1i'th)n, €haim'b-et' h 8'atj 'wille.h, vr?Qllcers c'heJl;t':gle1 denaiti~8,~aJ1li.d 0111 and on, Thus, 'Cine can. Ble~e, 'that 'to some e-x .. , 'tent~, recovering lo\st, pO:WeI:' 'by '~urlling' 'up: the bOQ{S!t, is in p',~:rt anexereiae in c11ba.sin.g nne"~, tail. "I'is far euperior ,to design <aJJld, build the mytblcru: zerc-lcss lnte:E'eooler~

FlgOJ B-?~ Calculati1ig 1:n-te~'C(;jaler rr:,ffir.Jenqy

,e,S I,oulat:ing: I _,h,e Ef'lh::ie:ncyof an rllnter'c"D'O I.e r

Temps ra'~u r:~ out '0. turD.o ccmprssscr (T,oo)

'To eng' n.-e. iii,

TtHuperQ'tu 'e QUl o~ :~r;ltel~oo'heir ("f~)

i

Air·'l;emp.9 ~turr.& lrni:q 'WlJjo (T a} 'tem.p.e.ratUlr®~ amb![er~t

'I'he :";rdea here ms' to .~.omp~u~';··- the tern.pe, ature rise of the intake WI' caused 'by thl€ turbo to _ he amount of heat removed.ln the" Intercooler.

Temperature rlee throuah the compressor is compresser oU'tlr:rt "~~mp,era.~· tUI,8 - Tco,) minus ambient ·tempe;ratu re {T ~) ,.

T;,· ,-' - .,J" ... :~- '--, - T' T~

I!H~.m.el,a;t.-U} e ·l .~$',e - -n - .

".J:L- . - - - , • ,tl"u - !J.

',rsat removed by the: intercooler is 'the temperature dlffe-tenc~ between a.n' IGfxiting the compressor (TitJ~) and ail' 'e-xitll'lg th,e intercooler (Ti·~J.

Intereeoler ·e;B£itdency {Ei I is then ·th' tempe ;'atul~~ z·e,L'11ip· ed divid~~ by 't:he 'teD'" perature rise;

T T·

E ~ ~ 1- , j~,o

-i ..... T. _ Tl

(!Q a

,Rg~ 5-9,. ,,4 ,taat.'~r .. ba.'1ited intercooler monsued. in an ~~7 Mazda. R'X1"

ChblDsiag the, '1Y1pe of I ute!r cOI_ler

R'8~ ,~~()I~ Pi (].:tf!/-,~,tylf!i

· '\!It,-r',fJol,er co' YJs'l(J{fer ,a

· _g()()(j' hala,·nc(t Dr

· a.;r.n:pien~ u~'; r;;h.arge air /low (.f1'e'W.

E:'rh "Jl'Iiil'Jl:P' t» '"

~~t ~ [rill,' £'l;rll

Let Ta. ~ SocF; T,o,'::::' 2S0o~ and'ilio' = 10°F:

The'n.

s, ~ '2:fi~ .~_IJ:' '" 0.824 .. 82.4%

Curr.en, i~:t the re.s .. !~r, d~yp. sor in ter.co ~19' ~B str'!'ita.bl,e for street use ' he air/air uni' and ,U~:' air/water unit, Each ll.as its own areas of mexl .. The deci ion about wh ieh is moat sui table for a particular lapp li~'atj,oln is, based all. t]18 merits of eaeh with.regard ,', the eonfigu ation of th.e vehicle.

The airl lit uni 'Villll g!enei~aUy have ,O"'--ea.', .elf simp i,cit, ~ greater thermal effi = cie'ney at bigh. sjJe!ed.~) greater I"B,lia"lbill'ty; .I.ow sr roaintenance, and I, rwer c~st"

'he airh:lIlater' uni will g'ID'le'rally have 'bette;! thermal €ff:hciJell'~Y ~tt lO~1 speeds, bet ' e . ,throttle I eeponse 'wJ:J;:en a mass-flowm .. "te, '.'~~q uipped E,Fill' 'sys~em is present, Iower boost-pressure Icss, and less cornpressorsurge. Space re qui '.e= mentser plumbing complicationa nl~y ructa;~e thatan-adequately sized air/ail' unr I, cannot 'be' used .. TI;' us the ehoic c 1 S S OiDl:etm mes made W',l thou t ,i.ny further eonsid r tiO.'D. ..

CHAPTER 5: H:TERCOOLING

,e!S;lg"D of' t:h1o Afir/Air Inte:rcoo'le;r

FJgi<&,ll., Hamel clatu. -e: of t he ,intercr:J{),ter cote. The aha.rge -air ~Uce' reeeiues' charg'e air

frotrt the lttl 11o.. Ttte c.rnh':'ent air (cree is'

pos itie ned /:(;) reeeiue onconung can,l iJqJ ail: ,iEnet bftr-"S and plates. (I:ypica~U)" 1/8" , Ihic:l~),

/j. razed to. t~h .... ' !HdS - de surta _"t!s p :'D:'~ ~ de spacing' and rig,idi.I~;Y. T~trb~" lalor's prorno/£

h f'l" '"

e!'XC ~"Olge [} r~at, if"O} ,

lh e tUOClS to ,the. ch. ~~nel di uir1:er p l&,tes and ff"f)ff~ there to G,rnb.i'-errJ air

ill rnu.gh In.t; COD,UriC ,[l;lt cha,.n.n eis.

,Rg. ~3.2., i\1easui'eliUlJ1,e. of' core flo £.V Clrt!Q,

.~ voo'i!ety" f Iaeters me Sit receive equal and adequate a~tt'en'-,ioD when configut~ ing the ai r/.air IC~ :~ truly balanced and optin um design is Jl1~ a case or w1orlt:itng at- the: de -ail. I until all facets 0,[ the lay1ou.t are with'D the sp·ecifi,~,," ~ons outlined in the follo~mn[fp,~&gr,B.p 18.,

IN'~ANAL, FLOW AR£A~ ,': large' part lif the Pt', ·~'ssure, Ioss throu u.h the Ie ~v. tern

is determined by the mt 1 ual flew ,area of" t-he hea exchan gel" ceres.

E.nd p~ates

C'11a.J10ei l,ength (Core heigh't)

........

Ambia rrt .Iow d, rec'rijon

Core Vi/ldtn

I

,Fig;, 5=1-3i~ ,Es,t'irrul,tilt§

Enterna l flo ".,' -ea lJe.f1,Uire.d in; ihe core

DeSIG·N OF THE. AIR/AIR INTERGOOLEIR 55

I ',h,&re 15 no magic lbr.:rnul _ ':to,t calculating a corn -,tt .n~'w area for a given elm c pa )"71 ity" bu : e ' rienee has shown at figure 5-13 consistently ~' i elds satisIal~tory result s.

If i"~ 'were n,o,t fb~,·,the, turbulators Wll.Th:~~':Il are ·dotLble-:ed,g.ed swords . be re, we eoul .make d 'WI ~I n: uch less 'fiO'w 1"ea, b lIt we wouk e:xp€~ril· 11C:·· censidet ubl' ' less heat transfer. Th-e, turbulater 5 job is. 0 see that no Iaminar flt)w' ·ever exists maids the eore, When this is dene well I each charge air molecule 'Will ge its chance b) snuggle up to tbe· cor, walls, and exchange ',ts heat energy 'with the wall, If t~rb.uJ.atprs are dense, lieu exehan ge i.e b,~t~tm·;, bu.t flow loss is greater; C9D:v,~r~1, no turbulators ~t all would yield minima flow [OSSi~~, "bu' he :t e~~ change would be lousy. If space is. a;valilah' e for.a large am runt of cQ;:I e' mat: - ' ial, one can 1(~'gj~la]]y re'b0015B' ,8. core with dense turbulatora :ruJ.d trade high t urbula-

or drag ~:ar lat',ge internal fjow areas, , he' reverse iB. equally COITec~ where space is seV'er~ly Iimited, B_C9,:re wi th .. lcw~,ti,eJ ai y tur bulators shoul d beselected.

C!O'RE ,&~ZINa_, Once intemal flow area has been caleulatsd, "actuaJ :cqt~ size ana shape can 'be detsrm ~r. ed, With most loores,appro1rimatet1 45% oifth·~ charge air face is 8!vaiJlEl'b~,e for entry into " ae air' t~,b es, To. find the I .• q1Lm ed area of [be .. chs 'ge air fa!tZe,~ di vi de the in tarnal 'flow m's'a by this 45'% figurj3~ Cores ,m'l9 ~yp&,,".ally ,aL'~j,ail,~.ble' ill t aicknessee 01"2, and ,a 1- ehes ehannel lengt ~J3 Jh . ights ! -f 6,~ a,!, lO~ ,s,nc112 ~ncl!~,. a. lid wlc ths Qf~, lS'~1 . and ,2:4 inches (whi,h can be cut to ~l~y intermediate width Yfitb a. bandsaw - Cores w~thliJn,ger c'banlle,ls:·are availabl ;, bu ' 'they t .nd to red uee ir tel'll1.ru flow area, as indicated in '~.gs,- S"'~O and 5·=21.

E:xa.rnpl.(~':

, H~J:w r~l'Iie~' :0:' of Ill. ~ ~ig. 5- 1 a indicates -tIl" ,,'~ a. Ityll'] , " intercooler would require am iJ1.t~rna1 nnw area of app '0' ~i na ,'iy 25 SI:. in.

467

4DO

b7

jn ems flow area tsq 'In.

Q'5·· ~

..... . itn.., ._ ., 2:

- t ... In ..

O.-!w

Fo:r a 2:~h1ch,-tmck C'OIfS',

- , ,2

'lU", ·'....:JJ.h ~ 56 i,n.~ ,=- ~8". ~-,

H z"u",j(.: ,~ , - 4 ,&n,.

2 ~Jt.

If space is a v'ai]a]:~:le for' the ,2-iDleb-thick core, efficie ley. wHI prove .s1i:d.ltl1ly superi or due to the greater '~:d.th and, con ~:eq1Llent Fea:te'jf' fronta! area, Although ~he.tb'·nll:er ·c~~~el is a" bette ,. ehoiee, the tlud{6ir ,c~Jre is ,entJ:r,e~y ,ad.equat~,.

The ],en,gtl1. oft,he air charmels (he,~gbt) multiplied by I~ -le'wi:d·th_iOfthe (:'01·6 is tlll.e, actual ft·on:tal area"

FRo ,·r.Ai ,AIR!&Ai! In, many r)e'sp~l!ts~ fron ~aJl area feI:$,lseti, the amount of am bH~11 t ,air tba:t goes thl'Qugh tb~ eore to cool the intake charge. The greater -t.he mass. of am,bh~nl~' 1U thatean ~;e't Itht"",ollU.gh " be core, the gl~eate-T the cooling Ic.a,pabnit~ The: actual ra l1e olf flow is the pl'\odu.C!t of ,t Il,'S fonvaxd ,~pe:~d and the frOlll.taJ area of the core,

Exwnple',:'

Lets ~ 6d tllph and Cl ==- 2, sq it

A- " ,oJ , 'I- '6~-' 0' mi 2' ft2 S' 2'8' '0 ft, 1. h,r liiil o·..:;::n _ to,

, ir ~ow rar.e ;= _'_' r= x: ~ X ,:.-'. ,~·x en:. _. = u'-,'!;J'tJ. C.Hl

I'U' ms : ,'v n1.,~n

'I'htu ~ it is obvl.ons that of two cores with virn ,ally equal in', rnal Bow area, ,he 0 ae wil h rbhe,·grea'.er frontal area should prove StlPB' '10"-

CORE' ~;T:Rf&"A U!J,:ING.I 8b.·e,anilinil1g represents the lease w,'th which ambi Pi: ,ail' can, get through the core. Cer tain ~Vj' th.le .&asi,er the, ai -c moves thto.u-gh th~ COI';~ j' ' he :gl"ea'ter will be th,e rate of flow and, henc€: th ~ greater ·th,e· c"clc1liu.lg'leffeet-. Fur e_~mnple;] if the. charge air tubes in 1 be corle present a r _' ur ded edge to, incoming ambient air the; rat ~ of flow is lik:e1y t01 b~ somewhat greater, An engineeri nv factor missi _lg' hom all core data p,tlhlished is an an-I blent air d.rag EOefficien ~

DUCTS" ,A du t is, in a' large sense, a fOI"UJ of 5.b+e'a:rnlini fig' of' the core. Tb,~ d ~c1."'5 present the air molecules with no alternative bl11t tp go 011 -~hrough the cote, Do. not underestimate ~l·'.ue ability ofa duct to i ' prove' the efftcieIl"cy [,f' Jle intercooler. I would suggss ~hat an, impr vemsnt of 20Q is possible good duct

,FIg .. , s.:Ui.., This e:dl·ud· ed tube sftyle' care ;;5; des"iiine.d lQ"t' the (fJ,fffair hd€'rotJole.r a]Jpli.'cati.O'rk

,

'FIr,.; ~16~ ,Anfbi'ent

Gil;.pOW,' 'hrouD,il the eore

" ... 1;>0%"1.-. l=il. .

• ' • I ,~ i'

~''I;8'pr-o:pQrt~O,1'1,.Cit; Iff)' ~'It e'

~rna;l.drag' t'l.)(i-ffieil(#t··

'~~"'~' -

~"?Je' core" The. ,ruu,nd,-

'n.J,:;":i'.l>d ea rude ~C""''!l11'1n. E;~t\C '0 .... 'If ~ ,.~,:;;U;. £;;r'~:r

, . ~f'f U)~U ,Pt1r'~n,~ t n-',Q;~'e ,~OQ~i.'ng ailllo,w"

,.~, S..11~ JWe.i nimu n~ ~~Uct, inl'~lt crrr.UJ;'~-sh.o.N ld n'Qt ct't'op be,l,nlJ on.e:'~..iLrter c~f the ,~rJre 'ar-eQ.

D'ESIGN OF THE AIIR'/A,~R JNTERCOOLER 57

1 i t 1

i i r

r r i til

t 1 r r i i

Cooling aiM'lo,w

V01··fH.1lS none. ~en construct ing ducts, .it is, decidedly 'WQ,rth the extra eftln t to' ·;nS~ll'e tha'- the ai" molecules have I ,0 ~1Jlt.ern tive bu "0 go throug th "ro, ~ ThJ:1.t is, seal all edges, cor 11 era, .and join ts,

I :ks 110 n~C8SSEP"y fOI' th ~ d uet j' n let to be ,r '. ' big: .. as the frontal are of the l cere, A rule of thumb i ' that tblE' duct inlet should be ,a:t ,]eas'~ Qne'""f6url~b the cor . area, This ra Jlet S'ti"ru1g s i tu,fr, ien :i 6 blOUgh: about by "I he' fact ~ ~ 11,mlt - Jess

Jill l area

- I

Better

Some ,aRr fmds it ea.sy to corne, oWl' lOf ¢ uet alnd '§O around

FJgm &:tB., Proper

.oJ' ~ 'lit ,~

tuo .t.I.JW_ rAJ! t;. toree fflQre

c.(}olift.g ,air tlu1Jugh the' l.:nter~oote_ -:

__ I

I I -

........... ~=-___....-li9i'IHi+tH;ot--~------=-------------.....--~ 1130,(1)'

A~r can e~a.s~jy go

arou I1d oore

, 'I

I I

i - - !

