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aXI
u
005
Designing, Testing
and Insta/Jing
Turbocharger Systems
1l:1;t'
I.ihrury
Udl. C,uky
MIIXIIIIUlII boclsl : 1k:.\lgmog.II':\11I1;. ,lIld 1Ii~1:llhng III .. t'I!. ..... hOlr,:el
s)'~lems
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menls ur Ihe N.I1ilmal t:md..rtl r\lr IIIFIIIIIKu,un SClcrlt:o- PCllmmCI1l'C'
or Paper (ur Pmlled Llbmly "-lalen..l:..
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thc m(orllla,iUII :'lY:ul:lbtc lit tlK: pubJ~hcr :,1 Ihc 'tille uf c.htnnal cllI~
111', 'nlC n;hl t~ rc...er~cd IU nulc ~'h;n~t!\ al ,111\ lime ",lIhoYI 111,111(('
No II.:.n uf 1111" pul)lk ..111I11 111:1)' ht n:llrudlK.'CJ .!O ltl1'etl In:t R:tflcvaJ lt.);\.
lem, IJoIlrJn"nllllcd 111 !1II) rtKfl1 ot hy any mean., . cJnHI)IIIC. UlI.'t"h:ulI
cal. phulU(.oIJ)'ing. rL"CorJlllg. IIr nthcN ,.,.r, ~Ut'l!.1I1 1 lile J'flIlr \\-flnen
ClIll<;cnl 01 thc publ "hcr 1111' Irn:lude~ le),l. IIgu rr.:", :!!lo.! rahle.\" Al!
nghL\ rc:s.:rv~llI"dcr 8cnlC and 1'~nA IIIC rlC3l1 ('''Jl)ri~llI C(l,,~ellllOl"
~ 1 :UJUf;Clurcd
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BE NTLEY PUBlISHERS
www,
BentleyPubllshers
com
1)0 nOL use t his book UIlIt!S8 yoo urc fllmhnr wlLh basic
au lumotive repnir prnc~.-dun'S und sufe \\'orkshop p ractices..
T h ia book ll Mlll s ub!;.t,itul.e rQr rullllnd up-to-da te
inrQrmation rrolll the vehicle rJ1 Ullllructu rc r o r nfie rl1l llrkct
lIupp lier, or ror proper training II!S un aut.OInoLivtl leclmieian,
Not.o Lhat L is nOl po$ible ror us tIJ anticpate a1l or the ways
or conditions under which vchicles may he modified or lo
p rovide Cflutions as 10 nll oflhe po88ible hn'lards t hlt muy
result. 'I'he vchicle manu racturor ulld after11l nrkcLs u p pliel's
wi ll continuc lo iSAlle service inrorllUlLioll llpdnws and par la
rclrofil8aner tho cdi t.orial closing o r Lhis book. Someorthese
updntcs nnd rctrofit.s \VIII apply t.o procedures a nd
s pccificatons in this book, Wc rcbrrel lhaL we ClIflI10t lfupply
UpdBtCll lo purcnnsers or lh is book.
rroke..
10' 0 11 1'1I,I;;S ": U.EASONS, TIl E AUT HUII A..~ O " UIJI. IS HEIl MAKF.
NO WAlUlA.V I'IES. I::.Xl'lUlSS o n 11IWI. a :n . 'nLAT , 'IIE 1N"OH
MA'f'ION IN , 'HlS DOO K IS nU:E O f' RlmoR, on T IIAT IT WILL
MEET T HF. REQUlltErrl E"T S t'Q n ANY l'AHTICUl.\,1t At' PLICA
, 'ION. THE ALTr IlUR AN I) PU8W s u ..: n EXJ>Rt:SSL Y O ISCl.A IM
" II.E I fllI' L H;n WAllUAN'n ,.;s OF MF; IlC UANTAlHLlTY AN O Ot'
. 'I'I'N":"c.;S t'O It AXV 1.urn CU LAIt I' UIUOS.:. Evt:N If' 'rilE AU
'rllon ANO J> u m . IS II EIlII AVE O,.:f.N ADVI $ EI) o ,." f'Altrl CU
LAR P URPOS.:, ANO En :N IP A I'M f l'l CULA k l'U U.POSt: IS
O..::SClII lIt; n IN T it E IJOOK, 1 ) 11;: ALTrIl OU ANO rU81.IS llEn
ALS O OISCLAIM AI.I. I. IMIILI'I'Y f'Ort DIH F.C'I'. INOIllF.C'1', INe l,
ot!.vrA .... on CO!llSEQU""TlAI. 1}i\."L\ GES Tl IAT R&SU L'r
1;'110 /'11 /\XV USE O,. T I IE t:XAl'oIl ' LES ,
U'\I&~nlUCTIONS ,
0 11 OTII
YlIur oomman 5(l . IJ;C lllld b"OO<ljudgmcnL aro c rucml lo Imrc und
sllcccssful ilulOlIlOlivc work. Rcnd JlI'OCl.>dures through bcrore
stnnn g Lhcm. 'I'hink nbout huw talertyolI ar recling, IIlId
whcther the contltlon oryoLlr \'chicle, your level ur
mcchnnicnlskill, or your level or readlllg' oomprehenson
might rI.'Sult in ur COlllribule IIL sollle way to an OC(,'Ul'renc:\l
which mighl. caU\Ie you ,"jur)', di\lllltge your vehicle, or resul t
