TT aed by Hugh Macinnes Turbo Design — Sizing & Matching — Installation Details Controls — Carburetion — Intercooling — Water Injection Street & Race Cars — Boats — MotorcyclesTURBOCHARGERS by Hugh MacinnesTABLE OF CONTENTS Introduction. . * ‘Supercharging & Turbocharging Turbosharger Design Choosing the Engine Choosing the Turbocharger Carburetion & Fue! Injection Ignition 8 Exhaust Systems Lubrication Contras Intercooling Marine Engines TwoStroke Engines... High-Altitude Turbocharging Installations Do's Don'ts & Maybe's . Tractor Pulling « Maintenance. co Kits & Where to Buy Them Exhaust Emissions Water Injection Motortyclas Turbotharging the Indy Engine Appeniiix 2 Gloksary Symbols Y Tables Altitude Chart ‘Turbocharger Failure Analysis Acknowledgements Compressor Selection Chart Horsepower Increase Chart Manufacturers & Distributors Kit Makers & Installers. 108 110 119 128 132 136 192 157 160 163 168 168 169 170 172 173 4 178, 115 188 192 “Hurry Round Hondo” jet boat is Gale Banks Engineering's racing test bed. Engine in hhull is same as the one on the cover of this book. Boat holds A.P.B.A. “K” Class (un- limited) Jet Boat 1600 meter course record: 112.5 MPH for 5 miles. Boat also won 1975 Jet Boat Nationals. Stock bore & stroke 454 CID Chevrolet big-bloek produced 1,067 tbs. ft. torque at 8,300 RPM; 1,687 HP at 28 Ibs. boost with straight alcohol Engine equipment includes Carillo rods, forged pistons with 1.094-inch Chrysler "Nascar pins, Iskenderian roller eamshatt and rocker arms, O-ringed block and heads, polished combustion chambers, stock ports, 7/16. ‘chargers and the 2.3/8 inch wastegate are AiResearch units, Banks’ shop di printing and assembly and supplied the stainless-steel exhaust system featu ich pushrods. TEO-691 turbo. the blue- 13 O-rings ‘on cast stainless header flanges and expansion bellows to prevent stress cracking, No intercooler was used in this configuration. Bost photo by Al Bond, Editor & publisher Bill Fisher Cover design: Josh Young [Bok design & assembly: Naney Fisher ‘Text & caption typography: Lou Duerr, Marcia Redding Figures: William Pine, Erwin Acuntius Cover photo: Photomation Photography: Hugh Macinnes, Bill Fisher, Howard Fisher, others ISBN: 0.912656-49-2 Library of Congress Catalog Gard No. 76.6002 H.P. Book No. 49) © 1976 Printed in USA, 6:76 H.P. Books, P.O. Box 5367 ‘Tucson, AZ 85703 602/888.2150 ‘An independent publication-not asso: ciated with AiResearch Industrial Divi sion of Garrett Corporation, Fiiay Industries, Inc. Schwitzer Corporation, Roto-Master, or any other wrbocharger ‘manufacturer or installer, or kit builder NOTICE: The information contained in this book is true and complete to the best of our knowledge. All of the recommends: tions on turbocharger sizing, matching, in stallation and use are made without any guarantees on the part of the authors oF H. P. Books. Because design matters, engineering changes and methods of appli cation are beyond our control, the author ‘and publisher disclaim any liability in. curred in connection with the use of this data or specific detailsAllison 1720 CID engine turbocharged by Skip Cooley might end up in an unlimited hydroplane—or in a tractor: ‘contest. Eithor ‘way, expect 4000 HP on mothanol fuel. AiRasearch T18A turbos, Schwitzer waste gatos and Aviaid scavenge pumps are part of the pack- age. Eliminating the old goar-drivon superchargor gains 200 HP. Bellows connector to turbine still noeds to be connected here. USAG Ford Race Engine 159.5 CID pro- ‘duces 700-900 HP. It won all USAC 500- mile racos from 1969-71, Now built as the Foyt engine, this is typical of the \V-8 powerplants used in some USAC =. Championship Photo by MeGuite Studio.InTRopUCTION In the introduction to my book, How to Select and Install Turbochargers, T mentioned it started out as a 10-page pamphlet but kept growing. By the time it was published it had grown to a 144. ppage book, After three years, it was due for a revision, This book started out as that sgvision, It soon became apparent that enough new items were being added to make it far more than a simple revi sion. So, I decided to start at the begin ning and rewrite each chapter besides adding about five more. ‘When the original book was published there were about a half-dozen turbo: charger kits for passenger cars and light tuucks, Today at least 25 kits are avail: able for passenger cars and many more engines and are offered for mari motorcycles. In my first book 1 pointed out that conly a few men had successfully applied turbochargers to high-performance engines in spite of the fact that their success should have sparked interest among many more. In the short time interval between ten and now, turbo. charger classes have been added to the rag-rjee circuits, been reinstated in offshore motorboat racing, and tractor pulling has become an extremely popular spectator sport in the midwest Because of this rise in interest in turbocharging engines, many perfor ‘mance,minded people who had not con sidered turbocharging in the past are now thinking about trying this method of sgotting added power instead of the old methods of boring, stroking, special cylinder heads, ete. Inflation has rapidly increased engine-component and labor costs, Now you van turbocharge an engine to get more usable horsepower for less cost than you'd spend blueprinting 4 racing