I I.

Be,t"

Air 'l~nd5 fl mosl.dif.lic.uU

to come out and ,gQ. around'

, I I

- 'I _

'trhsm_)n,e~'fQU -"~h of the.sir molecules would ge -throu.gh the core 'witb llt~!e·or n~o atteni ion '~O ducting.

COR"E,1'HICKN,S,&SIOl Choosing the tb1clrness of' tha h1\~e ",coole:r core is a bit ot a jug8,1i.'lg,~ctsimi],ar ~o the tUfhula.tors., Thejugglin,gact "8: brO'u,.r{h:t about byth~ fact tlta.t . ;he second half of any Gore d6ea :p,nly OIH~ .. fourth 'the'" work,

Adding' thickness to the. cote °\ivill indeed.improve efficieucN~ bu I the gains be~ come I ess auld Iess. Anol~her n,eg$i.'l.'V:B effect, s brought into play by in~'rea.sing the thickness: the increasing difficulty of ~tting the ambient air to p,a_Sg through the core, E,ss9utj'wl)' then the drag' eeefficient of ·th,e cere goes up as t,b iekness Ilt;creases. ,A olave " '\-vay to package cores. where frontal azea is scarce and de, :,th abundant isthe s,ta,ggere{l-cD;fe l'C~ discussed late e-

~w AU E: 'When, viewing it)'~e reooler designs'egard 'thic~, core layouts. ?ls, 18,8'8- th81n w'e-ll'tho;ugh"t ut.

CO • fLOW DIIIEC,YI'DN ~ When ;~de qrtUroo space ex] sts ,-O,r.a lW"ge Ie, the decision must be m ade abou t I~he direeti on in which to Icndeut the, core, 'U nl 95S' overw helnl fig reasons dictate otherwis .. " "the 'COl~e should a1 ways be c.,Otl;St: "noted to provide the greatest P~)S ~iblle Internal Bovv aura I., 'I'he ill rection ,of -B.O"iAf hs unimportent. 8'01' leXWn]J1B,~ the lelS,:m ngu:re ,5-15 take up th~ sama space, btl t the vertical-Bow unit has more internal area and h nee, .considera ly 1.1~SS restriction.

Pl •. , . ,50191.. 1 ,u;refls~:ng afJre thicltltess de's not ~tDp(frtiQ!laJ~,'l/ in~rea.se· lleat.i'M1lJSler r;apabilit:Yi ·iJCa,ch. uu~rem.el~t 'orco.re thitkne~~ wiU receiVe

- 1IlJ,tte:r (~(j~JUng a~,:

5S'

I' .

Ai1r E!ilt aiT!ib.1en~ temperature'.

GOlmlspr.r:~r:ably h.bft~r aJr

I I I

I

I

I ..... 1.

Ago; ,~2.1., Thi~ ,i~' tlut; p~pe.'r w,ay to Jlcllr:Mfi: a

,p;,_:' " t

'[Jltgi!!l;lr' ~n:tel'CeGi~l':,

,A ~~a?s' i~ci,€:a;se th~ ioon.'t. (u'ea by addin,g a g:reciter' n.l~un,ber' of i~1t.tt'>,'l.ilftl'p~:sag~w(J:ts~ Do ·nf)tjl~S~' m,Me.. tl~e same ~:i u~nb~1' of pfl-8:SQl:e~ .lGng,tJr~,

,Fig~ 5,2~~ Prape1;'

" " it .m '.

~ftte',n~,a;r. ,uU=t l'r,,~ ng' ~Ci n,

CffJ!attl Ff-l Ql:~ unif'Grm~ lltrf!;t)~v ~list'lih~1.tir}'l~ thHill,v:P!:t the CQ,l'e ond,

~. .~-b ,I-. . 1

,~h,Wl', g7'"-e,tJt-trtr lltu:[,f,

rv:;j~,ti ~n" ,Ad"l th~ brittle to fr)J 'Cf! half' tbe r-J~ar:g6 ~C) ,go throUrgn the: fi:r"st lu.zl.f 0/ t be ~()rJ1 (H~d th.'1E.· re'?'I;:a,~"n,d-er tht~r;j:u,h

t.hi!; :searJ~.'1,d r~ClJf.' .'

.1~'EAiIOlcnbE;A END 'TlA N K, BE,S'.GIN'. S)eVe;F-ID d,e,tails in the desig~n of the, end tanks;

.._ .

fitlled to the ,1 C cores can "b9th improve thermal lefl1 ti,en~y 'and deerease ,flow

Ioesss, It is c:"t3t."'ta:buy not ,8. ~'o. ~ d idea to suggest thnt all 'lill![)S~ mo~l~ew~.s nf ;rur

.-{" .
~
I I I I ,
I
I I I I
I ~ ...... , !
-=---
- .....

.-:

.,

~.d ,iE,""·~ IG···: ..... ,fi; .... .JI ,,;:'I!'d.~·"'l· .r.~-tiJ.iIf ~6~~1 . ~'lL-i~ U,.'·ilJ!b·_

, H~d end ~~ap de.s.ltgn~.

- ~

Des.IGN OF THE ALR/A~R: rNTERCO"OLER

can easily sud conveniently find, 'I:heir own ·W,f1.;Y into '3 Id but Or the intercooler, Thins in. terms of h-eI.ding sh1ee,p ... ·G~ive 'tbe,m . ~ .' r@c' " 0'11 andguidance and mna.ke the journey' easy n~n" U'le:Jtn..

I'N"CAP DESIG:N'_ It. is fundamerital : hat ' -··e~rnl~d e:fficilen1cy will improve if we can .. gS·t . qua' d·5trib~J:tion·lJfaJ:r~a"ow· through the core tubes. A serious attemplt at ae~QnlJ?Ht~bmg·th.i 'call be nl.~de by suitable bafll: ~g b lIt into -. : _:13' i1].~·cf. p.

The· p,os.ition O·f'tll.e, inle·t to '.he' in-cap should ~ 'eceiv'e .etten: i:cu~ in .several areas .. Keep uppermost in mind the requirements cd air distribution and ~e of flDw.

Our"CA\p bESIO:Nl .. Afi:,er' ·t:h.e m,stribut].o,ujob is done ~.Y :-1 e In-cap, it "s th .. outcap, s lot to ,gat1191' 11 p all the, 11101eculaJ1:; and poin t 'them towar d tb ! . engine, 'I'his must be done ·wltll. equal a" tention Il'O streamhni g:, to keep flow' 'losses to a minimum ... oint the.sheep in the directioa of the exit, give the :- room, and don't make them do anything sudden, n10 nnt ~ ler thenll.aD,jF abrupt changes in direction.

Bad

n,
1 , I I 1 I
I , ( ...

, "

r- 'I

I

Tu E S.tZES ,NO. r~UilA'PiE'S,"1 There isp.r.ol:lably a magic number tha ai ~Ilo"w veloeit~,' ill it tube shculd no ~ e~, sed 1:01' reasons ofrapidly inCT~as.ing drag and eonsequent flow illO"8-~~'f~L 1 suspect .' 11" S 111.U ber is aFOUl d Mach .4~ lor nb,aut 450 feet per second since {h"o~g1r -and the eEcr ·e· How loss, increaees significantly .alte··1" this, Tuhe size can eaauy b . checked by ealculati :lg th:_ maximuru airflow attainabls, dividing-by tl e area ofthe tube ~J1, square £eet;, ' nd 'wvldin;l'Y again bv '13,01 t .' convert to feet. per second .. An ., pproximate value Io ,. maxim nn airflow CM ' e OblCrulliBd bymul;Hplyjllg the desired h!1p by 1.5.,

Rg~ ,§~'24"' M inor ,(low i7-ll.erl"M.ptiQn,~ can) 'ex~~t at ube intJl~·~t2 tions~

Exr:unple:_ ,

e't POWIIe.l" = 400:bhp, for Wh/:c'h maximum airflow is approximate Y' 600 ,c.,1.m) and ,air tube diameter = 2,. ~I 1 n ~

The'l

11' i. ~ tjJ ' ail'"flow y le~oe,~~'Y = _______.':._' ~

(U~,

M- It 298 g'27

' '- ' - 1 '_ ,

ac' , ~ _-, - DO' ~ ,.' -' ~

, 11, '

T-'Ius~ the :2,.5~i 'f;h~d·am;eter tllbe will be adequate to flow '1600 efm wllihout unreasenable drag,

RefsiaJ" 'I he ~~ - '" ptat,ion"tc use larger tliame,ter tubes thatll n~e~ssjatyl as. little drag, is: created in- smooth. tubes with ge:otle b.al1ds,.,l~w"g~r tubes will 0 nly add to; t.b,~' volume of the iC sys,tem~ and, 'that is no .a.good thing t,: do.

~ aD-LEI A ,ar'g€ tnhe is 'not 'ngeessariiy bette)" ct~b8n" .small tube,

B'E,NDS AND SECTION C;HA"N}GjE~S .. .AllY bend, in a -t~h~ Otr su d de' " change of er088 sectio'D must 'be ·vie'w, d as. " " IJo-~el,'ti,~, 'Row loss or' source of increased drag, It, WD.-uld be reasonable tb ,eS'tima.'te: ,tha: e:v:e'ry time the airB,IOW' must-turn 9U'\·a" loss of 1 % oft:he ,fto:w' will oecur; Th:r~:e aoe bends, 'MIl add up tp ,~.0{t rMW',fj,Ys use

I _

Poor

.~6. r;._!.IE_ A fJ''''nlJl a" ]';'D~' ,

~;'~;;d~~~ isz:

[ , . ..1'..:. t. . . ,;J..,."T.

. " ;fMJ, u'l.$r~IfJ:'l',Dn iCY] til','I:e'

, ,. s'tretJ.m ~rs 6ou:n.d~FY liQ:,,,S!;, ;i.1'tcre.(J'fi,~· drag.

h 1 ~ ·bl ...... ..1~' f" h f' ..J .' ti· C"" 'II . h' d .

't ae argest.pcsmtue.raaiua 'or anye iange 0' uJrJ.:'OC .. on, ". ·e'l'trun,lj1' ail IDI"t~t'a lUS

90Q b ' nd will lose more flow than a,lar~ 9n. The, 'chaIl,ge from one size-tube to

. -- tl ,,_ .~', -1::...(" . ' 't'l" . "... ' , . .:i': '" ',' _, ' , - of , "ti'" "!" t . - .i.,:L~, 'Ilo'tl' b d '

,anO_L.L1:ef'l~ u'eque.n"y·ne~,es~H;u:y .LOjl purposes 0 gerli,j, ng.mtoa.tnrcene 'o:_~ 011

elf the turbo, and -into and eut of tJle' intarcoale!f. Th.ese changes ef section u pset .smo{Jtb :8ow and create losses,

Gradual changes- of section can best be 'created. by, conical segmenta, A real~onabl~ ,we: ,of th.umb foi -the angle of tl]ll~' cone would be nne diameter change

in i'-;:O'U· 'it;li . ..JI~";;'m' ,~'·~~!ill''' Ien LJ:t'1.. ""

l "'t .. ~.~ UWlia '" ~1:J.t:~,~. ·eif~"~!!j

H:O,SiS .AND tlON"!Ele.l1.N5~ All.hcsesand connectiensspel] trouble, Alt-' h,e orr se,1

, . ,

of:d,esi,gl1ing'a, '~urb:ol sy.stem Ctons~der aU 'hiO S ell and a,flnnectio']ls 'tbe weak.links

f: h . . ... .r, Ft'" '"] .e' h .. '·]'1' '., ",", 1 ~II f' .

o . t e _tnt~e sry.s-t'em. :tm ure ()CE:. a _LOse cannec,uon. '\1\'1. 'celt.anJJ.Y mean ',a :tor:; '0

boost pressu e. . :1owe,ver, wbecn"€' a mass-flcwmater-controlled EFJI[ is used, the engine will no longer run, Wllell a bose fails, 'the' engin' ... can ge': air' around the mass filJJWnleter ,.and 'thus the, nl~fJter loses its ability to gernel~.ate' tile propse ai,gnal .. Witbo,u t; the proper signal, tb.e~ engine will,Jtw1 poor ly or 1IlJ.ot, a.'t all, The

, ,

'LJ, • b' b ...r,.".. f 1L.. .£1' t ,Il,.1~ t .... :i.. ~ • t 1 11 ... ..l. '.

peomem 'WIt· aosejomts sterns rom ne-raet tna ~ eaehjomt nas ,I ,];0\00 i,'lym~ to

Ing;, ,~2'1:i' Adequat:e a.irflow :r.e an. air/air ,intill'io.o(J,ter l:'$. C' nUJ.s.t for good effiC'ie£: ~Y+ 'This intercooler watl.ld' be.ne.-'~~ 'rr~om a .sc·_:o~,

.. l~ lJ ... 1.~

ra:t.ht}r,' han ,-he air

darn.

F:ifl; &2B~ n UiO'Lt.1i

ph- rnbin..g is. Sf]Tn.(ftim,e:8' r~~quired to iit an irl(J,~:r in.te.l c,oci er in to the svsiem: Keep t(.d:J;(!& a Uttl : larger and .th e

n.u 'nb.er of b~'nd8 ~CJ' cr.

m ~;n~J.1.i.u.n t..

.push '~'& apm4t eqnaJl to the" crose-seetional area, ot~the:. 'tube tim;e.~ tbe baO~l PI:B8isure, ,rr a·'s;y stem. 11lns·20· psi boost ~hc.u·gb. ,a 2 ~ mcll. ID' 110s.8 joint, it vril1 have SS pounds. of £0. .ee ~ ~'Ying to :P'l.tU tbejdillt·a:par L. I Ibis, ] cad will pull ahose off a. tu.be un lesascme £hrn1 01 ~ bar 'ie:l: iapresented to the hose '01'" the load :ills forced to ·tak,e another pab., In.many instance .the hose roa;} stay attached to, 'the· '~:o:'be" on~, t,o have ·,tb,- 'e' hose ~,":.!I': 'i":~:"', d over '~O b' a .J!]'7 ,tLat t', he '1 0"".2. ,~;.r,o'e' 'If ,e'.IjJ;~ID ,111,."'i" ;t;'!;~~~ ji'v'il'lll""O, {r'r." •

. ~p;;r . ',- ... ''G n01KiB" 'IUV,~, iYl' ._wj ',1).,1," ,I':ji ,'~G_JL'IJ,;,;:; J.~ >;II., n.JJ,J !!W"".......J. '-"U . .:L:G JIi.~.L

tWs is a tie- bar be,. ween tubes 'tb earlY the ],o~adj rather tll.anlettmg the, hose ear~Y' it. 'Th,e hOE;e~6' life then becomes ",' mJI,ckl si pler propositdon,

'1rhle poor hose i .: trYJng to do all t:his· load c.8Tr~rhlg ~. n a hot, hydr oearhcnfuef.~]~ich. en vironment, It is necessary then", to ·see,:k hOEH~ rna . erial imperviou.s ~~' hydrocarbon f~Jels; and exhibitin.g little ~"egradat]'OJ1i at the Wen1_p9;l~artur~es ia-

'I" sd S' ",~. '11, , ' .. 'C. '~"-"-," '" ' - ·, ..... ~Jl : - - - ...:m'. "f'::', "J':', " L, 'd- ,iI-" ',"ii""~ . -'1

VO .'16, ,,' uen A OSSS··ID.S generai y Q]im.~Ie:. 0.· smeone-naaec marenar,

. - . ..