In IIn uns.--.(c modificnllon, If you hove doubts (or lhese or
other rCilSQns:loout you r ubility lO pcrrorlll AArC work 011 your
vchicle, hrlVe Llttl work done lit fUI ullthorizl.'f.I vehicle dcalcr or
olher tuliOed shol)
' I'his l1IX1k ill only illlcllded for perSOI1S who are cxpencm,'cd in
rl;:l.mirl ng utllomobl lell, lino who are secklOg s p.'Cific
nfornllLliOI1 abuut 1urbochnrj,!'r syslelllS [t ilO flol for lho!>C
who are looking ror ~.'cncra[ in rormn tion ollllulomobilc rep.ni r,
1lt::,J>A tIt ANIJ MOO If'ICNI'ION Of' AUl'OMOUILES IS
1,,\Nta;1I0US UNI.ESS UNOEIITAK....N WTnI"ULI. KNOWL8I)W~
Uf' 1' m : C;ONS~:QUf';NC.:S,
.\1'\1
INTRODUCTION
vi
INTRODUCTlON
hns, pl1l'e and simple, greatel" potcntial fol' improving the power oulput of nn
enginc !".han any ot.her dcvice.
Whallhe turbo s, how it does ilS magic, unel lhe equipmenL necessary Lo
civilize it are the focaJ points arou nd which lhjs book is written.
A modenl {uel'/lIjectcd
twm turbo syslem crea/o
ed by luan TI/ll o{ San
Garrelt AiResccUl:h
turoos, Dean Moon
c:ross-{lolJJ in ta/u! manifold, an,1 TWi\'1 tJrottle
&odies. 'I'/Lf; leuelof
prepara/lO1/. (iud. inlereoa/u, nol shoum ) is capable o{ 800 + bhp VII
slrcel gn.~()lilte.
series SllllC/iolli"g
clubs.
AN ENGINEERING LOOK
Al lHE BASICS
T he power-enhancing capability 01' Lhe lUl"bocharger has beeo mosl tho!'oughly demons traLcd by thc Grand Prix racing cars of the 1977 lo 1988 era of
Formu la l .
The comparison ofLhe power ouLpuL ora top fue! dragsLer with that ora Formula 1 race car wi ll cstablish Lhe turbo's cl'edentials. Current. output of lop
fuel cars with 500 cid (cubic neh displacemenf.,) engines is suggested Lo be in
the 5000- 6000 bhp rango, which calculaies io around lO bhp per cid. Those
numbers are lloL favorable compal'cd lo lhe 1300- 1400 bhp, 90 cid quali(ying
engines orihe 1987 Pormul .1 cars. These outpuis represeni 14 io 15 bhp per
cubic nch. That. Lhe champion is crowned is obviolls even lo casual observel's.
Howeverl for the potential strect turbo user, largc qucstions remain, Answers
to t hese questions \ViII indieate why t llrbocharging is equa l1y useful to tlle fasi.
carenthusiast who rclies on bis cnl' r()I' dnily tommuting, to the racer, and cven
to lhe ollter frin ge ofst reel.. power frcaks.
Turbo Power
Output
Why does t he turbo prod uce mOl'e power than othel' forms or cnhancement?
The poweroulp ut potenlial of'any supcrcharger is measllred by lhe amount
of airfl w the device erealos aftel' facloring out the power rcquired lo drive il..
ami the exlent to which it. heats up thc sil' while cl'cating the flow and press urc, While i1 mighl appetlT that lhe turbo daes not dl'ain power rl'om the en
ginc, since lhe ex haust energy is 1051 anyway, I..his is fm' from conect.. HeaL and
airOow drive lhe turbinc. When air is rorced thl'ough lhe turbine sec1ion of a
turbo, reduced-fJow areas inhcrenL in lhe design crente back prcssul'c. This
causes a smal l 1055 in power that. would Ilo l occur ir thc turbo had a pOWCl'
SQu rce ot-he r ihan lhe engi ne inLo w hich it. is pUlllpin g. The powcr loss ncreas
es as the size oflhe tu rbo decrcascs, bccause the decrcased size croa tes greatcr
back pl'essu l'C. Conversely, larger turbas create 1TI1Ich less back pressure nnd
thel'efore loss power 1055. 'fhe powel')oss inherenl in a turbocharged engin a is
s ubslantialiy less than lhe 10515 ncurred by dri vin g a supcrchm'gcr with tI bell
or by sorne other means.