engine (Ong of the deterrents to turbochargi aa stock engine in the past was the com: pression ratio of te engine, particularly high-performance V-8"s, was so high that ‘Author Hugh Mactnnes speaking on his favorito subject.very littlg turbocharging could be done without using an antidetonant-even with the highest octane gasoline available. As we all, know, the advent of emission controls on passenger ears has caused a considerable drop in compression ratio to reduce combustion temperatures. This Jowers oxides of nitrogen in the exhaust and also dliows using low-octane gasoline ‘The lower compression ratio means itis possible to turbocharge these engines to at Teast 10 pounds boost pressure wihiour any mujor modifications. The compression ratio is fine for turbocharging. Thope this book will accomplish three things: First, enable the average auto motive chihusiast (© turbocharge: his ‘own engine with a reasonable chance of success. Second allow the individuals for compiinies who manufacture turao- charger kits for the after-market to design, build and test kits without having tw go through all the cutand-try methods that werg necessary several years ayo ad any previous know. beewuse no one resulting performance. ledge on which to learn. Third, 1 hope the information contained in this book will be helpful to engine manufacturess who may consider turbocharging a small engine to do the job of a large one with- out sacrificn Because energy conservation has become a factor equally as important as air pollution to create engines with mainimunt exhaust ‘emissions and maximum fuel economy. Most of the book is devoted to the gasoline-fueled spark fuel economy the turbocharger can help vonventional ignition reciprocating e vast majority of engines in this country are of that type, Anyone familiar with diesel engines knows turbochargers improve them from any viewpoint. This smoke, noise, engine life and exhaust {ne because the includes fuel consumption power outpi emissions. Diesel engines have lardly made a dent in the passenger-c particularly in the United States- but they could become a major Factor in th narket future because of their excellent fuel oe Industrial Division keeps up on the latest methods of turbocharging automobile consumption and low emissions, Other engines with « good chance of becoming more popular are those using the so-called stratified-charge system, There are many variations ofthis system but the type using the Texaco Controlled Combustion System lends itself very well to the use of a turbocharger and is a candidate for the “Engine of the Future.” The hardest thing about writing a book is siting down and doing the work of putting it together. On the other hand, it has given me the opportunity to become acquainted with many interesting people that 1 would never have met ctherwise, In the 23 years [ have been associated with turbochargers, 1 can truthfully say there has never been & dull day. I doubt if there ate many other manufactured items that cover such broad spectrum of mechanical engineer: ing, including thermodynamics, metal lorgy, lubrication, machine design, stress analysis, manufacturing techniques and internal-combustion engines, bby making installations and testing the1 SUPERCHARCING & TURBOCHAREGING Magy tie when dlscusing en ind chang ith hotodGes and fai withthe pines ined and tony thing ret nel wich should Pers bn expend. Ho rt Sal ta ahs capt wit he Base pein the Und State naturally apated naar ofl ankagie, engine down in gre 1. This ache wer wisps a fallow oc ic, familiar to all persons who have A. Intake Stroke —Fuel/air charge is ‘drawn through open intake valve B. Compression Stroke-Charg prossed with both valves closed, C. Power Stroke—Charge ignited by sark plug pushes piston down, D. Exhaust Stroke—Burnt gases expelled through open exhaust In addition to the numbes an engine is classified by its cubic-inch displacement, usually abbreviated CID. This is the number of cubic inch which il theoreti Tete cle sig wc plete refolutions. Because it is only 2 matter of time before the United States joins the cest of the world in using the metric system, engine displacement is frequently listed in cubic centimeters (ce) ff liters (1). One liter is almost exactly 61 ceubie inches but where both are listed on chart in this book, I ave used 60 eubie the liter to make the chart a lot casero rad. In practice, the eng an amount of air equal to the displace ment because 1. There is always a slight pressure drop through the carburetor 2. Intake ports and valves o INTAKE A POWER C Figure 1-Simple four-cyele engine COMPRESSION 8 EXHAUST 03. The exhaust stroke does not expel all burnt gases because of the clearance volume. 