'·'LAC-,Il,MEN· O:f lfHE IIN'ft:IIC,OObER .. r_r'b.I~ place to put an intercooles 'So often. boils

d'own to fil ,ding available space :~bl" a b~g' enongh unit, 1.il.a.t doel$u:it ta.ke much science, A. few rules, hQ1iV'BV,er should receivB some fbr'etlt'Q~ugl'Lt, TI~ :~M'a not ,to pu an ,air/ail" intercooler in, the-same compartment a': 'ti'lJ!' engine, Placing it.· 'IL L':"~.Jl, h ~~: ,. ..J','l • al C' d-' L • h-'" .. ,..;11 'UeJJ..;LUU ·,']e· cooung system r,auw ator lEI ,-. so () . ,! • '.' 'Orns:: '. .' r' that air ;' aVJl~~ p8S~8u

- FIIl~ ~2!9~ .A" diret!{ oir

" ,'fJth .to ·t~e airieir 'I;nte'n;()(j'le:r is' .ru~ic,es8ary'

. ,~en, .i/s.ltJ.t-8 ·m·ttS'l ~e ar.t~ . ,~n. ~b.(t: bod:y·"p[n~el'S.

S·· i:l'-;g,.dd!',e, re ;dIII 'C'-:-' 0-:-' ... -!

',_ ~'~iDDJ ll;." ' __ ·'~I! §

In I',el!'[co 011 e·r

SIAGGEH:ED-CORE ~INTER.cOOL,IER' s-

-u rough. theeo cJing s.y;stelt.l radiator i~. gener aUy' 40~, XlI' more, bot ter than ambient and. therefore deesa lous;Y,J.();b of'~tyingtQ cool anythillg,"

ndeed, .he turbo. in low" boost ranges, m~9:y. ,nat heat th:' '~niLake:·tharge It;lP to thetemperaturelevel of the undsrhood air -that is being asked. :to[ e'(HJ1, 'the. in-

~~, r I .. ''ift... 'hi b - h .' ;L ~!j:" t h t H

t;~ :. :C'I ": ·ge .·if f D:i.:n ' , ' s ,:~I_app'l'l5~ I ~ e intercce ,~, - uecomes an' n In er...:"etl . er' ~

n ,~,t a ,gpod turbo part, WI_e",: the hQ IS, ; Ises to ·thr . pain I ,Ghat the' 'tempaTlature of the charge .exceeds the underhood 'le1co.pe-' ,a woe tl.e IG will begin. do ':;ng som,e work but win (o·:['e¥er suffe ' from. a severe e.fIiciency loss ... N(J, what we. want .. ,Undel'"hoold radiatinn of heat to the 10 can also. be a problem. 1na~1I1B ion and 'du(;~tin,g can hBlp these pI'\olbll~ems~ but, fundam el1talllY: ·the· engine com partmen I . is .no place fo'l~ [en. In't~f'{:oolel':

~. iRULE; AJw;ay.s. be on the' lookout for the villai i cal 8[d, Ib 'I {: in erheatt ~ ~

In a situationwhere r:"on, alarea space for an C·ts liJllited but abundant d.epth exists, the ,s't-aggeT'en.-eo.,!'>· Iia shculd 10 " considered. BaslcaUy~ the staggeredcore l~i is just a thick core ,n,nit with th . back .half 11:),OVOO aft a bit, So me fresh air .'8 cih..1cted'to it, while the used. WI' frOID. tl~le front ~'o':f;e is as ill around the sec-

CHAPTEH 5: INTERC.OOLING

ne. ,~3.~,. FI"l}nt toeterccoler« for a . wtd~1·-b(]':led inte~"'cool~r' sy$te:rn

A"'r t" Wat-r

II .1, .t .... , '. , e. .

Fil1~ 532,., Th.is insiallation: Df,the watu·/Xtrsed in tereooier ~ontQ tn(i.· Ma.;s(!r'ati. bi .. turbo ClrlO;J'l!u' il~· l PJ,stn:lit(!}; tt~

,,"''OJ 'IJ,u.·tn.e$.~.,

ond eere, Ae(lm'pact~ hig.h.".fto1.V Ie can be 'built Wi('~l th,g staggered-core Co:tlC,epi't,. E{fleieiD.'f~y can be high, because th,e v':al" half oftlle liD liS made -to. do its share Qf t~e W,Q:f Idoad.

The water-based Intercoole sy,s,tem becomes .'Wl attractive ,al~ernative to' "Ute air/air unit 'when space. or plumbing' reatrietions pr;eclu.de' use of the latter~ ffhe ~ogic behind mos IO,f" tile' design 101:1 teria £0])[" t,he ,~itlair Ie applies as wel], to tbe water .. based Ie. Ob,'iousl,y;,' bare are different cons:id'sra1tji'Q:, s fo!' handling the wate:r. Alt1l,ough ,oomph~x, 'the w'a:t,er~basedlC. enjlOYs ' he.,qlll;6 terrific advantage

l" ~,~ It'~, ' .• :;:;".~." r~ -"t", " c ld) '1-,:,'n. ,t ,,j;._., ': ... )~ e- ,:- ,., ~ . .,'. ".- Lt'· ,-'.. t'" ,;'. ,d

oa tne Jar gr.l(2,a.,.~er ,lOU ,een.lJJ,; , 1.1:'G.9.. cransier eoerncren ~8'ween we. ·ar an·,

alumimnn than betwl~en air laud alumimnn, 'I'his huge diffe;re'ne:e is' olf luge

ag;, &34,. When us.-bW :,i.(~p'ia(d a.tr/air core ?s ~ Ifpo;t;f!.I." /1.egl. ,f!)j,"CJuiin.gfN~ rev el'S (l, fJ:'u.e directt':o n.. o.f

~.:t:" • fl

pft.arg:i· sr tto w tQ

ei!e;,Z:~~ grealer /lOU}

'AI-' , a.l·~a.

~ - . -.!

R' .

, @setvo~r

---_

o

.

.

I

.' ,

.

'Turbo

]

'H2~'~GI~. water pump

value 'Only if all t:lJJ..B. heat ·t~anSJfer barriers can be eptirnized such that the 1,4-to..- 1 rY~~l"t·e ean be of benefit., 'This is th,e path. to t~he intercooler sy~tem ·that exceeds

l·f'il·om._ ..c"",~, tho e" ,._ "'1'1 le .. ffi·· .. ··"~ ~.0TiI,.~ . p. " ~ .. ,. ·t"l'· th is ';;',~ not 'n:'jIIiS; rnJ,~ .: ... ~' il!'"., ',.. '.c.'~.,. arion ny,

V ,~7(;) ~Yr . l'rmH.!, : : ((l·~ ... C.);. re-sen y I l..t -O,[l.£! '. ,I,.; y .... ', ··Vlkil:.tC,ul.lor awny Sl~UQ.!. "" 'W'.;'t!!.,r·

capt a ,dl'~gl car) Bonneville rUnnel";. or marine applieatien, Tha alution tQ' the problem is .m 'need of tbe' services of a, gen [US :~'., venter type .. Without any i sgenious aolutions .. the water-based Ie reverts 'to ,nothing more than an. ,air/ai.r

'~, · 'hi' h th .' tak h L. t ,. " d t sh i< t I'" t" .... 1 .. ,· ~I .1,;"

unit In·w~ ... e I, t-,e 'u:l':~e C'" arge neat S earrrec 0, the rron oc: ,"lL1.'e: Vru101,e 101'

a, . '~:' h' t,. , hartl b th a, tak h · ~ 'f"

excnange mee t,'le atmesp ~ ~er~'u'y water rat ! er t ran r Y ill ~ e in .a se '~,' :af,g'€. lts~ "

The focus .Q.f the prob lems 0 h,andling' the water 'is.lar.ge]y 't~' . ntered around r:ate of water flO~w, amount o.~f' w-at· '.' ill the Byst~m, .and the subsequent removal ef lli~·u.~Jat £1, () , ' .. the wa'l,eT:..

, " '~ .... ,,,,, . t ~'1 ,f.I. lnsid

CHARG~'AIRJ HEAiIi E'XCtlANGjERIOJ ~t 1.S e.aS:J( to. get a 'mi'g~ mternar IlIiOW area. msn fa

ti'le w'~:~r Ie'j since !:he l11Al'St usable c01res f'r¢j _., this purpose are often .air units with 'th~ fl9:rY tErvel~ssedl.

AmbIent Qo.olin~~ ai:r

Although alu nmum is, by far the most COID . V€!: uent material io use m.sny I "' application ~ copper eore elemen ts, should the S1 t.UB tion allow ·tb em , can yl eld a greater heat transfe:f fate. Th e large flow areas usually aS50 mated 'wii h the wa'tar 'C "eadily suggest tha eore i hickueSs sh ul I b- ~p. nded as far las- spae . pe mits.

IS 8, CHAPTER :5:~NTERCO.OLI:NG.

~IE:' A · J,"

Fig. &3'~\;; c • uarl;a:~'~P~'l

on a' uxaer-based ·i~d~rcr;N"l.'l~~ Tbe .e.fJ..pper=· elemen,t heoJ. exchanger is inside tl7:e plen un 1,.,

Water will likely find 'equal aeeess to all 'G-he' core tu.bas . but attention should.

".- ..

be glven [;0 trapped air in tl1e··t0J' regions of t1:1 .eore. A si mple air' bleed can p~e~

vent air pnckets. A better answer is to put the w',ate'f in" at the I nw point and take it ou ·;at the ighpofnt,

8maU air ~l,~;u{<5 in all, m.l"!tt'r' un.it a:e unimportaat, hu ~nY' water ]e:Blk ill tl1:f!: main heat exehanger e 0,» . can b:~ a disa.ster~ Thus it is imperative th,at the unrt be pressure checked fQ;['leaka:ge prior to use. Ten psi witb t he .enl'e. underwater is adequate, Don" b,e surprised to 8@8 air bubbles coming light' 1rough' cast aluminum,

W.ATtER, P,U., P'S .. E~ ily the mest usable.pump - are l'2.-vn~, marine bilge'l?lUmpS", Tb.Elae ICID,"]. be gaI~,ged in serie S [D • pal ·aUraL dependi1~g 0 n pressure and flow tapa ~ bility oItlle pumps, The fundamental should 1.ot beoverlaoked that the more water-eireulated, 'hl3. greater t. e Ie efii.eie.ney., Consider a wat -r flow rate of 10 gallons -p,er minute ~1, reasonable minimum. 'I'here is a trade-off in .pun· ,p: life vers Isle effitiency ifthe,pUJrnps are i.·"e'Q;u"] e torun . U . he til' Je~With_ pe forruanee the I~CJJUi of all thia w,o,r-'k'ji t.]b.e a:nS-W',sr should be ~th.at tJl.e pumps run eontim ouslj, If he. JUDl.;PS run eontinuous .~y;. the int,e.l"lestmg· thing happens that wh an off'boos t. tho in take air win be c-oollling the- water in th e , C,

Wir· n~ th . pumps, to. a :svvitched, - i·2~volt S'OU.l"C8 will le·:, :It an ,audibl in ~ speetien of herr fhncbon e'V~::y time the ignition is ,t~ ned en, The pumps, should be m. unted as the low paints of the Ie, system, so that tlJ.~y ,vill alway be }1:dm.ed ar rl thus preclude the [chance CJ,f' their ru . ning tb"Y~

• OgLAN'~ Water is by far: the best ceoling medium. IGlycol and oths antifree ze materials degrade the. abilrtv of ~Fat, to transport hem and should be

use - olnl:.y in quan·titi·~·l~qtmed to preven ,f}'~ezing and 'CQI:To'sio,n" :Essentiallj) pu t the 'SHIue I' atio of water and ,ml.tifr,e€·z·~ iu.~to'the; Ie that is used in. the· engine c-Ool].l)g' sy.s' em. Use of a. modern eeolant can loffer the further hen.efit of protee-

'ti (P'll fro' . alum inurn cerresicn, D-isti I" ed or demineralized \iva' 'e: will k.er .J) " ,he 8YS tem clean,

IhtsERVOIRS.. The. size o.f the reservoir is of prim1,!! im portanee to the em eiency of the water based. IG. Consider that 1l10St ap:p -, . cat~.'o'Ds. ij,f boos,' will last 01 'zy a few seconds ~a)7~ 15 asa high average, Then it is reasonable to besureir t lis interval that [~l.Y given pi.ec.€! '9f w~t'~er vriJl not see the Ie unit ' .wice. A' pump 'Ga,p'abHi'tr [of 10 gallons .p.e·' minute will move 2_.r5 gallons ill]; l~ 'SJeodnds,: thus;

the ideal size of the reservoir h ~ re is 2'.S··gaU n~ .. Un1.ieaso.nably. 'larg¢:,. bvious'I1'"b -J a. t i d h t th b" t'l ir.tl •. t'L'~ il l(.;Yi- . ut the porn _ is ma : e -t at '. e [l,gg'Br' ',' :~ reservoir. the greater ;1 J,I(~:' 1111 - unn.

the water takers its .sEcond lap 'through the .; C, I t is not too difRcllit bo see '[ h 8. as; B. larger reservoir is used, lila need for anoint cooler decreases, Conaider t aat 'tbe grerr~~H;i .the ma._ -'so of 'Wa:t~l~ the gJl·e· .Iter the th.e;~m . :' nerlt'" a.

FONIr :OIOO.tER.. The fi'ont C(Hl~er' is the ~east ~p,o[l·tant part of I[ he Ie ayst ·in. ,a'.$ it is doing most G,! its work when the ve,mlcle is not opeeating unJ~.er boost." At

. '

th .. s;tm·'_ of a, boost run, the entire systemwil he at 'app:roxlmately ambient

t~,m.p·eta:~Ul. -. A·- boost rises, heating th~: water in -he rnai , core, 'his, heated w[a;tel"·m.ust gettD: ·tllE1' fJ[~on-' core 1J,'efol~e it 11~B anytempe . a."ture dir.feI'e11c·e with which tal drive the 'heat out. I his tim.e delay can be, as long as : . Olr~lseconds~ depending on. the.sise of 'the reservoi "; That amount ofthne rs ty ieal of a boos .app:~ iea i-: '11. It is clear~ the J - that th ij fro . cool er will do most of]' is \V'Or' ~. at' ' 1" :tb·e boost run, Sinee the 'tEm!tp~rat\1Te· difference between the wa er and the front core is small compared to . ]l~' empsrature d ifferenee between the boos t C . arge and thJ ~ water the time rs .~ uired to cool" 'he 'wa.~··1" down is much great· r

h theti . d t h · Th' ,. 1 f ~ h

t an' . e.' U11'e requ reo IJ..'G . eat·, up. . IS is anot JJ r reason ror 1('llnlll;ng t - ewa-

terpumps ·aU the time. 'I'he front coredoes l.ot n.eed :[:;0 be as hig as' it may S eem ,et- firs~-- glance, "beeause ;:be r'~li1;-lve cfm rates through the two co :"&5. will usualb' be heavily biased towar the fl'"Q'ni. co Jet·, For example a. forward velocit:s of just 60 mph C'[J lid potentially put 5:28-0 cfn thror gb a cooler of 1 square fort area. Surely i '. is another C,ase ,of 1 jgger is' better, btl . no ~ rf!sU:v enough better to S'[9'- carrred 'aw.a~ with huge fl on' c clers,

IRS" sa :'1.. TJ'ixt umterbased intercooler in~' _ '. t haT-Nil at.· fHJnJ.·-,"~OU,1!ted hea: e:t.'Char.~er. The comoo ·~n.esg, Q.R;(1 efficie.ncy at oil ceoler« rn(!.kes the'!n, i:de~l fur th is ilpplictJJ.-it:Jn,

Wa,t,er' Sjpr;ay o'n:tul I" -e '·oolle.--.5

'. ne~: lo·t:

J~ -"er _-" IDle

Sprayl,l)g' WI~:tt~:r' onto.an Ie eore, pre~wnab·k1 an ,rurtanT' uni.t~, is a method of improVi·n.gthel;-'uud efficiency ofth.e JIG. Prelin:dna:ry testin~' of-such a mechanism 1· as been shown 'oo,,~)tfi€n"·an easy improvement ol':5 to. 110%. Tb,s design and 'use of 'any co.o.J.ing' s(Ystem based on a consumable fluid . s h,~'St leo:.na,i(l,er1ed' for S.P!sciaI events on ]y.