T hat an air pump alwnys heaLs nir it compresses is a thermodynamic fact
wilh which we a re stuck. DifTerent kinds of air pumps heal a ir differenl
a mounts for lhe sam e How rates and pressure ralios. 'I' hesc difTerences are due
largcly lo the diffcl'enl elliciencies of various types of pumps. 'rhe c1assic
Rootslype supercharger usuaJly rates efficiencies of about 50%, whereas Lhe
turbo fun s efficiencies in lh e mid70s. 'rile highcr the efficiency, the less the
heating efTect on lhe ni r. Efficiency is or paramount importance Lo Lil e real
power enthu siasL, si nce heaL in lbe intake charge is lhe enemy of performance.
The density of an intake charge is less as lhe temperature rises; thus, an engine actually t:onsumes less nir al lhe higher Lemperature, even if the pressures are the samc. A second problem is Lhat higher temperatures Pl'om ole
dclonalion oHhe rul'/fucl mixture. Engines C8nnol withstand the thermal and
pressure s hocks 01' delonation fOf more than very shorl periods.
Withstanding
Power Output
How can lhe engi ne sll'uclUl'e withstand tbese huge powcr outpu t.s?
'ro understand why lhe struclure of an engine is not scriousl.y affected by
the increased power OU Lpul permilted, within 10gicaJ li mits, by Lhe turbo, it is
necessary to look aL the basic loads in an engine while it is in operalion.1'wo
bas ic loads are relev31lL lo engi nc sLructut'e: in ertialload and power load. lnertiaJ loads can be tensi le (produced by pulllng) or comp ressive (produced by
pushing). Power loads can only be compressive. T hey muSl be undersLood bolh
indiv idually and in thei r interaction. This is necessary for a clear vic\Y ofwhy
Lhe t.urbo does noL send the eran k south .
INERTlA L LOAD. An inert.ial load resu1ls (rom an objcct 's rcsis tance Lo motian.
1'0 exam ine lhe inertial londs, it is convcnienl Lo divide a cy linder assembly
inlo a n upper half and a lo\\'el' halr. lmaginc lhe Lwo halves separalcd by an
imubrinary line called the cenLcr stroke.
'rhe pistan always ilcce lerates loward Lhe center s t.rokc. eve n whcn Uavel
ing 8\Yay from the center sLroke. In olher \Yords, when the pistan is aboye the
positiofls.
Cenler stroke
FuI! slroke
Top dead
center
Fig.
~-3.
Top dead
cantor
COlllleclillg-
Cenler
slroke
O'
Crank angla -
Tenslte
toad
1800
Cenlel
stroke
360 or O
-1\- _
Compressive
load
Bonom dead
center
"duces a compressive
1()(j(I/1l the ('ollnee/",c
1111111111
rocl.
_
Area 01 bore
Compressive load
Pressure created by the expansion of the burning gases applies a force Lo the
Lop of the piston cquallo the area of Lhe bore Limes the chambcr pressure. For
example, a cylinder wiLh a bore m'ea of 10 square inches (3.569-inch bore) with
800 psi of pressure would be subjccted lO a. compressive powcr load of 8000
pounds.
Top dead
Top dead
cenler
cenler
Connecling-rod
inertial load
aflothe,:
Tensile
loads
180"
Crank angle
Compressive
loads
valva
opeos
Powerload
.......... Irom cornbustion
pressure
Bollom dead
conter
360 '
The peculiar l'olationship oftho inertial and power loads is of mosl inleresl
in t.he upper halfoCt.he powe r stl'okc . Here we h ave the odd circumsLlnce th"t.