4. The exhaust valve and exhaust pipe offer some restriction, A normal automobile engine flows only about 80% of the caleulated amount of charge, called 80% volumerrie efficiency lor voi = 80%. Its possible to tune an engine to get higher volumetric efficiency by using the correct length intake and exhaust th for a given engine speed. This, coupled with oversized valves and portsand|earefuly designed intake and exlioust passages, make ic possible 10 have am engine wih exceeding 10076 at a certain speed. This is frequently done with racing engines but i isnot practial for steet use where a broad spood range is required Figure 2 shows a compressor aed 10 the basie engine. This may be done either before or after the casburetor. In either case, if edmprestor capacity i greater than thatjo the engine ¢ wal force more at nto the engine than it would eonsume naturally aspirated The amount of add tional air wll be a function of the intake ‘manifoldicharge density compared to the density of the surrounding atmosphere. volumetric efficiency Density 4s used inthis book isthe weight Florida, run this Chrysler powored of air per unit of volume. There are two dragster. Roots blower runs at 80% normal speud and puts out only 5-10 Ibs. boos. basic typks of compressors: Positivedis: Schwitzer turbos do the rest. Engine has been run at 6 t0 1 compression ratio. placement and dynamic, Positive-displace inn pbs Fe nde clea Ine an vane compresrs. Thre aes Known Qpesintextegny Tew com pene mal deen ot exe crn bel ear or chin ‘Theos pap eo time aft fcr for eochrlutoa af tite Tuts of opal od Both charge must pos ugh ibe tigi, Asuning th camprenr dace cog, the tks eunlold prea src of dig dled by to coe sro. hiegpe ef upetcarpc tars Sirti af dlvetogegronnatly the ie = qroatacage Figure 2-Engine with supercharg lacement device, COMPRESSOR speeds but has the disidvantage of using crankshaft power to drive it, The Roots: type lobe compressor also has the disad- vantage of inherent low efficiency—below 50%, This causes excessive charge heating,RECIPROCATING Figure 3-Positive displacement compressors and therefore higher thermal stress on the engine, The Lysholm-type lobe compres: sor has much higher ef 90%—but is extremely expensive and not practiedl for automotive use The reciprocating type has been used for many yeats on large stationary engines. Because it usu the crankshaft, it runs at crankshh speed, It is rather large and cumbersome ine. The slid ingsvane type is sealed internally by the vanes rubbing against the outer housing, Because of this, ubricating oil is usually mixed with the eharge to prevent exces sive wear on the sliding vanes, This lbs: cating ail lowers the fuel’s octane rating ‘An eccgntrie-vane type such as the smog air pump used on many USS. Passenger Car Engines does not require lubrication of the vanes but like the Lysholm-type is very expensive in sizes large enough for most US. cars Dynamic compressors also come in several types. Figure 4 shows an axial com pressor which is basicaly a fun or propeller Because itis difficult to obsain a compres: sion satjo much higher than 1.1 in asi stage, itis necessary to have several stages ‘when this type is used. The Latham supe charger fits this eategory. All dynamic compressors are inherently high-speed devices because thi ing the 4as to a high velocity and then slowing it down by diffusion to obtain ccompre}sion, Diffusion is the process of ‘ency—up 10 ly isattached directly to for use in an automobile en depend on accelerat \ ' Loge Figure 4—Axial compressor STATIONARY VANES ROTATING BLADES VANE ——>ourternd with a TRW turbocharger. These same turbos are now made by wt exhaust system connections to the turbocharger. Turbochargit 32.64; to 180 HP in 1965-66. Corvaits roprosented the largest aut lustrios, Cutaway photo. che output of these 90 to 12 of turbochargers in history . .. about 60,000 units, Line drawing shows ultimate simplicity| of a turbocharger installation. _slowing dovn the gas without turbulence so velsity energy is converted into pres- sure ergy. A centrifugal type is shown in Figite 5. This ders from the exial flow in that the direction ofthe gs is ‘changed approximately 90° and because the ais in contact with the blades of the compressor impeller for a longer period of time per stage than in an axial oS Sy rite flow egmpressor, Its posible to achieve constdrably higher presure ratio in a single sage of centrtugal flow compres sor. A:T pressure ratio not uncommon Although there are other types of ey dynamic compressors such as mixed-flow and diug-tvpe, they ave not ordinarily used fr supercharging engines, [have Saas BERG ORES ‘not covered them in this book. Eines canestoial comps Becjuse the contifugal compressor snust He driven at very high speed, i is difficult to drive fromm the crankshaft. As canbe seen from the compressor map Figure 6~Typical centrifugal compressor ma in Figtre 6, a compressor capable of supplying a pressure ratio of 3:1 with a ss [COMPRESSOR WAP flow edpacity large enough for 2350 C1D RAJAY TURBOG ‘engine, must run at around 115,000 RPM. 2 MODEL 8708 Ti would requite a step-up gear of higher than 20:1 01 an engine running at 5,000 REM. Thi i impractical, not only a0 - 1 because ofthe cost of the transmission, 10K ‘put ash because sudden changes in | engine speed occurring during shifting ‘would wipe out the supercharger gears unless 4 slip elutes were inated in the syste During the 1920's, earatriven eentifie gal superchargers were used with success Con raed cars tuening out as high as 300 HP from 99 CID engines. That was 3.33 HP pereubie inch displacement, Because the searariven supercharger probably used about 60 HP from the ceankshat, the same eine equipped with «turbocharger would have produced about 360 HP-4 HP per cubic inch, The top race-car engines today dre producing about 900 HP from 160 CID-about 5.6 HP per cubic inch or 240% improvement in 45 years, Engine builders back in those days lacked the highs sttengtt