Ths water injector is not a veIJ':" intereetlng device, It has little plac:ti iJ,-1 a.properly coneeivedturbo e,~,'hela, Two circumstances are viabl for a w,a~r injec-· tor: a t970 home-bull Vi~ga t\lrb~1 with ,a. dr,aw~through earb, or a Roots f3lip'e.h::l];aJ:~gectt· si'ttulg' "between a huge engine and .. t:w''O huger (r8,ally' big) carbu ~ 1";6ftO'I"$,. To s;tai{e the-margin of serfety ora 'tltrboc~h.ax,ged engine-an an inberent]y unreliable device "IB an idea whose t ;'.»10 has, long' since pas: ed RIEl

"HUII",: A water inject(j,l' on a turbot 'car' L~ a pCUJFa'8XCUse band-aid for 110"- do=

i ng the j ob.correotl .. ' ':1 he .fu'st time,

Speeial-purpose-events tiki dr~g'l racing OJ" top-ape i~ trials lend ,a_ - I rte _ 'f~ei3"" in .. arest to th~ one- ho,t I sH,pel efficient in _ reeoler, Whil e not y'leJ prac ical fhI' everyd -y 'LL$.e~, interoeol rs operating well ill excess of 100% effi.ciency can easi'ly be er'ea:~ed and used.to great· advantage '£01"' s ···0 rt dura tions, The p:tinc~p~Q be-

.' . . -

hind th .lOO+% effleier t mtercocler ... istha .. ofprov]mng.a eoolingmedium for

the 'l:lWt exeha iger con that is either below am bient tempera :LU',a 0 ,I" th~t 'C,~1. absorb huge-amonnts of heat. by thee .. evapo ation P1"G)OO'= ES, when in ccntaet wi'tp. 'I'h' Cli'1i "'it!; xamples o· r- 1I'.'I;,o'!f 'cb WAI~ 11 dl bee o!:ri '1M -IC,D W-'d'~' ·nil" ... t, om th ed C·O-·,..,..O - r 0 . e Sp"ii" ,- ved

I~ r V ~ii1' - ':_-.' ~ !./ .~'O .' f'Qi~': ~ '_ U JU ,I -.' u ~Ji·!&' ~ .. ··'lWlr.! . '_, [~I[)LJ.:jtJt. - U""II.!I==_ ~.:. .' .L'!..~" l, I. ,-. 1',:.r.L. '!iI:~'~.~'~

with liquid lUi, rogen, Keep.:i a.mind tI~a~ whatever the cooling edinm, it muet be k,ept in motion at all timea ; to avoidbeundary la.y.erf' formation. ,A s.,tation~1XY bctUnclM~Y layer wi.n .g:9'l~ Wru.'l,ll and severely restrict the flow of b.,eat from thf) core: Don'tgetcar -_. ed a..w~y with.gleeful thoughts of how gre,a, a.10tO +<?c in CI rrcooler willbe and overlook th~ t 19;q_uaUJ1' tmportar t d sign aspect of p ressure lO:E s thrm igh the core g,

ONE-S·HCfT 'NTE~'COOLEH 71

Flu RTIHI E:R M,O' R E: II

II!!

What' is an, intercooler al1;d ,w'~~'J' is i,t oj" rru:!rit'"?

Th-e inter coo I"T is a be,at excbrul~er (radiator) placed 0 - , the Ittn~;b 0 c.ol"'i;P;r essen." outlet, Its purpose is to redues 'the ··vmp:?ra" ure of the compressed air C~l1]:ing out ,of the turbo I increasing all' density and alb~J\rin~g' higher boost pres ures,

Thj;s ,C'htlll.;g:e in, temperature has 'twa distinc advantages: it increases p~'weI" a d it $t- vies otf de mation 'I'.: considerably higbel ~CH)5" .' ,1"8SS11.V":es. COIJi~ Ig c

. gps :m.81k,e.s·:it d ense-r~i .e .. " more melecules per enbie inch, Tll!~ dens ity inC:l'eas.e "Will generally be .around 10 to 15'%l depending on boost level and Icooler e'i fieien .. e'y. ·POW'SI' increases proportional to dBDSity~ This is eerta[nly ·a useful mere ase In power but nDw'bere' ear all that is safe,Iy a v. ailab le ., Theincreased margin of ··safeilY 0 .' deton.eti-on is so gI"€fat· due: to tbe temperature reduction, that a per-

, ion of U~l:at margin o:lincrefJEe tan beused t,o, raise -the, Ofpel"m.ti~g,bo(),st level, IIi D1-~~ experiene "~ detonation will b·e suppressed 'a_ further 4 _ '0' 5 psi 'boost :with a pIro:per Intercooler (provided a COIT'e.ct ,mr/ftl!sl ratio is present), Operating ·boost. p :'essures can and should then be r-aised 3 or 481.. The imprcvemen in performance as it result of'trbi:a ·addi'tionid ,3-4 psi intereooled is flpproxin:ulte:.iy tl1.8 sam I, as ',' 18 pat fo ',' BDOO p,r :,.vic1ed'y ~tl' '8. :Hl"a' ~ r5~ pSI of J008 .'

I-I,o'~e'v'er;l tll8're can be. pitfalls. FirBt~ it is; curr,eJ'lt1y in 'vogu1e to ,oHe,r 8']_ intercoolar as' subst itut for a ,D~ 'Freet air/fueI r.a.,~l~L an 't do rt, f\ cor ,;eet . .="/t.r'-

F.:i. ~ t!:' -:Jo;fl' l' ..,J' •

r,tg~ ~.iiJ\~'~~, n.Cn~a.8~~ 'n=

t(!tc'()oli.n.g fr)Y~ rQ;ciory turoO' CllTS' .iihDr/Llrl· be' ao--

. . .. ..

c'(}r;"',XJ;n,i-€d by'. mo~le8~

bQo'st inereasee:

~,i'ld ~_:Aia J'Ii ~, .. i'ii.' .... .i; ... ~h .. il'~,~, '-i~lli ~U'!!1 17Ultl ~.itu:Vv~ Ur!Ea'li!

,yel ~/Tec.ti1lie ,wGter~ba."S:ecl i itereooler built b'.1 Jim McFfJi;rr(u~dj Mecht!¢C/"

~..t if.' 1'. '.

l;~z otorsports, ! 0]· rU~

"n ique.N ~ss:a]. '. Vi.6 It~'~iH-: tUP'bo~powiJ3 red f01:tr-f:i6ai:er sarti/. l.'U~:.

el ratio is im p era.itru.VR Must have, If your' choice 'is one or the. other., you mast ehoose the correct ~ir/fueJ. rati.tl .. Both aI'e th,e best $i~ua.tion by ral~;

,secQ'nd; too great a p . eSB.·· r'e, loss pltmpling,tbI"'O!l ,gil -,an ul~erc(l9 er can raise exh:' ust 'manifold pressur " by such a large amount as to dS1TIoli sh virtuall» all ,the. 'P.'[)'WlU'" inc:r,.e'a8t~ offered 'by 'the 'in·t€J"BO~)]e';[·~ ,A ,zer'o-reMs,'tatice ~in~r-~no,]e' i-s, ideal. Get aselese asyourcan, 'Know Wh~l' YOl~, buy. ,····,st w·ha.t the p. ressure dro:p is at IjJ tim.as the c.rm rati· g rOrfyom~ eng! . e, 1 should be I ss than 2 psi.Tew vriJl] 'be, ,QIEM inelr dle:d ...

What' crYitfil:.,u,rau·ons do in. tercoeiere come in?

There are two basic styles ef intercoolersr air-to-air and air 'rO~Vjlatel~~ Each has distinct, merit, yet each has some problems, Air-to-air .. is tb:~ simplest, It

-Fig .. ,s.4.1~ Euen an old XJiE' ,jagUflJ' ,can. ,sport {JJ,iJ,.,i11:te~-a9,g.t:eJ~ but d~n,"t 'hio'ok aU ,the' ooUn.g· ;sys,ten'l ,~il1lf'Jw-

r

"0 N:IE-S'HOT I NTERCOOI' ER 7 -_'

has' .o Inoving parss 'and! i . as reliable 'as: a br ick, 'He at-tr' all S fe,:r- i(~~Sl.pability fu s a ;equate. bu pressure losses can be high, par tieular y with the ·SIn l' iores.genera] ly used. A .given, pressure less throu,gh the' intercool er will' Bhnw up as an increase of b.wic~ , hat in the e,illa"U'st mallifbld press r,e--Qn.·e of th '. ' devils- of t ur bo charging; All :m all l' a good unit if sri ~ed. for adequate heat. rej eetion all (~I, minimum pres _,1G re loss,

The air-te-water unit suffers B hit from '~omplex:rty~ but jt does P$t'".for.Dl.l' is composed of w, r,adia"t.or~,.'Q..ne between thl8 turbo md the-engi "13 and a. smaller one in. :f ~on t of th c. standard cQfJli:llg=.s;yste;]:n. radiato ~ 1;1, e wa tel' is circul a ted by. an sleet ic pUD1IP.

Decisi ens CtD 'w~ .' eh u nit to use D.IUS, b ' based '9D i~h 1e1 gme a vailabl P'IC~ , 11"C31 injection fl~)'\v sensors, and a v~lri:elJt rJ.f ether fat:'tc,ijf"S_ A13 example of each: the obvious choicefor 6~cyi~nder. B~J is a water-based unit] since " 0 pace

• I, f d t I '. d . I · ~, th ~' to' th ir/ai ,

exrszs: or ll.( equa -e Y Si.:Z,E! anvair cores -s- ,.Il~t.l:f'L- er compnea ~Rng, e anvair unit

in tl ,I ',D4V/ 6 is a ,eo,mpl,. te lack ofhigh-velocity air in the only space 'where' even a 5",-11311 b~re will fi.'~" On ,tbe ,o'il'l.er' h,and th.:~ FOT'd M·Lls-t·an.g' GT off TS an 1 situa ion fo~~' the ,aU-fair· t nit in all respects, TI1.€ space ,is! s for- a 'truly huge air-lair-unit (three full cores). and it sits In a gteat a:rfiow spet,

'\N'ht'lt~'s water injeetios», and u)hen i:s it needed'?

Watel~ injection is the spra:ying of a fine stream of :r~O into 'the intake 8~S~ t·Eun,. Heat abserbe - upon v~p ,f:'za ian or he water has a :SL'1~T1g eooli 19 .effe~;t on ~bL9 hot co npFEH~secl. air ,exiting' the turbo. rile, reduetion in in al~e a'i1 IA~m~ perature reduces the En .dency to kl1! .k.

7 CH,APTER 5: tNT-ERCQOlING

D OIn t be- too hasty to corea': e a mar gill! of safety on ,de~onatioll 'based an an unreliable device, Water' inieetion is.best used wben boost Iavels I(Hfer S 'psi are

J I 1IiI~ • •

desired but 110 in tercooler is present Do not a1~.ow··,a 9,1'tu·atio.n to exist whet e

the: ,v.ater inj, eet 0]" is-used as, an e,X(~us~ fo ':imp.fop;er·air/fuel ratios. All th]. \gi

'",';;(I..J uld 'b' c. ,...,."l.. -d t L, ~> d f" . . • .

,e'~nEIuel;e.u;; you W'QW':-,I ,e lb'ar' ~le1~l' n'~veli" ,-0 nave near _ 0' .a WB, .ar :Ulj.8;c:tor.

G

Ii' _ ..] ... 1 I . -I" - • • -1 rw" - • -i . I ' •

_ uidanee of ,wrBoiw mto 'the, ey,bl1.der head is !tb~.l oh of t1~B Jrltt~e manifo Id,

!Contl":Q], of'the amount of flQw is. the :functJ.o-n dfth'Rtl'il~'ottle..

A fuel-injeetien-equipped engine \-vir, u5'U,ally flow an.air/fuel rnixture.over-a sho ,t portion. of the intake' manifold paesagas, 'wh~,rea5 [8, earbureted engine will flow the air/fuel mi ,ture: through' thv€' enti re [eqgth 0.1' th :~ tnanifold., Th~s~ t,w'O' ·dif'ferrsnt characteristics ereate vastl::!?' ,differe'nt· deslrn ~'equi rementa.

-=, 'U, E-IIL II, J E C' ,'T I 0" a.~1 M"'-' A" -N>r -. F' ,0IL'1 D,:"

F I J I .! .." I _. 1]'1 _ . I L • _" ,_) __ .'

'I'he basic IaY,Otlt of'th:e fuel :·n~:eetio,n manifold will be determined brv its'8,p::p,rli.-

• _ I ~. ~1 J.! -

ea ion, A ra\eill.~··ap'pli[eatj_on, 'will g.ner;a1ly ·ten~ 'to:'wm~,d a d .·s;ign with om thret-

'tllie plate per cyli ader, TypilcallYi .a st:ree' .' .. ; ani~bld. will 9n1:ploy just 0. .' e ' hro tie

'n __ .'1t· i 1 TI! iJ.. ,., t'l, t']C b d tt b d' 1

plate or' one rmutip 6-p'1a;",'8 progressive ':.,1.11""0.: .. e :0 :"!'£ at aenen to. a p anum

't:ba:t 'wiD leed all ,cylbld:ens.. The one, .. plate ... per~{;.'Yji:nd,el" S,tylI8' will exhib it lower fio'w' '10:~5 :anld, ifttbu,s m[Qil~e suitable fOli maximum pow'e.t. Wi' ; just nne plate total (or' one p,'q,gre;$sive, tm(rttle body'), a eons,iderab]ly 'c::risper iKtalU~ manifold

. - .

vacuum signal ~ generated. 'Tbi~1 gr:e'st]y ~nlcre$se'& 'tb;~ acC\t:r3r!J' with which

low-speed fuel and, ign"it:i:on can be, ealihrated and, is thus better suited to a

[7 & C ~I,J~ PTER 6-: I NTA KE. MAN I FOLD

Cid n,' "']I trI·,. 'II' L' tci' ..;!I;; ~'

F~", U"l!C; .. , ,~'~ ;, ·o~ -,5:~.lil'jt

·l1.take Jlulni.fold wi~h rl

" l ~ . , i • ,r

s,m, e tll'JUt'ttC nlt,&:t.,

Bo1ttoRl!:, F'~~n;y,..I'n rntlnifold' toith mf.~J.tip le th l'C"lt.la plates

~g. 6':-3,., The b,?g~blo~ Ckft:f.!Y Super nal71 ':1~ll,t'fc)lcllpt(Jiflum'

i 11 rott Ie Q,s;1JIe,mbly.