Lhe Lwo londs acti ng on the con rod are doing so in din"erent direction s, Remember that un inerLi aJ load is tensi le aboye thc centCI' stroke, whil e a powel'
load is compl"essive in all cases. Powel" load peaks aL lhe torque peak anel Cades
a LiUle as rpm incl"eases btlt. is gencrally grente!' than lhe incrtial load, 'fhe dif4
ference bet.ween Lhese two loads is Lhe !"eal load in t.he con roo (fig, 1-5},
Clell1"iy, thc inerLial load Orrset5 some ofthe power load, 1t i5 furLller apparcnt, as indicated above, that on the exh nusl stl'oke, whcn the con rodlpiston
reaches top dead center and is unopposed by combusUon pl"essure (bccnuse
both valves are opan), the highest tensile load is reached , This load is the most
damaging or a ll, beca use tensile loads induce rat.igue failure, whereas co mpressive onds do noto FOl" this rcason , when a designcr sits down to do the stress
analysis on th e con rod nnd con-rod bolLs, Lhe top dcad conter and bouom doad
center inertial loads are virtual ly th e on ly ones he is inlet'ested in knowing.
4
Turbocha rged
9
e n ')
'500
Atm os pherlc
englne
pressure 0<."C1lI"S
al abolll, 20 ArDe,
yet only about 20% of
o-+______-+______
45
TOC
-L~
__
~-+-
'35
90
g r-eal,
Almo
Turbo
Pressufe al 90"
The thought oC doubling lll engine's lorque (doubli ng the powcr at the same
rpm ) easily gives one t.he idea Lh allhe power load will double. Thank goodness
Lhis i5 ooL true. To sho\V how power can double with oul thc combustion chamber pressll.re's doubli ng is mueh cas ier donegraphicolly, Any s ignificAntdesign
10ad cha ngcs would be buscd 011 peuk pl'Pssul'e in lhe chambel's, a nd L can be
seen in figure 1-6 that with twice the nllxtUl'e in lhe chamhm'. ppak pressul"C! is
up onJy abou L20'i(. ')'here 3rt' lwo reusotll for thi:: di~p!' r ty,
First. powcr is a fundion of the nverngc p,oessurc over the l!ntire stroke of
the piston, nOLjust. peak pressurc. The average pressHre can be dramulically
increased due to the much higher relativo pressures neal" the middlc o .. cnd of
the strokc, while Lhe peak does 1101. goin significa ntly.
Second, peak prcssul'e IS ge nel'aJly reached afier only 18--20% of t.he mixt.ure has burncd. fthe mixturequantiiy isdoub lcd, l820%ofit. too, wi ll have
bUl'ncd by lhe time peak p-r cssure is reachcd. Sincc the t.ota1 chambor pressure
consislS ofLhe compression prCSSlIrc plus the buming gas pressum, it is impossiblc Lo double the toLftl pressure by doubling only one of ls constituenls.
(Clerly, mot.ber naLure has a 50ft. spot. in hel" heart fOI" con rods unel con-rod
bcarings.)
A carcful study of figure 1-6 will s how t.hat at. cra nk angles nearing 90,
chambc!' pressul'c is pcrhaps t.hree to four t.imes as !,'ieat wben operating under boost, This is, however, noticeably less than peak pl'cssure. 1'hercfo rc, it
does noL create 8 dUlllllging load. 'rhe pal't of t.be power stroke near 90 is
wherc Lhe rcal turbo engin e pOWCI' inereases take place. lfa physics t.ype looks
at the !,'l'aph, he will t.el! you that the arca under the respect.ive curves rcpresenLs t.he power. Thus, the diTerence in t.he two areas rcpresenls power gajn
duc 1.0 the t.urbocharger, n. ceJ'tai nly is a neatdeal thnt we can double the power but not thc load!
The prcccding discuss ion esta blishes that t he incrcasoo comhustion chambel' pressure due Lo n turbo, and thus the powcr load, will have on ly a mod erate
adverse efTect. on the st.rllcture ofthe engine.
u,. RULE: Power loads gcnerally won't. tickle the engine strucLtll'e's tumrny.
Long-Term
Durability
Long. tcl"m durabilit.y : Is it. th el"e, and how is it. aLt.ain cd? '['he a nswe r t.o " I8 it
ihere?" is I'elatively easy lo show by citing a few examples. Someone at Porsche
on.ce st.at.ed t.hat a racing mile was ubout equivalent. in wcar and tear LO LOOO
st l'ccL miles. Porsche's t.utbocharged !"aee cars have \Von SO many twenLy-fourhour c ndurance raecs that only a racing historian ca n kcep up with lh e Illllnber, Thcse cars generally cove r ovel' three thousancl miles in sLlc h races, A
strect. cal" with threc milJion miles on it rnay seem lo be strclc hing thc point.,
hut t.he idea does n't fuil lo impress. 1'0 st.and along t.he banking at. Dayt.ona
when a POI'sclle 962 L.ul'bo comes whist ling by in exeess of200 mph can casi ly
Icave one ughast Lo t hink that. thcse t.hings are going t.o do this for twent.y-four
hours. Tha violen ce and spced can glVC lhe injtial irnpression t hat nobody will
finish ihis race. Vct., chnnces are a t.urbocharged racel" will take t.he checkcl'
firsL. This book is primarily about. s t.reel. t.urbocharging, not race cars, bui the
problcms are the same, even ir diffel'cnt in ma,b1JLudc. StrecL cars, by compal'ison, 81-e a picee of cake. Chl"ysler even pUL a 70,OUO-mi le warranty on some of
i t.s t.u rbo cars.