materials we have today, 90 they cdoled the cha pressor and the engine, ceducing both the thefmal and mechanical load while increasing the output, Advantages of inter iM TTT Coalinga cued in Capo 0 IZ CST Ll ‘Telbigaest disadvantage of the cenit 00 300 B08 aoa eo Soo Fea FBO sal conipresor when used as super ‘an Flow Ke ocrm ourter = DIFFUSER ‘VANES. ajay 3006 & & | cam) COMPRESSOR PRESSURE RATIO Pp between the com: sil { 10P, TURBINE. EXHAUST Gas FROM ENGINE |<—runaine SIDE VIEW, charger compre pressor speed. Looking again at the typical map in compres 40,000 nately level. Th 1:92 pre pounds Jar ease boost pr} thomb i square of About th lem wit compres rive, 7 V-belt d pedal. W driving | a relat pressed actuator size and This sys compli Imaal ciency the cent advant eompre deview, through Engine driving gas turbine Pressure output from the for varies considerably with com igure 6, we see this particular or puts out I:2 pressure ratio at RPM. This represents approxi- pounds boost pressure at sea same compressor will produce sure ratio at $0,000 RPM, 13.8 F byost pressure. In this partiew- joubling the speed inereased the sure over four times. A rule of Boost pressure increases as the he speed of the compressor. 1c only way to overcome this prob: ‘an enginedriven ventefugal or is (6 have a variable-speed Je Paxton supercharger which in the early °50°s had a variable ive actuated by the accelerator fren the accelerator was in normal sition, the supercharger ran at ly low speed, When the driver the accelerator to the floor, as decreased the supercharger-pulley (caused it to run much faster jem worked well but was an added tion ition to its higher overall eff ne centrifugal compressors ig compressor has another 2 over the postive displacement sor, Because it 4 not positive ean withstand a backtire the intake system without ween better than 80% efficiency— damage. A backfire on a turbocharged engine is no worse than on a naturally- aspirated engine. This ismot so with a pasitivestisplacement compressor. A small backfire can asually be handed by pop- off safety valves mounted somewhere between the supercharger and the engine. A large backfire may remove the super charger completely from the engine, Because of the infierent high speed of the centrifugabtype compressor, the size and weight of the uoit are considerably less than the positive-displacement type. ‘A.complete turbocharger system capable of enabling an engine to produce over 1,000 HP weighs onty aboat 25 pounds. Daiving a entifugal compressor would always be a problem except that a turbine is aso a high-speed device, For this reason, ‘we can couple them directly together with: cout the use of gears, The tusbine is driven by the exhaust gases of the engine, utiliz~ ing energy usually dumped overboard in the form of heat and noise. The exhaust gases are directed fo the turbine whee] through nozzle vanes as shown in Figure 7. Many people feel this exhaust-gas ‘energy is not free because the turbine ‘wheel causes back pressure on the engine's exhaust system, This is true to a certain extent, but when the exhaust valve first ‘opens, the flow thraugh it is critical, Critical flow oecurs when the eylinder ‘pressure is more than twice the exhaust: ‘manifold pressure. As long a5 this condi- tion exists, back pressure will not affect flow through the valve. After cvlinder pressure drops below the critical pressare, ‘exhaust-manifold pressure will definitely affect the Mow and the higher eylinder pressure ofthe turbocharged engine daring the latter portion of the exhaust steoke will stil sequite some erankshatt power When an engine is running at wide-open throtile with a well-matched high-effi- ciency turbocharger. intake-manifold pres- sure will be considerably higher than exhaustmanifold pressure. This intake- ‘manifold pressure will drive the piston down during the intake stroke, reversing the process of the engine driving the gases tout during the exhaust steoke. During the ‘overlap period when both valves are open, the higher intake manifold pressure forees residual gases out of the clearance volume, scavenging the cylinder, (ntake-manifold pressures as much as 10 psi higher aan. ‘exhaust-nianifold pressures have been. uacasured on engines running at about 900 HP. Good scavenging van account for as much as 15% more power than caleu- lated from the increase in manifold pres- sure ofthe naturally-spirated engin. Exhaust gas temperatuce will drop as ‘much as 300°. 133°C.) when passing through the turbine. This temperature dcop represents fuel energy returned to the engine by the turbocharger. In sura- mary, fora given type of fuel, more power can be obéained from an engine by tusbo- charging than by any other method,2 TURBOCHARGER D des function of the turbocharger is essentially the sume as the frst one designed by Alfred Bact many years ago, although the mechanical design is more simple. The size for a given output is ‘much smaller and in spite of the trend towards higher prices for everything, the prive of a turbocharger per hiorsepow increase is much less now than it was 20 years ago. Until 1952 most turbochargers used ball or foller bearings and an independent oil system including a builtin pump. In addition, they were water-cooled, Today's units use Mloating-sleeve bearings lubri ceated by the engine's oil and pump. They