, " c'Gl'npact des ',j:1.rz, wUh shar,r r ~~nn,ers' ,c''l'td gorul inl et ~hf1Pes ,·h.fl~' u)or/~ ,well oi Ii ish ttow rates.

_ ....

street-driven ',aut.omOrbile.., SY1'lcilroniz.illg the !loW, cylinder to cylitn1der., 'tbr6~,gb mu~tipIi . "tl1rcttle' "pJat s i~, another matter at to,ge1tl1 er.

'I'h ·two ",.astly different applications have Rl,any fe:at:tuT\eS in eiOmIDOl1. .. B:o:tb require an ideal s,b,ape for-air inlets'·into t~he runners to th combustion I~bam~ bers, Bo Jl require-considerable ' ,!loqght as 'W' 'the. rate of tap,el ,of the port run:", nets. in __ all applicaticns it i-s, desirable 100 accelerate eir .toward the, combustio,(1

-'1, b Tl- . '. ..J1 'b-' ..j. ~ ~;. duci - t • f" . 1

'C"1:t~m1: .. er. ll' 'I[]]S IS oone 1:"1' gr,aUuaJl.ly r,e~~.u'C1.11g' t ne section 'area, 0' the runner as

it nears the ,chatnb.e'r~ ;!b~cr;eller,;~l"~ing th.e air.to a- reason.a'biy high, vle.loel·~ is, ben efir.i,al, because. ]t promotes ,cha-mbel' turbulence ~ yh~'lding' bette,!' eombus tion, B~e Iter chamber filling, 'which ereates InI01lt~e1Jo~1'~. \Vi.u -~l~ic occur,

FilI,. 64,., TJ'U3 ~ymn_ etri-

_ _ Gal ''ilttak'fl manifQld (top). has a h-llfh,e~' LpnilJab. : lity Ofe:qUftl {ltJw UJ' each Qt in.ij'er than.

#'z e~ rno l~' eempac: non.U'm,m~l'i '"at de$l ·1~.,

l'!f1'd ,~-.I!!' A »·~'M,F'·=.f!j>..!I r'bi13 L~,i;iI!~. l·r'lVliJiLr_.[.Htm,~:

p'erforrn.an~~' EFI

._ H1¥t1:n i;fol a; created fram th~ ,dasf$.if; V-"8 ht alt. ~Jl~id-

ma11.'~l-IGo'- . ' •.

Fig.. S-S'~ l'nd ~l)',~t};ua;l f:ntake· runners fJ om :0; .pl~r.'/;;lun a~·'el u;sif4l

.. ~- '."

:ij(lsign. tea·lures. A ,gool/.

: ~ta;1n"plc' G_f a ~;y&nnuttf'i.~ @al des~!fn.

FUEL ~ NJ ECT1,Q N MAN ~FO t.o 71

T'hra lsngtl I :fthe runner has a .~"~ rong effect o ._ the amoun of ' air that act ~ ally gets into the ch·aniber· duringrhe int,ake 'v,alve cycle 'when U1:_ engine is no, under boost. Due to its complexity .. his phenomenon is - est-studied separately

.,. -

frlom turJj I] design, Here. i~t is mff!ciell1t to" say that higher-speed engines will

tend 'toward_ 21 or ":er intake runners, " ow-speed and mid-range torque gener-' ally ,s·hQ"ws gains fr rm 1 I,nger IE unners, Turbo applications will generally find

7 ~I 'C:HAP1ER 6: INTAK.E· MAN~FOlO

Fig~· 6-'1:. A {our ..

~ r1Je.ctor; .sl:ng,leTth~·, ,ttle ~r,~t.f'Jkr:: ntan~"ald f'Or M~e MiI2tla. ·I,pta.ry ·enginl!..

T·~' .

-, nt-$. ;f$ v.; l.W n ..

. 3ym_''lUJ.~)·ir:taJ; design ....

'~g .. 64, U.ngainl~ petlJ-aps, th.i.!~ iB' ~he shape of' an ideed air i.n.!.tJ.t ..

Fig~, 6~9" A;t .in,/;alee pleJ"LuJn sho.a ld ~ s'eo€x'r'(l} ti,tti ~s lrp~ger tI, a;1 ,. .cylin de.r ~s

. d'i.:5.p~(,tu"eln:ent. Thi~'

. Jar'~ GTP ear san :fi'es ~}ud requirement well.

bes t results w.'·reh long runners, which p'r:pvi,d:i8 a broad, fla:t torqu curve a,1~ 101\v' speeds, while "the t:ltrba keeps the : ~op end strong" In the fuel in.iB{~tiol1 applleation where: ,only ai· is moving inside the ru . me rs, the runner des," gn bee orne s ~ree, togo up down, or sldew:a;y.e..

Symme1~ry of de, ign i a d~ eir.tthle charaeteristie, ei1t: J.e'T' ra i'le .0,' street, as it facilitates equal di~"tribt1 tio~ of airftow to each cyl'; . der~

"--:-,

Radi ... s ~ ate equal 10 r:J __/'

PI.,teoum

an: ~ ,ot ,n ~/,~ ,. -}~ ,rr'- ...:I Af: ,JJ,I{D."' ,U"' ...... ..,... ..1 l~e fl.'tUi-pr::. v'·

ti~' i:nter$f'fjfiort ,~'tt~iJfi(Ui ;;'Zen.~,~;'i/; CL~~d~ int¢ke:

"3!"',""';''''~ mu,sti t'ln,nf:e-ac.h

~~"IOOI-~~'~if~ ~. .L . 'Y...~. ._ I

tire' tcl'e'u.t: aijo··t.nle,t

.. - . .

~ll~pe~

,Fig.; 6-.11., ThilJ PDr5t~~e .lncly ensine (;lea~'f\l:t

~ il~l~s'tr'!lte.$ IJlfl#lttn· ,siz : requ,=ii"f1nen(s;.

P L EN iU-M 7'9

Vir uaUy all fu:el injection rnarrifolds wHI ]l(1VI .. a plenum .. The :p_enu~ volume sbould bea func'tr:011 bf engine disp[;a,cement-m general ,50 ~·7t~~6. 'One 'of the

........... 111..l, T • ~ ~.' W i-h: :.:Ii' 'd' th 'I t . .

Cl:m:ciJu 'u,~S1Ign. .pOlll~S: m 't: re marnrou IS '~'" ' ' p enum-ta-runner In:e"r.sect, on.

W&f is the' POIllt at 'which a.lbeU-lDOfr!lilth-sb,apedl inI[~t to the rtmner mns:r. bel Clru'efuny made,

IIn.terse.ctiof1 :oJ two: eq Lie:' ~md:r.U$,

~"""""~~f~ .......... ~tliJ~b~es:. :yie,tds; good ~lCfW

'0 CH.APT R 6:: IINTAKE MAN'IFOLD

fig, 6~.121r. A ~·tanda.td ri:n.jeetor.. ·The. i~jru:tlJ:r angle with respec: to the i.n.l~ft.· p:pr~ should' be .·us ·s.J1}.tdlow as .POSS;~.blfl ...

, .... ",,1; , ... ,i";~ ~ ..... ~',(;JP,ij;I the

.' '~!I,"".I~"- iLtUi!lr' r:J. U :. " ,~

F~'t. 6;".1,3', AJ~ u;p~tr72crm inJe:c'tor

O!]]~y two basic rules apply t'o. th.e ili,aJ·ca.: .ion of an ~];ectcn:, 'FIr st, it must be aimed as straigh t dl'0W11·the center efa port as possible. Second ] ,t should disoh ~'I'ge at

• h ' I" '.. "h"1L:., t

a POl1l.'1.t W" ere an '~re o.CltylS at '01" near I'ts.rgU8S ~~

O'cc'.a;sionally,a ,sy,s'henl will h .. ave such a larg'€ airflew OJ!" '~J['~V rang' tll:B.J; a sin'gle: .hS1j'rec:t,crr :(;EtD no,-t p.,~·ovi.de enough fuel, In such cil'lCt 'nstances'l a t Ieast a sec ondary fuel inj~c', 01 will be raquired, a' d SOlu@,t,nne' even. a thi.rd.. Argnment of

"L ... 1:· ,. ~ ," 1 J!.1l... • b h d

tnesecone I :y IJlJecl,or is no as eritieal as, [!!d.le iJnm,~ , ,"ecaJ:use t ~ 6. secom arji'

is generally n()o', I used until t]19·.sys.tem, has aclllsJ:;lOO a l"lela.tjv.ely·lligh rat~· of'air-

i!IlI In t ., I' t" '"t ~ "~~11 d .. ·l..1I, 1-, ..... " II. 1'1 .darv i i, ~

now. -, ~': 1;'001.1 app I'ea' rons, t .. :! .. :;;li~_: . ::' ·estta,iUitB 'I,.!O' PQm.i~ '" le' 6.s-con'l. ary n~J!ec"!(;or

downstream, Ra1ce ,appli'(:a:tiOn.;s; howev J,~~.:h ave oeeasi :naJIy aimed the second:ary back upsil'e-aw .. Although data are scarce", this u]a1' offer sHg]1.t.ly better atI(}mi:z.at:: OIl '~:d j s w·or.:thy of consideration.

The thro-ttle·lt.o·d.y 'is usually one of the. serious' aj~'"'flO'w'l'es,t /"iot ion 5, in the t U r boeha:t:ger r~yS"' 'el11,·SiulPky' l![Laking tIle throttle b1igger willalleviste the problem, but Jnw-speed drivaabil ~ty can become an ,onJof[, jumpy propesi . D'D. A big thxot-Ue pI ~te open. ,S;. small 81T1QUnt can lei: in a ot af,*, an¢f smnoth Iow-speed '~lt'r'[C)t'U~· response will suffer, .A maximum ail" -v':e19city of api]Jl"IQ:1Cjlll'!teiy 300 'ft! J Be "flU. keel) "HO'~l },()sses acceptable,

Air velaeH:y' can e ealeul , .' .' by

'[.r J' • .'~_ _ airflow rase

Nre oC~!",,j - - , . .:_ .-

.. ru':~lJ; {{ secii 0 1-

Example:

L,~ft cfm ::= 5-0 () and ,t 1 rattle j4 broat 1]0 -=- 2 L5 in Ch,~8-

,Rg~ ,6:~14., EFl til.,. 'l ie bf;)ates on a ,Cheuy Sffl'U1.tl-b.ln.{.:k ,m,a11.~fbl.d., With o:ne' throttle p,{.pJ;e

perf' l.."Yi.i~· del; t'hi.y; is, one of t1!e; low'e:st;.r'estrietio.u $:J~~'(;,tilil%g: la::f.Q~~ts~

T 1"'11 R OTTLE [80 Dr ES

(1

I ,

M f '80 0 ft/s;ec ],5 ex)CJ~eded. an d the s· n151"9 111I"otU,eplalte is no t aecomp anied by a pl("ugre;ss'lv' lit l~: ge, ',t would he ! ime '~O consider "1' ~'o:pl '"19 PI egressive throttie 'bodYm

For T,a.I~e: apphcatlcns' whe ',e one throttle ]:date P,Ef!"' 'unnl I is employed, "t is quite adequ e tOI sum tne thrl.'; '1· .~,h:t:&a areas and calculate ace ' , ingly 01 simply to use one, cyH nder and on e th.:rott'irrs,. The' a no ft/tj,ec figure sh ou .d. ,ErHn offer a suitable guideline'

I'hs "beau ,jiull'iace' hardware utilizing' slide-valv .throt les :ShOl11d genaraUy be ~yn.id!9tt because the ,~ll: ea ti nes pressure usually yields ferces c,fl'!l~"g,e magnitude, 'pacia! earings and H 'k~ges can make the sUet vah~. 'w,orJ .. abJe·. In ge'l'lBl"'aJ,· ~ife is vast y s,~.mplifi·ed with th .. e standard old twist,.shaJl. tl:nottle ·plfllrW.

12 Cr~APTER 6,: INTAKE MANJFOlD

Fig., [6-15" Th.e prt)gressiut! throttle

1":r.. I "l-

",U1 ~a.le ~ Q. ,sr.mp ,e

C01'l.O@.~ a nd ~frectiv.e at

~- - .

pro.duciF~g sm,oo,tk

· l" .

f!PlJ/Jf1.t1,9J a;· ow Mguu::

gpe~d;s.

,Fiff, •. 6-1JS'~ Neu:speed ~'s l(u~'e- Vl.f.thr~,ttle .bodt" i'l£ G Pl~;og}~'s,sive un,i~'

WUh, ob:tJ~o·uS:"vaJ.~e for eU'st9m turbo flipplicaUol.t/3 .

_-'1' g,gr es,siive Throttle I:od_es,

Th,e. ·,[at,traction of.a 'two.- {o multiple-) pLatt} pr~gresslve throttle hod~y can be strong. The application nseds careful analysis, since the progressive: is n,rrt al'ways of the b ne,fit .It may' seem. 1 be best pl.ace to 'use the p'rO'gre~siv;'e is "It.vitb

'arge engines th~t ,aooel,.era:~,e 'Nell at ]O\V speeds wi.t,l,_ little 'thirQtt]e opening,

.. .

G~l1et';~ly avoi d 'he progressive on smWl enginesthat.requi re a lot of .'hrot~le

just to 'make them mov-e:

A_J FOL,'D

..Although serious ;J - 11. th '. decline and with g,;l]od reasen ,8. few n"kOI'le earbu eted tur' 0 sy:stehls 'W'iU certainly. be built, Such a huge' number of intake mani'fold· ara in production ;today ·tb.a selecr., :i.ng a good, on,€'- amounts 1!Xl little. 'mOll'S than 18. literature search. In ,general; manifolds [e~.pl:OJing on'e throat pier cylin ... der w';1J yi.leld the OlOS ~ performance, Th-QS:8 wirh less 'win u-sually [o«er' slightly b etter lew-sp eed drives biJtty.

These arc , ,of course 'i' ,aj], of - he, blow-through 3rty Ie, s . A discussion on collector ,6 01· ple'Dums '['01' bl!o,\?ll-tb.rOtlgh carburetorapplications would be muc·h the.same 8(8 the discussion relative to. the' fuel ~!:QJe'etion plenums, Follow the same prin.ci.ple·s;; ·Ml.cl you w11~ be 'On th.e r·ght ·ra.ck,

F.1'4,.. 6-1~7ii An)e,:xanu:)le'

~i ~~

'iif.tt carbuJ~!!Jetl in.take.'

. . • -.' -'..;J - ..1

~~folf4; ,t!llav~rte,e.r. to'

EFI,(ut . .th·e M'a8e1tti'i

Sewn.