How durabili ty is attaincd is not. quiLe so easy lo answer as is the lIesUo n of
whet.hel' iL exists. In a bl'ond sense, dlll"abilit.y boils down Lo t.he control of hcat.
in lhe engineiturbo system. Eac:h aspcct. of Lhe syst.em in which heat plays a
parl is u candidale fOI" the Ach.illes heel Fo,-Iong-t.erm durability, each orthesc
fact.ors musL be opt.imizcd. They incJude turbo carnp,'cssor efficiency, inLercooling, cont.rol 01' end-gas tempcrat.ures, turbinc hearing tcmperaLul"cs, llnd
mally OthC1'8, and wil! he cliscusscd in lhe following chupters. We should call
lhe nnswer lo the enlirc heal problern '"thcnnalll1anagement.."ln I"eading this
book, lt. will prove useful lo keep UppCI'Olust in mind thal virtually lhe entire
!jUCCC&i ora lurbocnbrinc ~y.stem li~ in lhernml managemcnt.
POWER GAIN
Power Gain
Where does the power gajn come fi'om'! Wha L is Lhe cquation fOT the power of
any give n engine. and how docs the turbo influence t.hat. equation? (Don 't Jet.
cquations scare you ofT- these are bolh neal and easy.)
lt is revealing to exam in e the s imple equat.ion that. l'clat.es power to t be P04
rClmcters descr ibing t.he internal combust.ion engina.
Powel' = P x L x A x N
Pis bl'ake mean efrective pJ'cssure, 01' bmep. An easy way to imabrine bmep
is as an average pressure pushing the piston down Lbe bore.
Lis the Icngth of the stroke. 'J'his t.ells you how far the pressure is going t.o
push the piston.
A is the area ofllJe borc. l'his is, 01' course, the rea the prcssure has to work
on.
N is the number ofpult.s the engine makes in one minute. This repl'cse nts
how fast the engina is running and how nU\I1y cylinders it has.
rpm
N = number o( cylinders x 2
(Far a 4-stroke engine, the rpm is dividcd by 2 becausc each cylinder fires
onJy on alternate I'evolutions.)
Now, thel'e are seve ra] interesting relationships here! l"al' eX8..ll1ple, take the
P and muJtiply by the A alld yau have a pressure times an area, whieh is noth
ing mOl'C complicated than thc ave rage force pushing down on t he piston. No\\!
rnull.iply l.he PA (force ) by Lhe length oi' t.he stl'oke, L (di stance), and yo u ha ve
a number that repl'esents the torque ouLput of the cyLinder. Then lake lhis fig4
ti re nnd llluJtiply by the N (how fast thcjob is gCltjng done), and t he resul t is
Power, the thing we are really arter.
Please notc that this mea ns
4
BUfIlH19
power OlltplLl.
1111111111
_I~~~~~ -AreaolborerA")
lenglh 01
slroke tOLO)
,
"-
--
Since Lbe whote purpose of Lhis exerc ise is t gel more power:.let's examine
what. thisPLAN giVe5US lo \York with.
F'il's t. leL's check out. what. working wit.h t heN can yield. There are two ways
to gel more putts per minute: add more cylinder s or rev tlle enf,rine higher. l'bat
leaves little too work wilh. as t he whote field ofendeavol' l,;oowl1 as blucprinting
s almos1 slely rol' the purpose ofaUowing higher l'pm with sorne dcgrec ofsafety. Cons ide l' that lhose nasty inertialloads go up wiU, the squal'C oi'the rpm incrC~lse. r['hal means that al 7200 rpm , the inertial load will be 144% t,'l'caLer
Lhan at 6000 rpm . Weal' and tero' li es up thet'e. Ultimately, it. is ncither cheap,
pleasant., nor durable long-teJ'm to nerense power output by incl'casing the N
Since we can no!., for pl'aeticall'easons, incl'ease power significantly with N, the
only rcmainingchoice is Lo ncrease torque by doing something with t he PLA.
So we musL go back and look at the PLA a bit more. We C~m change the A.
Dored, it.'s called, hut how much does it. help? ChangeA by an eightb oran nch
and maybe yau ' U gaio 10%. No!. worth the t.l'ouble. We can a1so change L.