are cooled by a vombination of eil and ait. Turbocharger design varies from one manufacturer to another but basicaly all havea gompressor on one end and a tur bine on the other, supported by bearings in between, See Figure 8. There are seals between the bearings and the compressor and also hetween the bearings and the turbine, This prevents high-pressure gases from leaking into the oil drainage area of the beating housing and eventually into the crankease of the engine, Seals are much better known for keeping oil from leaking jnto the compressor or turbine housing, How well they do this job often depend on the installation, COMPRESSOR DESIGN ‘The centrifugal compressor consists of three elpments which must be m: to each ther for optin ‘The impeller, the diffuser and the hous ing. The compressor impeller rotates at very high speeds and accelerates the gas passing through it 10 a high velocity by centrifugal force. The diffuser acis asa nozzle in reverse, slowing the gas dawn without turbulence, This causes it to {increase in pressure and, unfortunately, In temperature. The housing around the diffuser is used to collect this high-pres. sure gas and direct it to wherever it is used, In some cases, the housing itself is also a Uiffuser, Over the years, the design of ‘compressor impellers used in superchargers has varied considerably due to “state of the art” in the theemodynamie design of ‘compressors and in manufacturing tech: 2 TURBINE SECTION COMPRESSION SECTION Figure 8—-Cross section of typical turbo ajay turbocharger internal configuration is shown in this display cutaway.Figure 9~Simple compressor impeller niques, Figure 9 shows a simple straight- jed impeller with no curved indve section. This shape is relatively easy to produce by die casting, permanent-mold casting, plaster casting, ar even milling. It has not become too popular because of its relatively low efficiency caused by shock loses at the inet, Figute 10 shows similar impeller, but with curved inducer blades. The angle of curvature at the inlet of the inducer blades is designed so th air entering the impeller will be at exactly the same angle as the blade, thereby reducing inlet losses to a minimum, Orig nally, this type of wheel was rather expen. sive to cast because it required a separate plaster core for each gas passage. These ‘cores wete then pasted together by hand to make jhe final mold. In more recent years this type of compressor impeller has been cast by the investment or lost wax method. When a wheel is cast by this method, a die is made similar to that for die casting except that wax i cast into the die rather than metal, The wax is then covered with liquid plaster and after the pila remove the wax by melting. The molten aluminum alloy is then poured into the cavity left after the wax is removed, This process makes smoot, high-stren Impellers but is still expensive. More recently foundries have been using a process called the rubber pastern process. In this method, « die similar to the wax die is constructed but instead of being filled with molten wax, it i filed with a rbbber compound which solidifies in the die, This rubber pattern is then covered with liquid plaster which is allowed to harden the same as with the er has hardened, itis heated to Figure 10—Impeller with curved inducer Wax pattem. At this point, the process differs in that the flext rubber pattern plaster after hardens, After the rubber patter is removed from the plaster, it returns to its origina shape This method of casting has made possible the use of e Which were not considered economical nd may be used again, pressor impeller shapes from a casting viewpoint a fow years ay In Figure 11 we soe what is known as, surved compressor impeller surved backward from the ditection of rotation, Wheels of this radial but actually lype produce very high efficiency but do not have as high a pressure ratio for a ven diameter and speed as the 90° radial wheels, Strength is inherently less than that ofthe 90° radial wheel because the Figure 71=Badkwand-oarwed Wapelley centsfugal force at high speed tends to bend the blades at their roots, Because of the lower pressure ratio for a given speed anid the inherently lower streng of this type wheel, itis not normally used at pressure ratios above 2:1 Figure 11/A_Photo of backward-curved inducerFigure 12 shows a shrouded impeller. ‘This design is certainly the most expen- sive to manufacture and is the weakest of all the designs because the blades must carry the weight of the shroud as well as their gwn, Makimum efliciency of a shrouded ‘impeller is usually very high because there {is min}mal recirculation from the impeller dischalye back to the inducer, The low strength, high cost and tendeney for the sluroud to collect dist has just about elimi nated the use of the shrouded impeller in automotive use. In 1952, the turbocharged Cummins diesel-powered race ear which ran in the Indianapolis 500 had to retire from the rave due to dirt buildup on a shrouded Impeller. In the late 1950's when shrouded impellers were used on construction equip- ment, the service manual included a preventive-muitttenanee procedure show- ing hoWw to flush soapy water through the ‘compressor to remove dirt buildup on the sluroud. ‘Thice types of diffusers are noimally used with ventsifugal compressors, ana they may be used singly or in combination with efich other. The simplest isthe scroll- type diffuser, Figure 13. 