P.ROGRE:SSIVE 'THROTTLE BO.Dl ES : ,3

'Will Ctt.u·1."P'O werk with my sl:().ck: caJ".bul~tfJr 0:," s·t6e}~ fuel injection.? , stock esrb: no

,9. .. ~ .. L ~ .1 _ ._

'I'- st,Q/ck fuel.inj~flc·tiQn; IJ:O, no,t quite

NO' .fuel \ljectio;n in use today win atu'bomatically provide fuel for t'be increased a _. rBow' created by the turbo ~How,ev~'l; stQic.~ el~~:_· ronic fuel .lill·,c:tion

k ~I'l ~ '='UI b . ...::II j..'L t"" d·' bl .. 1~'{

systemswor. . :90 'we~ m ~ non ~,OOIS.t, mOu;9S '~ua. '~~ 18'8, visa.' ~ e to, l~et~un tl-l'e

~8te'm and keep ." t absolutely stcek, for ease of repair,

What canstitutesa proper l.·n~~(J..he n~an ifb,ld_'?

S·trl~'~ul1lini "g~ above all, Uni~fJ om port,B-b:~l'p~s,.'s.m~eth section cl anges, and

~'~, t ,l;! ItS t,,1""tl"" d 1 ,m~'-l ". ~ t

IflSFtbBJ.',_alOn IT-OlD .~18'a ,. ·:rmn:a",e~.·,J; 'a~. ,ru'nne~' eu~v_'l are nnportan ..

F_lg.l ;;..1,., 'rhe n;r;Qdc?r,~!\ fiJ.ngi:~-<m~,~og(!;n~(NIJ,l' ,s,,§;ie:m.

The 'atomization of fuel into the air clfim'gIe is.au't!mely ~~eant to the funct""~fiin,g 'of tIle, lnbel."nal. corobust.ion engine. If any' single aspect of engine I"~'rfb:r.n~,a,nce :,c:,an. be JabEl,~J!'d i~ most impoT'~.t~ ~~ 'fn,el control is! a S'b'Ol"lg' candid,~t-~. fbrr tl ,8 ho,nlpl'~, EJe,c't ,'onj,c, fuel inj ettiQn, ill pal"'tllcular~ can do tliat,jiQb' b ettel'

- -

th~, any Olthe:Jr .funn of:m,ru hlj'i~cti,tj,n or fUe~ mixing. d~Vj~H?{;, P~:Fin.ei;plas~ applies-

t.J.'OllS~ and m,edi,fic;~l'tion of" EF.I 'wiD be dealt wi .. th in 'the discussion 'th.at ,[rtillows. ,N'ettber cis ('(~ COiltln UQ'US inJection. sy~tf)m ~~) i a '~)lle 0,1' fuel injeoticn ,t;h,at uses pn,eum~tit and hyd~T,aul],t controls, nor 'tb:rO'tt],e,..Jbody' fu,el.i.nj,e~Uou is dieeussad in this b o\)k~ Ef.,'l bas proven .itF; ·8!t'IIJ~~e'D:."iri]~ity· all t'bJe 'W',~y from ~conomy shoe box _, es te In!~y 'c-ham]) ears. It hasbeen a lo.ng time sine€ a m~i'r)l"' road raee 'lN1nne:r ~'l"as :€!q'. lB';:np~d, w~th a fuel :s~s.'bE'.m, (],ths'l' ,tIhian E,Ft ISu:t'el't~ thea, ruty. ,s'a:ricN;l;S tur-

.tOOll",~ [!Ii J~ II!i

bQ1' will be accompanied b,y EFt, N;o<~hing, else ,evan eomes ,C!,'li,o'BG". St,art with, tl.le

best th ere is, and you won ~,t wind UIO S tu~ Qt' co;rn~Ted_late't'" on.

BOSCH,

-.

15

8._, C'HAP'TER 7: ElECTRON~C Fu IL IINJECTION

Fig. 1~2. Ai'L ,ooaptati-on of tIt. Ele(:.trOn'~t)ti~'e 'J,1,EC n EFl' to Q/n. u.ltrnm'Odaf'1i e'~i8in,11 'it the·· Acu.ra In:Jegra.

P I"I,D c.·t,,:lre! 'o,,'U[1

An, EFI, 5y$t~'m is composed, of lelec't.ri,eaUy actuated lu,el valves that open by a

v ,

vol t'a;g,e signal, p'el m ittU1,,g ,(ruet" '.1" 0 fluw" 'I be' all~lfu~l ra tio is eentrolk d 'by the

am ount Q:f .inu~ the, injectors are. 'held! open per 1¢,<;U'h bust ion cy',d .. ,. 'I'his is ,0', .. ' led pulse dura den, 1~h'~ EFI ccrriputar gathers data from a group' fsen ors tllat '~Il it ~ 'ow ~'tthe engine is, running and the loadat that instant. W~.th ·that da~ ,~, the cOlmpu.ter star".' ',' lookingthrough its. staved information. to 'find hew long ~ 't _ ihould hold the inj actors op en to sa:tisfY the fuel. requirements dic'ta.ted. by those load condltlons. Wb.!8n that j nf"brm.ation is found, it is pulled out of the memory and relaJled,~o the hlje.ct;~;H:"S 'as 8, 'yoft t'ag~ pulse of a -speciflc duration .. These, durationa are measured in thou ~andths of It seeond, or ,mjniseO(Hld~. (msee), Wb:el1. tha,t ~ycle is cc.m"pletf~:i t11"e pr,o~r.ammi~g ofth,~ computer :teUs'.it te go do it. all over again b 'It 'to b ',wert fcU" new conditions, All. thiadata acquisition, analysis, :and distribution takes -ahout 10%' of the computer s attention", The remainder of ibe time " . just .sits., Too had it C;W1'~t be reeoncilingynur .,checkboo.k rn ]. ". . ff _). ours The ,'efA6'PJ~S the co rputer relieson to keep i' informed are an in-gt,ru partfEFI and at.a analogouazo 'he eyes and earsofthe ,s;lsoorn:

A,ir-rh:c;tSslairflol.u sensor: A·' EFI 8y,stem configured wi"h an air-mass or airfto,w sensor is ealled a 'mass flow" EFI S!yste'm .. The sensor attempts to measure . he number of air molecuk ~ffio;mng' through the system at any i:ns,'tant. If this numbs r is divided by thsspeed of the engine, it gives 8l]L accuratereflec-

j." f-·t1l .,(\. ,I"'f'] ...J d l.. j.~ '[I.. .t.1 •

noi 0' " ne .~~crllil:l'!.o' OJ; tuei !p,~e~[e. i per eomnuauon put .... Jill :w1:e engine.

,A~r tempe» a~rt~'"e senso-r. fUr d,e:nsit-y' changes as a function ,of temperature, Ifhe':re£cn"e. the computer 'R1.US' know to change the 'pulse durations .sl'ghtly if

~. e . .' '" 'il- '"," .J.". ,"' .....;;. 1'· ·t .. ' ... ,t . ham 'i:. th·· .' .'" j. .' :...., ·t· " ~" .

I' ne au ternparature.sensor o 0'9C -,~J ac ange In .. e air l~ean1P,era "UH~.

Barometric se,ns[:n:, . ir density also ehanges wi'h altitude. An atm sj heric

b i, 01 tho ""iM. .. ~.'I '·",.1

pr:9B8 u re 6ens~rl=--a : ,. '0 n,e'",er,~' .' o· (8' - -' e con; pyll~r a varying Sl:gnw wttn

changes In altitude.

Coolal t. temperature sensor: The r .• nount .ff' el '.he engine need is inverse]yropq.t,tionru ~() I. ngine emperature, The coolant te'mp. irature sensor 1"&

fleets ! he engin S per.wti1Jg· emperatur. - .. WiU1 ,a oold engine, " .' huge IDD,OWlt

fU'el I je'ct:,g'rs and Pulse Duratjion

of' fuel is required just. ' ,·0 g[Ee't enough to vaporize, ~o it can burn. The 11 ttet· t.lL' engine the easier vapomz ation beecmes, and the i[9SS fu' '1 req)iIltred ~

.Man·i:fbld uacuumipreseure sensor: Not all EFI systenlS· will be equipped 'with a .m,~ljfold p~ss ure ,~~SOJr:: Those that an - are 'properly called i:gpeed. density" EFI sya:t'nl'S~ 'When the manifold ab,~olute pressure (MAP') sensor is, used, an air- mass senses or- airflow' rn:etB.' . is· not necessary Th-e manifold vaeuurn or m,anUold- p:r6'SSUl~ at any given instant .is' a. good reflection of ~:h'e engine load a~ t1't~L tim - .. Hence, the .1dA,P··s'ensor p.rovi:des the com .pule]"· with aa 0': . her bi t q.f op~·r?ttit1Lg' condition data: e-

OXyg:6n- sensor: . he [o~W!n. senscr meaeures.the ani.!~u_nt. :of O':yg~'n left over fr{J. !i the combustion Pf,OOOSS,. It is. mounted i~ the e.x:iJtl.ust manifold and thlli5' beeomes th.,€! aftter,-th.B~faet w,a tchdog:for the computer, If th'e; sensor ,deit,ect.s too much o'KY'gEniJ, '~b,e 'co,m:puter mil know by I"@'lerring to its· stored infoemation ·th,;rt it is, time to ],. ngthen the i1),jectib. . pu ses '~ghtly," "thus. adding fjuel and us" ing''$ome:,(yfthe ,e~ce~~;s rjxygflD. 'B,Y' moni wring the lefto've''"'':oxygen~ the computer can cos tinuouslyhome 'tbee pulse dur·~tiQ;ns· in Ion the: ··"r'/ruel ra~·o j., .. was, pr,ogr,amm.edl to ',give~ The oxygen sensor~.s purpose in liE~ is 00 ke:~p'. the ,allr/:rnei ratio in. the ranges needed by the: three~way eatalytie converter, .I t 1:8 110t·a, pow .. . ,er . ~ r ·econnm.y :4~·vj(;:e.

r.ae'hq'm~'ttN'"· c.il :c.uit. The pulsing of" t,he i~je~ttl(fS e.vel'Y combustion cycle must of'course, alwaya be ief8t need to the. engine speed, The ach circuit does ·this, by monito'ri:ln.g the low'-v·[~.l.t8.ge' pU']:B'9S. to .th:e coil.

Th:rottl;f! position: sensor: The actual output [of an engine is arge:~y dependent iL1p~:fJil ·'thtOtt]tr8 pna:iliol1! .. , Full throttlre is obviously .. e1s1d ng (bile' ev·~Jt'ythin,~· the englJle has, an - fU.'8,1 flow must tis .• t.o t' ie .occasion .. · Therl fore, i<h:ro·t.tle position beeomes a s~:g}Dlifi:can:t bit lof data fO.f the. compu ·el': ,-' ftlrther data mput t'ha"t thsthrottle-positien sensor offers Is the rate o;·,~.aIlg·e·'o.f't.he thro··1J;··9 posi .i, ... <D .• 'Phis f'ttnat]:on becomes tl e equivalent 01' an aceelera 'ot'" pump ina csrbureto:r. 1: h·e aeeelerator PWliL:P, offers a Budden rich condition to allow a. smoother load transi tion,

Support pieces for the EFI s;y,stenn 'ar.e fuel P'Ul:UpS, fuel [PI e'SSUY6" , "egnl,a'~OO"'s j fuel li nes, ,Eli r ValV'8S, idle controls; and ·elays..,

.' good werking knpw~,edge·ofEFI mu . t includean understanding of'how inj,¢~~ tor .sizes vary wi" h wfferin,g requrremenss 'oI c.y lin,der size :paW'I31' out plt't. and operating' -range of manifolc pressure, Fil.'S: .it is. ne,oossary to understand i~[ ·e· intrin sic' nature of the ~tllTIed j :uj;ecto:r' and the availabl e 'time In which i t must W'01"~. The' available ' '~me Is limited to. '·be· time required for on co. mplete '.gme [cy'ch~:~ In. afour-stroke-cyele engine, available inj;G,~eor tim"e 18\ th .. B 'time requ ired to complete two revolutions b. ~ the engine .. As the speec ·of 1 he engine ·inCI~,e~s~ -available inj,ctoI". t ime decreases. 'I'husthe i!\}ect'91" ill110.n9:n:tiy takes up a .. g, ~e.atel·' .and greater portion [of t[ re available time as he engine speeds up. E'\! entually.; he pia ~ nt ' rives at wl1ieh engine cycle: tim,e is equal to the tune illieinjector 'n,eeds to,(leliv'er the required amount '0" fuetrhls point, is the lOOtlh du ~ ~y'ct~l pomt.

Two 'types: of ,EF)' .sys·tems Hr'B' availa ble: $e_qu.'~uti.a . and nonsequentia I,. Sequanti, I, which i. ' t "'6 most common. _.1: lses an 11 .j!eC·IO~ inthe '. ;~lmu~ or· e . as the firing order of the engine ~ Inso doing· ... seq'l1JJHltial pulses each inje~ ~Dr' evel,'j7' other revohr i;on - thatis, once per engin.e· eycle, The nor sequential sty]e· usually pulses all the inje~tol;os a:. the same time and on every revolution. 'Sequential

CHA.PTER 7': E.LECTRONI:C. FUEL 'INJE.C'1!ON

Fig~ 'l'..3.m Mati mL~u, fu..ellnjett·~·on. puls~ ,timf:! atlrJil'",::bt~ p r

re twl iiien. i's a litru;~'i()n

.... f··:·,...;.....,,·,d; .... ~,.;:j I"n'm'

!? 1E'f-.r·~a ~jI·l"'!I:. (.: iF"" , ;I,

MilOI' If,ring: &:~ole:k EP':1.5,·&te.m.5.

i

_.l-.-~.= ._.

I .

I I·

I I

~ I

I I.

'-!~---+-.-~: .... ,

---~~---

I

C ~6. 1

2

7·

,

Rpm.x 10fJO

E,FI therefore 'has: ,m pulse duratien tw"i,c'e as lo~' as nonsequential, 1bu~ non sequen tial pulses I wiee per. engme 'cyc.I[~, .. t!,.e eQ;1i closely approximeting del ~'''J;e!'Y of'sequen Ial EFI. A clever v,aJ:ia;~iI911. d·1]1 SBQUr9I" ,:tiru injeatiol1, is U1.0 ability tt) adjuet ex.~:c:trrywben the pulse oceurs relative 1"0 he opening erf 'he in:tal~J~:v;a}~le.

Tlle ~M'O' ~rrnVt :nie~rlt paul,t·E}·OO remember are.at 1900 t"]}lD, and ,6000 rpm, Th®~e ,two pO"l ts t81~E' ioo msee and 1,01 t11' ec, Irespe -,tivelY;'1 pe -' ·~v,plutiO.l1.,. 0,1,' 200··~ asec and .20 m.sl~ (.O~ co.m.pl:eW .. el'lJrinlfl cycles. Again. it :i,-, importan to r ·m~n1.b~er,lhat 2() mse,c '. otal time available, \VhErther' ~'t is in wo pulses of nonsequential EFlor i)Jl~. pulse of IB~q'tu~ntial E.Ft T .. , e funrlamental ide ~ 'behind all' .his .analysis stuff" is that th - - inje ctor must be .'i,g·, 'enolU.,gh to delive · all the fuel the cylinder requires in .20 111Se{: at 600b I pm (or even [teSS if'th.e engin . rur 'S,:Cijst. [J;'!\),

·Wit.bitl. th.e scope of low- boost-pi assure (under 7' p.~',) l~ ur ho syst~e:lI~. added 'to normally aspirated engines, adequate fuel deliveries cs _ b~, achieved with modification to the .stock EFI equipmen ., 'I'he basic. reQufu~~113,en.it.!;.f knowing tha.t the.fuel d,.livru"e:d tb·loug.b 'the ~;nje·c.~or n'(.1'3z1.e is the .ight amoun forth8' cOl1djt:ioll s ill '·xists 3n;d must bssatisf sd. Increasina fuel 'flow through the

EFI SYSt~111 is limited. to one of three choices: .