St.l'oked . Anothel' 10%, maybe, Obviously, then , ir we'l'e pUJ'suing real pOWCl',
the A and t.heL dOl1 ' t hold Oluch pl'omlse, ChangingP becomes OUl' on ly hope,
H ow to s llccessfuLly change P is t.he crux of this book. P can be changed by
fact.ors of 1.2,1.5, 2, 3,4, 5 . .. . The real poLe ntial is noL koown, si nce engincer
types plIsh lhe e nvelape every year. The Grand Prix 1'8ciog cars of the '87 sea son took turbo development to the bighest level s cver achicved, with powel'
outputs ol' nearly 15 bhp per cubic och. Surfice it to say, then, that dOllbling
the power ol' a street engine, while noL exactly child 's play, is well within Ollr
r easonahle expectation s.
Tt is essential here to make clea!' t h e fact that. we are dramatieally increasingpower without changing rpm . Thel'erore, it is tOl'que (PLAJ thal we are J'eally changing.
B"
Driveability
Limitations
RULE: TlU'bos
e:wmple o( l!J e
dirrerence. in lorqllt
curves fol' a lllrbo-
charged alld un
almospheric el/gil/e.
300
:;.
250
200
,i~\
E"
{' 150
1.
100
50
o
O
345
Rpm x 1000
lhaL real power and nice drivenhility lre nol compaliblc in t.he same automobile. T hi s i5 rreq uently truc in I1Lmosphe ric angines bul dccidedly nol true in
t.urbocharged engincs.
Co ns idcr the faccls oC an engine LhaL crcate driveabilit,y: conservative camshaft profi Jes, small inlake ports, fuel syslem nexibi lit,y and cal ibrot.ion. A
proper t.urbo engin c has a shorldu ralion, low-overJap cmn, gene l'illly referl'cd
lo as an "economy cam," PorL aizes are usually small, lo create good cy linder
flling aL low speeds and Lo Jet the t.urbo pnck it in whcn high pressu l"c i5 wanLFue! system calibration must always be spoL on, aL casi with electl'onic fu el
oo.
10
t il e d r iver Lhe impr essj ol1 t he ca,' wiIJ reaUy fly whe n ftill t hl'ottJe is fi naJly
l'eached. Instead l he reali z.as sadly that t he s mall su rge was a l! t lle sllrge t he
Ji ttle wimp cou ld make. OEMs do t hi s to liS hopi ng we wil! t hi nk the cal' has
instant response and gobs of low-e nd torque. They ha ve gne l'ally overl ookcd
the raet that it was I'aw powcr \.Ve really were a l"ter. Th.is O EM phenomenon has
left. ma ny journ alists, writers, wouJd-be fas t dri vers, a nd otber socia l outcasts
won del' ing "Where's t he beef?l)
ll\~ RULE:
350
...- _
300
Large turbo
LJlcreasing capability
o{ ~nnall, medi/LTn, and
large turbos applied lo
lile som.e engine
",-"',f""-
;- 250
~ 200
~
Small turbo
r
o
1- 150
100
50
O
O
4
5
Rpm x 1000
Seldorn are t urbas d iscu ssed without t he mento n of lag, EquaJly seldom , it seems. are dist:u ss ion pa r Lci pnnts really tal king abouL lag. Usua lly
they are talking abouL boost Lh.reshoJd. P lease read l he defi nitions oflag, boost
thresho ld, and throttl e rcs ponse in t he glossary. I n Lhe day-Lo-day use ora turbo, s urc, lagessentially means how lon gyou have to wa it to gel boosLaftc l" you
nai l Lhe th l"ottle. By definitio n, then, it is abad t hin g. But lag has noching lo do
wiLh Lhrottle response. ThJ'ott.le respo nse rc mai ns th e 5ame, turbo 01' no turbo.
CO llsidcr that i(' yotl d id nol have a tu r bo, the br ief lag wou ld be fo llowcd by
no boost. aL a1l. Rcaso nable lo Sc:1y, lhen, that lag would extend fi'om lhe po.int. al
which you apply throlllea ll t he way to the recLUne. What fun t hat wOltld be! The
s iluution bojJ!; clown to some tolerance fOl" lag wit.h a huge LOl'qlle increase as opposed Lo no tolerance rOl' lag accompanied by no lor qu e incl'ease.
Lag decrcases as rpm rises. WhUe lag can be as much as a second 01' mOre aL
low rpm, the de lay in boosl rise vil't uaJly disappears aL revs of abouL 4000 Ol"
greater. Fo!' exal11plc, in a properly configu red tu r bo system. boosL rise wilt follow the pos ition or yOlll' rooL any time Lhe I'evs are aboye 4000 rpm. Response
here is virlll~J_ly instantaneous.