1 consists of volute or snail shape around the outside of the bompressor impeller, In this design, the erdsssection area of the scroll increases in proportion (o the amount of air coming from the impeller. When designed cor- rectly, slows the gus down and converts, velocity energy into pressure eneray. Figure 14A, 8—Parallel-wall diffuser Figure 14 shows a pacallel-wall diffuser which has an increase in area from the inside diameter of the diffuser to the out side diameter proportional to these two dameters, Figure 15, In other words if Ry Is twice us great as Ry then Ag is twice as great af Ay. Assuming the gas were flow- {ng in 4 radial direction, the velocity at Ry ‘would be half that at R, , The gus actually ‘lows i a spiral rather than a purely radial direction but regardless of this, the gas Figure 12-Shrouded impeller Figure 13-Scroll-type ditfuser| velocity at the outer diameter of the dil= 7 + {user is considerably less than at the inner diameter. Figure 16 is compressor with a vane- type diffuser. The vanes are designed so the leading edge will be in line with the direction of gus flow from the impeller. From this point, vane curvature will force te gas to flow and be slowed down tothe gas in the compressor. The difference between static and total pressures is shown schematically in Figure 17. slati-preysure probe is not aifected by the velocity of the gas, A total-pressure probe measures the static pressure plus the velocity pressure of the eas igure 16—Vane-type diffuser Figure 15—Area increase of parallel-wall diffuser Figure 17—Static and total pressure stanic PRESSURE TOTAL PRESSURE |4—— Pitot Tue DIRECTION OF FLOW AiResearch TEO670 used on champion: ship race ears. This design doos not have machanical seal on compressor end,Figure 184—Example of seroll diffuser Figure 188-Example of vano diffuser 16 ‘The surface of the compressor impeller the diffuser and the compressor housing are made as smooth as is economically practical, Any roughness on these surfaces ‘may cause some of the gas to detach itself from the susface causing eddy currents Which reduced the compressor. Figure 18 shows examples of vatious types of compressor housings and diffusers. ‘As mentioned earlier in this chapter, a centrifugal compressor, even a good one. will always raise the temperature of the as when it raises the pressure, The for ‘ula for this temperature increase at 100% efficiency is nen)" P We T= Inlet temperature °R Outlet emperatie"R Se tao PA Inlet proses Ually baron Duet presure ABS = Una gage pres + bat overal efficiency of bsolute (ABS) trie pressure Example: Assume inlet temperature of 70°F Then T,= 70+460 Assume inlet pressure f O psig Then P, = 0+ barometer +147 psia 4.7 pia Assume outlet pressure is 17 psig. Then P,= 17 + baromete 17+ 14.7 psa = 31,7 psia ‘The Theoretival outlet temperature T will be - T, = (70-4460) x(17 418 on 147 Ty= 530(2.16)" = 530x 1.214 657°R (or 197°F-at rise of 127°F,) perature This caleulation assumed 100% adiabati efficiency about as obtainable as perpet ual motion. Compressors refecred 10 in this book are capable of putting out around 70% efficiency. Although this is very commendable for compressor impel lers of three-inches diameter, it tends to increase the temperature of the comSe esse asl futher. At 70% adiabatic efficiency, the actual temperature rise is computed: eal Temp. Rist tua Temp, Rise Adwate BT. In this cae, the iy 7 this to hk compressor inlet temperature, 70° + 18) 51°F. In terms useful to the ad wena superctargercompresor pro ducing 11 pi boost pressre at salve ‘ona 70° ay will result in an intake-mani- fold temperature of 25 (°F. ‘This shries of calouiations may look. lke slot of work but most of ean be eliminate by the use of Table 1. a fe be you sane ds charge tfnperatre dive with simple aeditionfad ligation, Assure tne Fotlowing eonitions: 81°, Adding. folpt Temp. = 50°F. Pressure Rutio 6 = 1.9 Comprestor Elficieney te= 85 Feom Table | where re 19 ye 199 deal tenjperacure vise AT gaat = TRY, (260° + 40°) x 199 1075" Actual temperature vise AT gett = “Tieaat ie = 1075 = 165.4" Comprejsor Discharge Temperature T, £7, + STacrua = 80+ 105.4 = 2454°F. ‘This mepns if you start with 80°F, ait, compress it to a pressure ratio of 1.9 with 665% efficiency. you will end up with atr at 245.4°F If this sounds bad a roots: (ype bldwer with 45% efficiency will produce a temperature of 19°F. ‘The ¥ Chart in Table F is for demon. stration|purposes only. A more detaibed table inthe appendix has pressure ratios up to 10:1. A few years ago 3:1 pressure tino pore hans but the fam-trsetor boys now run mani: Fold prefsures of over 100 psig in the {actorpulling contests, That is not a mis print. 