,~, lie:. ;gtilening injee or pulse duration

fi' increasing no~z]e m,ize'

• increasing fuel preSSUT1e

LENOfRI(,"!ING, ' ,JIC10R 'PI.III.$'1 DURA.1iU3N.. Prior to' any a t~nn p _ to increase fuel flo·w by lioI;ILge-t' pulse duration it is necessary to dete'nnln~ the time of an engine revel ution a rsdl Ln 8 (peak horsep ower) and the maximu m duration of an lnjeeto:r pulse, This wHl.aUo",-v us to calculate wh.eth1er additiQJlal time is avai]~ able t;o lengthen pulse dm",~ti,o.:n .. IIl.]I€tcfcn· pulse duration can b e determined by an cscilleacope 01' pU]8~ dnration mete c: 'I'h ·,08. measuramen must he talr-en while the cal" is 1110ving at full ,tll]~ott.le 'n~'ru~ the or-que' peak, which .. L8 apprexitnate.ly ty\r'O~ thirds of re d1il1.e ltprm .

:- .-,

, ,

.As tpru ip:¢:reas~s {rOlD:], about. 3000· rpm and h~~5G,,;tor.s ',are~ 0lJ8.D a Iarger per:Qen~'9,ge of each revoluuon. '~equel],tlru ,EF,! reverts to 'uo11B,equentiaLI;he d·i~ .. 'it in€ti on, between 'J-:u~ ItW~1 type.s, ¢~~LU ,t,h~refol"';e be ignored tTl Galc.ul~tin,g add ~ tion 9.1 f.uel.flow as lCUlg' lialS 'pulse dUrati·o,n ls cheeked above. 4000 21Jm +. 'T11en rut Is. 8lCrn::IrH~e to ,IDlru,yz,e, a vlanab~e. P.~UJM Increase based on .one 'I'll J se per revel utien.

The U)l'l,e requtred for one ~rev~lu'tioID. at e l'ff,.h);e rsdllne (lle.'ter.niines 'wbethB~ time is ,avw:lahle' ~~lt II ~'n~l: E,F'I puhr~s,. Thts C.Wl ~be .0 btained fi:-a;ID, 'flgu re 7=,3 01;0 by caleulation.'~

:~ "'""'D!']ien In! t(]l 'H ,~~~lr~~ ~~~

Let, redline .rpm :~: 15600,.

TI~'~n

:60 fS.~'(J

'.' '. ' .' niH· It.

Time ,of', one 1;'~{DOi1~Uon ,~ _ . ,_ 0_OlJi1~ ~: lM,_,9, l_',1:1:_','_:"O"",", ,no

.. , - .' ,. , _' , 1.5'5,001 rpm, - - u!Z' v. -~~~

O.nt--e, the fime of o~e l·ev.b.rl[ti~n ~t the r¢dlJli.n.~ is ,kn:m1WJ[, and redline p ulse dUI~a',"Oh h . as b Sen meesured, 'fbFe ~vail.9ib,['a' in,cre,~:se" f!an. be, ealculated,

In msec,

"f' ,~' .'

AUtli.iabie' i lflC],·~a'8e ::=:: ,ttln~ 0:',. _ oni"2' n.vo",u~t~fJn , ~ 1

redltlien,zt.ts€ dll, ra,t~{rn

If" "

JZ:,ztlJrqJle 1:

Let redlinerpm = 55010' WId :retninie pulse duration ~, ,eLZ rn sec'; Then

In this-example, redline pulse durabion takee up all the, available time at the eedlins rpm; t11reretot@· :11.0 increase ],5, available.

If l.nve$Ug;tltion shews an increase in hlject'or pulse duration ~~ available, then ,t;ll,e mlstJ:ao ds of extending th.OEH!' pu IS€N3" em b ~ examined:

:S'eru~t)r s~lIn{1J alteration, PuJ$'~ durations ean 'be extended b~ lnereaaing the resistance ill. th.e coo lant temperature sensor cireui t, Th e am (1 U nt of resistance

Fi:g., 1-4.. Th"e ,['1Jolan, c_ tempe: uture;sign,alf;h,a.nge·~bQ;sed /iu:J'l 8ys~r!'nl, Nate: 'Th:i..1B is nat a ,worlr.¢b.le .~Titd

y , J [I

F:l/I. 7' 5~ The: us» piggyb· lCli: ,ocunp uier is des tgn r-:i,'l' to ape'7"cd:rt. a' /'lU;tO/Y tu rba car 11~ hi6he,r- han« 'lock boost pt'€!SSUI eS'.

is de'&er!:uined by trial 'and error, ,frhe -esistanee must. . ,8 added in in~t· ments . and only whe -- under" boost. Irb'~ requires ,et .n1.essy se '"lee of P(l,t ' .. n iomet ers and. switches and will always PTOV~ less .ha .. ' a'Gcep'table~

ECU

• ~ J

--I

. Swi~ch :rIIG(;mttUy cl esad, lOP ens: ial'l specified bOCJst pressurer

t

.

Rep''tO:g,l:artLmed compute» cl'tl:p. Too many problems exis" 00 e~ecit 'a c.-li.p

h ", C~ r ~".;;; d~~" ' ~.'li fuel J,J . I'l]..,,;;: , . h ,..J > h"

cnange to oner iiil: means 01 ,snppJli,1ll'1.1.g·a,-rl.l.itlO iW J,Y:", I ,ll'O'W. . ·'At.SI met .. "Qu 1 ~ 'toug J

to 'work QU" o,nflappar~doo:r'-sty};eJflowmeter~) for ex unple .. It will not worl ')1·8. speed densi y s&st~m. unless .the' MAP sensor' is' designedto operate at pressures ahOr' e atmosphezic. The tuner 'wltb the knG]!wledge- to decode an O'lsM ecmputer P'c a-gram and he equipment to reprogram the SYS:!Un, can. do tha job. These guys are rea] sharp and 'teal scarce, ,A]lin. all, this is, atough jpb "00. r.:al'lfl'Y out,

PUlfJ/l 8~gnal intercepter: Cut.1;"len"~~1 'th.e olnly viable means of ,OO{teno'diing an

)

il1Jec,tof pulse is to intercept it), Iuodlif:y i:t based on manifbld, pressure eo di-

~~o:ns], m~d sBnPJ..it on toshe ~].e~tor in plaee (lithe orl:;?u,a} pulse .. Oood teehnol ... o~ and ].~Jt.s of' expe'rien~e are l:equi-red for success with this .approaeh. Sueh

devi .'.' n" ited t··" ,

. ev! ces 3X'lSt 'In. nmn €!JiJ, :a.pp: u~ati{)ns.

INCREASING NIOZZLE',S[lfZE~ A eh~.ge fun, nozzle ~d;~e creates a. situation when in) .: . lief' alene, 'he' EFJ: will.deliver D1.iOre fuel all the 'U,Ene under all conditions,

Iris is n,Q' I ~ ,cceptab;" e: thus a means of l'"eturnj.ng fuel flow to' I ts o:jri,g1_ tal le ·e·~

I" ..:I ... • 11: • 'Pb" 11. • d 1.' •. ~l b djOf' ' '1 ~

at ow speeds IS necessary It ],8 pOS;Sl .• ue to ". _0 this e]_t~ler ;" iy D10: ' '.yu",g 't ~ e arr-

f10Vl' meter's signal to the ECU or with flapper-door-style fl·o"wllleter.S by mere~ing the retnrn sprOng' tenslen.: c ~b,e ];at~l d.o,nre inside the fl.Q'WIU!lJ~te •. and is,

~d y.,;,~ "'TI' , ,,;,.,0,\0" "'N" ,-

r: ,;c:,.... ,'#' .'!I;jl!'~. :r.€ .......,

oom.pu.t. 'r-·lt~'r$' the' EPI /S,ign 0;.' pas!ed au the :(rlag:nJtMd.e of tlle./Jf!:~st,pres.s ~Lr ~igno;t

e,'d .." '1 D' • ~

~'15~ i _: '... nJ;S.~ng-ror . .e

.reguta:J;or in;s't~ll'ed .i.~ la ffl.s·l' ~ysie;~

Pig.. 7=8~ . he rising» rate file:l p1 ~e·Sj.u) ie

.~ .,. ,~'J ~ ..

r-egl:btl. 0'1:, u~u~n tea qj~

RDnl'!l ash in. the nz,td~ "7fJs'~ raises fiu:l

'~dl

p~ ,e6s.ure rept ." -, :y ·(1;S

boast in "~}''fta'Ses~

F=CON

Sto~k ECU

sioek regulator

..... :.

"

Tank

]"e·~a'ivelY· e:a£fy~ i -rljector :n-ozcZles Up to ~O·% biggel' ean usually be ret14D:ne:a to. gOij.d lew-speed operation by either m,etilod

In.~r~~s1ng fual pressure or adding inj eetors is o.nly peaetieal up I~() ,a.~ out 9 10 psi '~OOSlt pressure), afte:!' whleb ta:r:ge~' .injectors: become ·neces.s.ary .. ,Al-· ,~hough OEM EOU s .are dilUcr It to' l'"ePl;"'(»gi',am ~ afternl. : '.k.et units. wh·icll C01ne witll soRw~- ~e and jns~tructJOJlS~: are a. eineh, Wit~ such l.u:d.t.s~. increasing injec-

Fr... 7:'8", The' risingrtl'le: rtguliQ;t~r ~an d:el ! tJ,~r signi.fi-c.anfl,y higher" fiul . t;ress.ures

-, (l-S' let fu;~r!fi:(Jn of ~~.st p~'ie3~ ~!rg.:

,Fig~ '1;",10.. One Dr ~'wo (Jii'd'iti()~al il .Jec:t~n.s. for t-lre en"tire· systern can prooide 1i~6l f'e.r IQwboost appl ilcation,.'J but sltoul'd n olt be €~nStid~red fo',r seriou: PQ,,~'J}1D~

- - -- -,.-. ~ ~ - -- -- - --- -= ~- ~ - _. - -_ )

o ~ 0 20 30 .4,10 50 60 ']0 :8'0 '90 1 DOl

F'ue.1 pressy r:e- (psi)

tor size becomes the most potent method 'of$tl~pP,~ylng additional fuel, When boost 'pr'8SSU'v'" exce'eding 9-1 Q psi is- planned, a ,eb.anl~~ of ~ l~l~u:Itar-;s is :necessary.

INeREA;5n~;G F'U!*:l PRI;5i5URE. InJC~l"'·e·, 'B1B,g system fuel pressure as a funetion (!f boost,p,resstlre is a viable method 01 incl'e,asin,g ft:tel ,now to. accommodate boost pressures up to about 9 psi 'Fuel fl6\" ,cb.aulg'scs ',tbitQ,u,gh a, nezzle.are preportional to, the square .1~'O<Q.t. of the. pressure ehange aJ!I~OS$' UrJl.e. nozale. A b005'._ -pressure-powersdfue 1 pressure regulato.~' can. be made t10 drive the, fuel pressure up rapidly to ~eep p·.ace. with rising bcost presaure, This type of' meehanism is able to use tll·s :(U"iginal mJectel's hut is Iirnitsd -t'O .ftle! pressure available-through the ~stock. pUl'n.p~ Bosch or 0 ~heJ;" hi.gh~p~es'S1l 'e EFI fuel pumps can be suhstituted or used as su.pple·m.en·tary pt.unps. 'I'hese pumps genel~aJ.br offer fuelpressure: up t,o 130' psi, which .gi,v'e the ftIel p. reasure regulator adequate prsssn '··e to; work wi 'b. ", i'lQPOlt"ti~rul1g fuel. pries-sure to beoist pr.e.ssure m~intailt.s. th!8 imed natnr .' err EFI~ keeping fuel deB.very proper :["19' ative to the air- mass :t31' e of flo'\-,.

8omeJ3:Yste ll'S a ~alllpt to increase power by addd '~g one ()t' tWQ inje~tors overall, ra ther than per ey·,liader., These inj-ectors' are Clls'ltquiarily plaead in the at ~ ttl be entering. the throttle bod[y and can be puJ~edl by a small control box. based on. an rpm an,d :boO$.t-1P!ess.urehlS~gria[~.As is the ICas'S with Iucreasing fuel presSL.u·e-~J adding bljecters is 'P·it."'scti-cal only up to about 9 psL This, is notan ideal :syst.e·m ~ and, ifUBed.~ care must be exel"ci.sed. in loeati ng -the injectol"S.~, to a,eb.:i~v~

G'on~ro~ box.

o

o

[Fig. 7~", T'lie ir:~t.~n.[!sUx' Nis~u:u" llT.(lf:~ij&ld as

• ...1 - .L:t ..

€-qa lpperr:l! w,n,;; S~

s,tagrXi il~ie:ct,or:i;.

,'- I II J :~

O:ngl;na, l;1~)ee:tor.-s OJ;e'

to the l'eP" 8e(}()1id.m·lie.~ are fl~1·fhe,. 8<utbQtI.raj to tllt'1., right

Ad 7~:!2- '1~h;e ~acla-'b.rt

,alS! ._ ~ ~'. . __ . '.:

~inj(!:c~or~' fuel ~ntpp.zy'

'J.~ ~ d .)J ~- ...1' . .J /'. ~

··Wlu, .r:.7~, :e-eu.. ~it,£ti a usetus

¢o,secflile,l., The ,at!d~Dl~ is ,P1ld't;'(ict ut~tk en.gi;'n..~· speed; d~rati()[n ·is' G'O'lJ.t'J·oU'- d b- 00 0. S'I,-

- - - - . .. .

F;g~ '1-13.. Four fJ.b'a$fJd' t;econr)..a:ri f1S can be pilwjraltll11.C'd to opel-ute u}/tel1 under boost

EXTRA ~ NJECTORS I 13

9,4, CHAP'TER 7: El.EC'TR.·ONI·C FUEL INJECTrON

C·a IOlulla:tlng II'n,j,8.:Gt.o,r . S,i ze

T,e_ting I,-liectors,

,F/g., ·7~14. A.:f$~ntple fUld injector {lQw·tesi rig

equal distrtbution of fuelto the :(!. Iinders in .. 8., manifold designed 'to How' air anly, . he 1.nJeclicu·s must W50 be ized to deliver the fuel :equll,ed. for the desired . air flo w' rates. Ide'SJijy, on extra :inJector per c.Ylinde·r 'is required for seri-

. Ot'I....· '..;!I, l~l' J b L ,I,

ous pOWB1 ... · ,:' \u. WJ se, eons uer trns a .OW _. cost~l?ower me e. n;flD I sm.