LAG.
u,. RULE: l l'you havc no lag, you have no turbo. Yuu al50 have no huge torq lJ e
increase lo look forward lo.
11
1.0
Ag. :1-:10. ReS}JfClilJe
.9
.8
.7
"
.6
'"
~
~
.5
.3
.2
.1
Rpm x 1000
The s hape of the Lorque curve 01' a turbo engine is different enough fram
that or an atmo enbrlne that driveability or a turbo is only slightly aITeded ,
Torque peaks are virtually always at.lower rpm on turbo engines, Churt a.1I t he
Pllblished data and no other co ndll sion is possiblc. The more perronnance-oriented t.he almo e ngine, the greater the difTerence. The net en'ect on the driver
is that he 01' she need 110L r ev the turbo engine as much to move r apid.ly. This is
quite contrary to popular opinon but is indeed facL
Hot and cold starting are frequently perceived to be problems of high-perrormance engi nes. 1'0 someextent this is true in cm'bllreLed turbo systems, but
ihese are rcw and tar between, Fuel inject.ion systems depend solely on various
engine-temperature scnsors for all cold- and hot-st..art air/ruel mixtures and
are completely auLomatic. Cold start ing is particularly a problem ror engines
with lower compression ratios. [1' an engi ne has El problem in this res pect without a turbo, iL wiJllike ly have the same pl'oblem with a turbo, s im:e the turbo
docs not influence these tcmperaLurcs 01" the eleCLl"Onics. Either way, the difTclllLy is not r~lated to the turbo.
CAUISING. 'fhe turbo is ou t. 01' the picture in al l cruisc co ndi t.ions except those
t haL mus t have boost. pressure to ach ieve a particular speed. Cons idc r that a
give n vehic lc may have a top specd ofsay, 130 lllph, no t.ul'bo. Now add a lllrb.
Il is reasonable to say that thc vehicle will sti ll rcach approximately l30 with
out the !leed for additional power j hence, no boost is required. For all practical
purposes, even lhe wildest imaginable crui se s peeds ol"e lInlikely to reqllil'c
any boost pressure t.o suslain.
'fhe idea thaL a s uperpowcrful , ma.'\imum-eOort turbo cal" wOll ld be fun to
drive al full thl'olOe but be a bil of El cant.ankcl"olls beast at low 5peeds i5 not
ullt'easonable on the surface. This idea does no1, however, hold up under closel'
scrlltiny. 1'0 erente a n efTective high-pressure turbo car, one need only do more
or lhe same required to produce lhe tllrbo CM in the first. place: reject more
heaL, nerense fuel flows, mise th e odunc, ;)l1d be certaj n the slructure of lhe
engine il; adeq uaie. The ractors lhat ~l l'e Lhe basis or good low-speed behaviorconservali ve cam profiles, small inlake pol'lsl and fuel ~yHtem calibrnlion-arc
ullchanged by hig her b005t press ures. AH olhcr things r(~ll1aining cqual, nwre-
12
Iy tuming the serw on the boosl knob does Ilol alter driveability. 1L is mosl UI14
reasonable to c1aim thal a 500 bhp street lUl'bo car-whi cll, given ful! t hrottl e
in second genr, has the ability to ereate tire marks in directions perhaps othe!"
than those inlended-has a drivcability problem.
ANO FURTHERMORE
How much power can I expect {ram a lltrbocharged engine?
With cunently availab le fue ls, 7 lo 12 psi boost is a practical upper limitofol'
s lock engi nes (aL sea-Ievel elcvation). Inte rcooling permiLs this when claboralely ~\Od propedy done. Certuinly Ilot all turbo kits 01' systems will perform
the same, due to widely varying engi ncering cfforLs 011 Lhe above tems. Special
prepol'aLion of engi nes specifically fol' turbo appl icatioll5 can fl"eql1cnUy permit. boosLpressures of 15 t;o 20 psi. '['o c1aim, calculate, 01" est.imate a spec iJi c
figure fol' power from a t.urbo angine can be precari ous indeed.
Of known dyno runs on pistan engines with a variety of tUl'bo systems, t he
lowest output. we have aeh ieved is .052 bhp/cid psi and the highest is .077
bhp/cid psi. The vari ancc is due to t he engines' basic designs. To guess aL the
outputofyour Qwn engine, choosea logical boast levcl and multiply eaeh afthe
two vaJues by both displaeemenL in cubic inches and boost pressure plus 14.7.