14s acrually over 160 psig intake ‘maanifol pressure! > pressure cation Figure 19-Compressor discharge temperature vs. pressure ratio ET OT ok oe - TABLET + Y ' Y YY . Y 14027642 210 24 26 aN 12053782 22 2027385 1307718 tat 23° 266 28338 1410019199 24 281 29.352 / 15 a7 2027 25° 2630385 yar 2089 Ly coWoRes#0. AlSeHARGE TEMPERATURE WS PRESSURE HATO 7I this method of caleutating intake- ‘manifold pressure isstill too complicated, it can be done easier yet without any cal culations by using the chart in Figure 19 prepaied by Don Hubbard of Crane Cams. ‘When discussing centifugal eompres- sors the terms broad range oe narrow rage 4re often used, These terms could have sfveral meanings, but in turbocharger work i is normally the width of the com pressof map at about 2:1 pressure ratio. The width of a compressor map i taken from the surge fine to the 60% efficiency in Figure 20 includes examples of com presors with narrow, normal and broad ranges, Te surge area on the left side of acl map isa region of pressure and Mow ‘where te compressor is unstable, Depent! ing on the eompressor, this instability will vary fiona sharp banging sound, oa slush-plimp.ike action, to n0 suse at all Nomally the narrower the range of the compressor, the sharper the surge. Why not design all compressors with extremely broad sanges? This would be fine except that as gonoral rule the broader the range, he lower the peak efficiency. Com pressor designed to | ¢ a] J Ni al y [< / Br, + 36 11d, ‘Typical 159 C1D OFfenhauser engine with AiResearch turbo- F and waste gate.CONPREREOR RE 42) iavevess oleruser Sten IMPELLER }950 CID ENGINE AT) 36}5000 RPM & 18 PSI | BOOST PRESSURE he come Err eecccrn raron Fx, Figure 46—Schwitzor Model 4LE444 compressor map 4) ac| ad aft} {ft i tty tt tf él 30 e it zi R} By pressee Rare *Y, L ae reow Up ces Figure 47—Sch a or Model 3LD305 compressor map Figure 48-Schwitzer Model 3LD279 compressor map, 4 SemuireeR S.0-308) COMPRE ROR HAP 24/350 C1 ENGINE ATT ‘5000 RPM & 78 Pst 2/360 c10 ENGINE At| '5000 RPM & 18 Pst {40)8008T PRESSURE lsoostenessune Two TURBOS! 2a 28 Beene das epgp ere ete 24 g ad ey é Rg g? Raq 3 ® i § ed g al g 0108 200300400, “BOB tad 70H oo 0 W200 Hao 700 Fal COO WOT B00 ‘ne Poon GAB crMt fin Pitw $B -crm 37*¢/360 cio enciNe ar} [5000 RPM & 18 Pst | s0/BOOST PRESSURE (Two TURBOS! 350 CID ENGINE AT 5000 APM & 18 PSI BOOST PRESSURE Y 2eSsuRE Wario Ff woke Ty i TT Tis) . Ta 168 a0 as — 305 ase wos ao i 7800 (ae Low-@/WB CoM Figure 49-Schwitzer Model 3LD198 compressor map Figure 50—AiResearch TO4B V-1 Trim compressor map (Chuck Sarson started with a car like Tom Keosababian’s, but with a different aim in mind. Chuck's Corvair held the AHRA National Record for Formula | R/Stock at 12.60 seconds and 114.79 MPH for the quarter-mile drags. Chuck built his own waste gate (page 81 in Controls chapter) and his own water-injection system 28falls in bn area of better than 68% efTi- ciency. Plotting this point on the Schwitzer Map, sliows a single Schwitzer Medel ALESS§—Figure 44, or 4MD459—Figure 43, or 4LE444 Figure 46, would all wonk very well, The #L.E444 is probably the best match because the point is well away frp the surge line but still in a high- cellicignty area. The 3LD-305 in Figure 47 ‘would be borderline and any thing smaller tn the three-inch size could not be con- sidered us a single unit, Here again if we decide {o use two turbochargers whore only 332 CFM is requited per turbo- ‘charger all the Sehwitzer four-inch sizes shown fee would be oo ag. The ope ating pint would fall on the surge line ‘of the 4LD279-Figure 48, [n this case, the 3LD-198-Figure 49 would be ideal for a dal installation. WC the AiResearch TO4B Model is used, the V-1) tn, Figure 50 is borderline for 2 single installation, However, an $-3— Figure $1 or E-1—Figure 52 trim will work very wall on « dul installation, ‘Whal this points out is: More than one ‘model gr make of turbocharger will fe ‘quently|do a good job fur a specific appli- cation dad the engine builder is not limited to one particular size and is not forced fo compromise and choose a (urbo- charger|which is not a good mateh for the engine. ‘Anolher decision to be made is whether {0 use de or two turbochargers. IF the ‘engine ie 2 small inline four, its easy to decide gu one. Even an imine six looks good with one unless the desired output is very high. When it comes to 3 V or ‘opposed engine other Factors must be eon- sidered | I one unit is to be used, you have to pipelthe exhaust gases from one skde to the dther, or at leas join the two ‘exhaust manifolds. Becayse the exhuast pipes get considerably hotter than the rest of the engine, they will expand more aid unless some sort of flexibility is built Jo, they will eventually exack and leak exhaust pressure. Using two smaller units eliminates this problem because the system need be connected only on the con}pressor side. In addition to this, it is oftgn easier to fit two small turbo- charger} under the hood than ove large cone. 5+ raemeERoR par Jgesenecn roee sei eo: Voces 281360 CID ENGINE AT} \s000 ra «18 6st zo 800sT PRESSURE, {irwo TURBOS) | 23%) oxesure marie Ff DW TES Tb 500 go TOO AUR FLOW FAB- CEM Figure 51 AiResearch TO4B 8-3 Trim compressor map Figure 52—AiResearch TO4 E.1 Trim compressor map 4 Tan RREROR FOE pintsenceon oe ale renn BENE Brats 89) ae oa ee BIE Socio encine ar S00 nr 1 st Boost PRESSURE {wo Tunes 3.8 8 8 8 PRESSURE RATIO F(A, 307 a8 TES B00 IT 9009 WR FcOW Gite CEM aitBesifes instalation problems, the inertia bf the rotor should alse be cow- sidered] One of the standard complaints about the turbochargers i, “They lag beohind fhe engine.” This ean occur due to poor earburetion or ignition timing but redicing rotor inertia isa step in the Fight dijection. ‘As spon as the throttle fs opened there isa sudfen increase in exhiaustg35 volume and thellurbocharger accelerates rapidly ‘Total time required to