The preceding :pacrtl.wap,hs OOV1!81" "the methods h,Y ':v~ihlth E.F! may be medifled to· operate undee bcost, Prior to ~salecting a method 'that suits y~"U1:-- r~.q~lib!fle:.· mea ts, make-sure your measurements and caleulations are .correes. 'Don _ ~ gat off'on any dgp.~Y t~llg~~tWi ~e tur: .iug·un cold-start spray nozzl;BS~ 01 anyo"ther eq'ually . nane schemes, witbou-t suitaib 'e investigation -';: roviQg' that the.sehema miB~lts all .lu~ ,rsqui.,ecm,ents oif a properlyccnceived fuel iSj1stem.

~I he :EFl·fuel. ~iiec~or has a r,raijng lof :fu~! flow per unit time, A huge variety of. sises exist. An e'Qlually huge n.umber of ur~d,ts .of VCilllll.e 0 _ JEuass flow are used to rate in.jieetor flow ca.pacity~ 'I'he folJomng will convert :ec/min "t, 'I lblb'f,!

{:ubi~' c~n .. timeters. '= pOJunas' x o.s

mlnute ,It(!)'ll.r·

Tber,cru.c1Irllations required to come up 'mth a,.properly sized inj~ctor fO'T a :giv~, !C3U aplpl' cation are not rigorous, NQ Tl0¢k~ scjen,ce here~ One. simp.l~ ealeula io'n ·.and thej:o'b is done:

R" .ss. . f' 't~' .r .. '. 'l hour .' _ v. r .•• ,~. _ ·exp\fct~d b}~ ,x OJ55

Ol.tnu,S ,0 . l'.ler;. pel '.' our per l'ffj eCli'D.r - ." .L.·. f' . .' __

., ~;'fJrmve1~ 0 .. ~-ru;ecto,.~

T'hfl' .,5·5 t'gure l s aeeu ally the maximum load brake specific. fuel consumption (hsfe) of a tYP.1ical tmbo~haJ.rge~. engine, In. general, the number ·0,' iD;j~e.tors, is the S:aJJDle aa 'U~:e numb er of E'Ylirl.ders· .. IOle.ax y~ one should choose 'the: n.ex.t larger sise than the calculated val ue, to ,o,ff,er some mm~gin fo~ futur:e .~ rnprovementa

"1 il~jec~oi' IC:~ 'be measured tor its flow c~pabili~y by applyitlg'a, suitable voltag!e usually '9~, but check it'he manual) to the inje(.'to;r. and as psi (stoek fuel pres-

V_cuum, '~lgna,~ ~ ooen '[0 ·atmosnhi9·ffl

_..,.,.~.........o;... rt-' er+ J. '"," .~ .~ -.-.

[_

I

Pump

,9\1

............. ~-III Sw~fuh ~~"""iI; 11111-- -.,

Graduated b Lirette

:Fu,lol Pu 111111 Re,q'u re'm'B 't,s

fid", 7!1.5:00 Tiu'bal_ fuel ""stem.~ - e:spea./;al:'l, .st:J;.~il':e C{}~~:..6·o·lled tl~ a

-~~ ~ .

1111 .. J .

tJ'81ng-1"(l.te'1·e,g;UitatOl::.

t.€;g~J&,ir·"€ li.igk--p r~&s;u' e/ :l;u'i~h·,,fl'()w 4'iiel p;inn;~,.s.,

l~.;o ~ ~ l i . - ";E"

: .. ;r):i:is Bosch p'u,'!np lvil.l

:"supiply 131) pe i cd {tQw ·.rme.'s ,i&~~ppQ'rlil1,g 5lio

bJtp~

Fir~ i'-16~, Typica,l fuel ·P.U1np (lot-:rJ ue~;~,l~~S fue~ pns8,l,{:;.r:e. Ft~,el pI/, mpe 'deliver less flow' with :i'ner€Jasing ,p:ress:~.n~ .. [J'J}),f!, "eJlgine ~s requirel"lU!1-"J.ts must ,aJt.u,a.J~~ ,stay Oe'l:ow t.k:e ctvlJe'.

... .

sure fo . most cars and standard, pressur . for meesuring bl] ector flow.' to. the fuet L~t,l~he'ful'~ run in. o·a gradutlted-burett8:'Fcn"on "Dlmule .. tr)l'. ~~'esultis~·he, flow capabililty nl"eas,w'='ed ill, 100/ . In, A couple of l~S~voJ, dry cells, will hold th: . i~j ector' ~pen ,jt.tet tine ..

The fuel . 6:q~u" rements ·of m',y engine sys:tem must 'be baeked up by ,8 'fuel supply syswln,. 'I'he fuel supply syst~,m is the fuel pu .. p.,~ 1\:u3:1. C)J. essure .. :'egula.,tor. and fuel Iines, T'b.E!!:.:fu,e:~ supply sys·tem must }U~) able ',0: meet the· ehallsnge with a reasonablemsrgin of'extra capabili~y; Th'~_H margin, requires a bal I eabetweenthe pURiJ;l=r"S fl'ow-IMpabilit;yand, Its pressure i~apahlility. An odd,fe'ature 'orall'pumps is the fact ttJ;,at, th~y prnduqe their gr,e'ate~:t. 6nW',8it the'~ -, least pressure, Tbe maxim urn -p'r.essllr:;e .rating of a, pump i_, wbell. yo.Ul' ,t}lul'p.b is rOID ~the ,outla" 01' the pump, not letth~ganything J[Hl.t., I n ether 'wtH~;d_s,~, no ,tIQ'~" IOn 'thee o:tber' ;sidls IClfthtp, 00 in, , the maximum 6low' of" t}1,8: pump occurs wh'en 'it is free to 'pump ',¥i~h no restriction (no thumb) .. The EFI fue·) pump' is a pos~;U.ve-disp]aoe.~Ulen,t, pump drivlen by.:a de moton ,As the work the. pump is asked to do increases, the motor slows down, As the"" 'n'~or' rS]I~IWB down! the volume of"fue), beingpumped falls loff~ To operate EFT &y:stem·, we, must, have, 'fuel pressures of 40 +, IJ.$! ~ 'I'herefore we nmst know: ealeulate, or measu:r0 ~be fuel flo:w rates. ~.", these P'I:-eSSU1'~S~ A.ny

0-.1 I." ~ J ~ i I I II I
~
5 10 1!.5 20, :2.5 30 35, 40 5 50
Fualilow fClalth.rl CHAPTER 7: E.'lECTHONIC FUEL INJECTION

.;. - . . .. .

,Fig~ 1~:t :1~ ,~p'nJ:);l.ni(J;,te fuet pu.:rnp It~w require- 1,1. e11ts ,V1U ~8US- €llQilre bhp.

Fjg. ''1~:3.B. Fl.U!l ptt.JiJ;PS ,i,~ pa1"ailel shou.ld· harJ.e

.j. d' d'~'

sepa n.lle I' eLi'!< - ieated 'j ue ~

pi' . "}~utl~,

given pump win. have a. :How ~Ve1'8UI3i-'PrleS$Ul"\e curve, 'i~.e5e can 'be bard ,·t:o come bj!:' but it i.S.·DQt .8 real challenge to measure c ~pal~tirr1illaI<O p~p'-s ,capabi1jty~ P~rhaps the sirnple!?'t me ~bod clfd,etet"Ul,hl,g\'1l p1..1 np's cap:abUity (particularly if Hl~ IS at 'e:ady t.]~ji:ei'e) is. an. actual filelcl "tee ,t], to- see if' i I maim ains maximum re=

,. d.t'l· '11 . 11 i. dlin rd'" d- £: I'f " h . h

Q"llre .rues preseure tOI '_11 "angIna ".l~€F nne. II It ' oes, nne ... ' 'not. .'O'WEF\1"Sr, ,~L~

test provides' no data abou t w'bat "g needed.

1000' ,

'BQO ~ 700 -'"

SOO I 500 :"

- II -:1 ~ ,1-
UJ 2,Q aO 40 "~O 60 7'0 ,ao 9'0 1.00
' .. Tl18 ·8tandrurd method £ror' measuring an E·FTp·mnp~.s H.o'V\P 'capacity ,at a given pressure '!' o. to-connect it ttl an 'EFI 'Pr,essm;e.r.~!gJl'latol'" andmeasure 'the· v'Oh.$.€) exiting: the fuel return Iine, 'I'his is th-e v'olume of fuel that can he' taken. fTom the 'f\Iel~ ~tem at. ·that·pr.;.~a,culte without ,~L',e fuel pressure'e dropp "ingc ... ofr 'WiUl

.• l • '.' • . ~J!hI!.. :'I, _ • • _ " •• !!" " 91!;P-~ ;. I " _' • '~..',' ~~ '.' _ ~ _' ,_,l •• , "', '.' . . .~. _ • .....r'.. . ,

t}I'S fuel pressure regulator's vacuum refe.naDoe open to ' h,I;'3' atmesphere fuel pressure 'wiU be.:6· psi .. Tl Lis. is the pressure used on the· chart to determine " ow ,~pacity- It is equally easy' to simul~te· Fuei~. BlOWS when rOp€'l'"ating under boost,

. -

lt~·ed a pressure signal to' tl't' ~. ·l pressure regulator equal to the boost desired

and again ~a8t_u~·.· flow out the.: egulator retutn line, T'] '. 8 can be: done with. shop all" and an ,8Jd.j ustable alr presaure regt1.laitoI~ Fuel pressure wiU "be equal ~t0 boost pressure plus ,36 psi. FTO: n calculations ofthe .. ·Q.jl19C ~(Hri.z s require dun,.., del~ maximum load, ~the total 'flow' required is known That total. :],8 inj.eC~OI ca ~ pa:city :_ imea ths number ofinjecters .. Tb;~· number of'cc' ',' pe·· _: inllt~:di'Videcllb;y 1000 :l.~ the ntu~t ~, r of liters per minute. ;, ~]le pornt on the ,~hart r~pres -',,1tin,g your r\~q,uh'e:mrle~,t:9.. of flOiW e.~,pac].ty versu.s: fuel pressure lies beneath. "th@ nne,!; a11M; well.: :·the point 1i s above t heiine, two OIT' mo 'e pumps operating in P'8J:"allelare I'.~'.qlJired~

Tank.

,Flr~, 7;,,1.9'~ li.n ,~ff;ieti,r)e:

.. l" ("-"'_ - ~"'"'~ .

.. ltx:a:m.p,·e ·0. can. vel lJ~ng a

lG~U1 .... ba.n~~l, C(u1!l#'eted

"rl11l~ifold. to· an .EF1 ~tzys~em .. A 'tJ~ro,ftie body T.~p.l(lt·€$ the ··.earb.~: fu..e~

. jpje·rr;tQr' bas's'e's, ·are

insta:tbzil .at th·€' fj'ndra of the 'poris.

.A'ft,e'J! •• ",ke·t' EFI .rst! ,ms

fig,. 7--20,.. El(Jct.rornr#ir:;.e.

1"ro:~ .:~ .~. 1:.t.

o l~ ilantUt . f ·~a.- '

ma~n ~tfac.·tuf"e_s thil'i htgl~·quali.tkY'1 high .. pffPrlbnnance: ltng,tn,e"iMrJ.aeernent s-~tlun .

.. Ii..P.I rJ!Lo!l-

.A,FTERMAJlKET .EF~ SYSTEMS 11 '

Perhaps not y£3:1 :reaogniz;ed 'fD:t' what. lh~y really are and for' their vast tu ning potential: aftermarket EF ~ys~m; will prove' the :gr.ea:t,est boon fQl' hot fqd:-

d '" 'h ~II] il! •. 'nl~l_ C' 'Il . L~: • il-l • t tb ""."~(.. d . [

61"8 ·s:w.nce··.t I;€ ,SITtS] ,-u~OCA .'J'lBVY.. J:.:US rs ;~Jle eqTUlpm~. - I· il . at ea_ m~e a ',' O:~ .. _le

Iamb ,aald h:igD" .. econ.o·my cruiser out of a twin- tnt bo Kedth Blaek 6"0.0 eid hemi V~8, Afte1t'mmket EFI indeed ~rfera. the: opportunityto create fhe 10'0'0 bhp daily commuter 'automobile. The '. ingUla:t· ~spea:i 0 • EFI t]t,81't· permita ·_'hi~. is its.

.C __j[.",." of t, .-_ ..... ~ , ... ~ 'l!...l-"· .'" -. h .' ". ,., ,·1 • ..,.;1,.. -"." :'-f' "d' ". - - '. _. '. . B"

nne osgr se'· o unn.~l~l a vanae e over ',:uge Ul"'W1>ie, mal'll_DJ. . . . :~.Sltlr~ range'. ~"'.

cemparison, the finest carbureter in the world has four fu~el-fkrvV' eireu i ts that can be tuned over the range in which it is asked to operate, Over thIs same range" ~. F1 : :Ifl(-'~~ lit:~raUy hundreds offuel fio"iv eireuits=-one for vir] uai~~~" ev~nj h un drsd-rpm band. and eyeI3" h!]rCb of ' ani fold Pl"\p.<Ssure. It' IS e·qrnvhletl't 'to' baving 500 mainje circuits in;aJ, carb, e81~. O.LIre· idS,WJ.y STet up for' a certain 1B.D.gme Iead and rpm,

Several art~'rm,ar' ~e-t companies have introduced EF systeulS In the las C

1_,,· . A _i S '" S ul . j\ h b Ilc-!L.. ,. '". 'I!

CQJUp '8 OJi· yeitfs. -.n.1I" . _ ensors, :~ l:1II .'. e~lR.lI::;]~e·- 'seem, to . avs neen 11:; ne p~ 0 0001"& W ~ ~tl

Fig., '1-2J.. .• , Th(f'

At 'flj,t'ralian: ,H~'lJtt!ch. EJrI has pl'O'l..U~~ durable and uer8'atUe ('(;)'1.' fjp~i~.d;#y: tuners,

II 8ir'd'W"ar' -, fo A,ftlermiarket'I'FII

Flg~ 1~22~ 71he lffPt.oP r.;(lmp~ter is ',~asic ~nollQr {~reaic! n, aniJ, t~nbtll._ n't¢'l C,[~r~e'r' ,01 a;jjflrraaritAlt fuel ,inJection ,sys.tenlli.

their units. MOl"e £'seen.t developments, Iike the Haltech i offer a, C!Pm;pletely programma ble EFl. Ele·ct,:rO'moti'V'e~ in Vir;gini.a and .D'ig~tal Ftu!JJ I ,gectioll" ef "I, e'~roit , ()f~er similar.hardware' plus tlle feature .. or ignition eontl"\O:~s, .

.geJJ~gup' a funetioni ',g' E~~ sys;~m, means crea:tin:gth,~' air f\ln~.Otttling , , , e:cl~_;, niem as we1.1as d'o'mg the hydl·,!lulil~s.. Tbe p,lO blems to be solved are 'ex;aictJy' he Sa.n18 QiS, the; problems discussed earlier in this chapter; plus.a ~e'w new twists, The hydranlie aspeets are ,the same. Intake' manifolding' lay:out mUSr" " beconsidered; see Chapter :ret Tn[o'ttl.e valvmg, along with numh er and ,po:sitip.ning ofin.jecto.I"E;" is .. a1,SQ, discussed in that cl1apt~r.,