reach maximum speed ia function of overall turbocharger efciengy and the polar moment of inertia of the rptating group. Moment of inertia is the resistance of a rotating body to a change in speed, represented by the letter 1M where fs the radius of gyration and M is the njass of the body. Radius of gyea- tion is the distance from the rotating axis to poin} where all the mass of the body could bp located to have the same Has the body itself. tn other words, a turbine wheel dre foot in diameter might be represefited by a ring with a diameter of inche. In this ease, K = 3.5 inches, Figure $3, For food rotor acceleration its essene tial to Have the lowest possible moment of inertja. Turbine wheels are designed with a pinimum of material neat the out side diofneter to reduce K because the moment varies asthe square of K Because of this, itis often advantageous to.use tho siall turbochargers rather ‘than ong larger one. Asan example, a 3. inch didmeter turbine weighing one pound with a K of Linch wil have moment of inertia 1=K'M -Kw ¢ the acceleration of gravity and Wis tha weight 4 386 = 90259 in. Ib. see Hone Hirger turbocharger is used instead ‘of two small ones, it may have a turbine diameter of 3.5 inches and a rotor weight ‘of about 1.5 Ths. Assurning a radius K of 1.25 indies, the moment of inertia will be REPRESENTATIVE RING TURBINE WHEEL, Figure 53—Turbine wheel and reprosontative ring with same moment of inertia (00607 in, Ib. sec This is about 2 1/2 times as great as the smaller tuebocharger. Where turbocharger acceleration is important, [ recoramend you use two small units instead of une large one. One of the toughest applications is ‘that of the road raver. There are tir when the car is making a ture with the throttle closed and the turbo running at low REM, The throttle will then be ‘opened wide and the engine will imme- fy demand, for example, 100 CFM fair, As shown on the compressor map in Figure 54, this will happen with no boost. The turbocharger will immediately accelerate but will not catch up with the engine until steady-state conditions are achieved, which may not oceur i the time between maximum acceleration and shut-off is very short, ‘The fact that the turbocharger is not mechanicslly connected to the engine and must overcome inertia has some advan- ‘ages as well as disadvantages. Many appli- cations, including drag racing, require ger shifting. This time we will look at the path on the compressor map Figure 38, which represents this application. ‘The vehicle will be on the line with zo boost ond start out similar to the pre vious illustration. When the shift is made, the engine speed will drop off while turbo- charger speed remains constant. Because the compressor puts out more boost atthe ower flows, there will be an immediate increase in manifold pressure. This occurs at each shift point and gives the cara noticeable push, Dotted lines parallel to the turbocharger speed lines are dravn ‘to show how much boost increase will ‘eccur at each shift point. These curves are general and the actual amount will depend on the engine/turbocherget/gear combination.Sizing and matching a turbocharger fot a shrt-duration application must take into account both the maxinium boost Uesited dnd turbocharger avceleration, AA bus of truck engine must be matched so the exjgine can live with the apaximun boost which will eccur when elimbing along hfl. A drag-tace engine fas 10 pro- duce full power for only a few seconds, and the furbocharger must be matched not ontyl for « higher boost but for the avceleration lag as well, Ther¢ is no set cule on how to arrive at 4 perfect match, and each application must bbe matched either by “cut and tey” or expetiente. This is where the selection ‘chart at the end of this chapter will prove very useful. The fellows who supplied the information have done it based on actual cexpetienee. The main thing is to know which why to go after some results have been obtained. ‘The fist requirement is to find out hhow muh air will flow shrough the engine af ovaximum speed. This leads te Uke question: What is te maximum speed” In mt he cam will determine the best engine speed and the turbocharger is matched to increase vutput at that speed. One con}ment along this ine is that « turbochirged engine does not always require ds much valve everlap as » nutue ished engine. Too much oreap ‘can actuplly reduce the output by vooking ‘down the exhaust goses, which in tm will slow, down the turbine and therefore produce less boost ‘As mpnioned eatie in this chapter, many titbocharger enthusiasts don’t like the idea/of going through a Jot of eal tions to| determine which size unit (0 use for theif particular application, For these who arelinterested, the following example 065 thrbugh the whole process longhand and | used this kind of calculation to derive the charts at the end of the chapter. First of all, we must start with some known quantities: Engine $ize 260.c1D FourlStroke Cycle Maximifn Speed 5,000 RPM Maximifm Boost Pressure 10 ptig Ambient Temperature 70°F. 1630°R Barometer 29.0in HG #) reser Toreocoancer nce. S00 PATH FOLLOWED DURING ENGINE ACCELERATION END OF ACCELERATION 0 10 ee Le (Grae OF ACCELERATION Metin of-cre Figure 54—Path followed during extreme aecoleration Figure 55~Path followed during upshifting ucoe. 3008 Pate FOLLOWED CURING UPSHIFTING a