Example: A 350 cid engine with 10 psi boast
Lower uallle = 0.0,2 x 3,0 x (10 + 14.7) = 449 bhp
H iche,. uallle = 0.077 x 350 x (10 + 14.7) = 666 bhp
DRIVEABILlT Y LIMITATlONS
13
bul nol CIle ofany consequence. Consider, for examplc: How fast will you
be b'aveling if yOll hold fullthl'oUlc in a 325 hhp Toyol. Supra fol' lwenty
seconds? 'rhe nnswer is obvio us ly an impl'actical1y high rate of s peed.
When. shou/d tILe turbo sla,., p,.oducillg boosl?
1n most cases, thera are lnldcRorrs beLween o la,", boosl thresh old a n d maxi mum power. '1'0 bias th e tu rbo s ize towOI'd lowRspcecl boosi capability generally
menns operating Lhe turbo in a very incfficient Row rangc al. lhe enginc's top
end. Conversely, ifma.ximum power is lo be achieved, the turbo willl,lsually be
so large Lhat no boost will be availab le untilthe last half ofth e r ey ran ge. Compl'omise is obviously necessary. I believe Lhe I'easonable ba lance between lowspeed response and top-end power is to s izc th e turbo such that it betrins producing boost at about 30% of th e redline l'pm.
/-/ow will the t"rbocharger alfect driueability ?
DriveabiHty of fuel-injecled engines will r emain the 83me. D rive~'lb ility of
blow-through c31'bureted engines will remain virtuaJly the same. The st.al'ting
or carbureted engines will be degradec! s JighLly. Picase noLe thal draw-throu gh
units \Vill vil'tually always degrade c1rivellbili ty and slarling so mewhaL, wilh
cold weather proving the Achill es' hee! ora draw t hrough syslem.
Willlhe turbocharger hUl'l 'Tl.y mileage?
Yeso The turbo, when inslalled as 3 11 af'termarkel item on a spark-ignition
enginc, is not a n eco nomizer and cannot be eo nsll'u ed ~I S s uch. 'fhere is no enginecring basis for making such cJl ims. If you are lec! iniD purchas ing a turbo
undel' the premise of im proving you)' fuel mi!eage, be sure lo get a wriltcn
guanmtee. When nol ope rating 1.lnder boost, a turboch aJ'gc l' is a s ma l! syslcm
res Lriction. This rcst l'iction causes a s mallloss in vo lumelric efficie ll cy. Volu metl'ic efficiency and fuel economy are deflnitely tied together. If yaur d riving
habits al'e Hboul lhe same as mosl, your mi leagc wi ll drop abouL 10% cityand
5~ highway. No miraeles hcrc.
WiU the turbochargel' arreet elLgine wearand maintenance?
Cel'lru nly the lurbo wi ll an'ect engine \Venr. Do you r eal ly expedlo add powel' and noL inel'easc wear? No miracl as hcrc either. If you drive vigorous ly but
with so me l'espect fol' lhe equipmcn t, you can expect about 90t; of normal engi ne life.
14
aboul 40% (usi ng an intercooled. Thus yau can see t haL 6 psi boosi wl produce rourt h-gear acceleration vil'tually eq ua l to a stock 3utomobile's thil'dgear capabi lity. Imagi ne whai the propcr turbo tal" wi ll do in seco nd gear! Another reasonable comparison is thai a proper turbo e.u operaling al 10 psi
boost will do 0-60 in two-thi_rcls the original time; Le., 6 scconds vers us 9 seconds.
ACQUIRING A
TURBOCHARGED VEHICLE
T he esse nce ofthis book, fsuch cxists, is to provide the performance car enthusiast interested in tw'bocharging with a body of informatiol1 that can be
used Lo evaluate system designs. whether of a factory turbo syst.em or an aftermarket. kit. This book is also intended as a design guide for the hobbyist. who
wants to build rus Qwn t urbocharger syste m. Three viable methods Cxlst to aequi re a t.urbocharged vehide:
buy nn OEM-tlll'bocharged auLomobilc
buy an aftermarket kit. iJ available, for yaur speciflc appl ication
build yOUl' Qwn t.urbo system
tfhe rationale behind the decision t.hat sui ta your needs and requirements
best is no more than a logical summ ary of the following:
What is the in t.ended use of the vehida?
WhaL is the legality with respecl. Lo sl.ate and fedcrallaw and the year oC
the cal'?
How mueh power is required?
Is fear of a failure such that a factory wanant.y is required?
Can you make a reasonnble judgment wiLh respecto to the engineeri ng or
sn aftermarkel. kit?
Do you have the skills, time. pat.ience, and equipment lo build yau r own?
"
r,
15
16
CHAPTER
2:
OEM
Turbocharged
Automobile
Does tILe system prouide a correel air/fllel ralio al all operation.al conditions ?
'rhe air/fuel ratio is a busic building block of a turbo system. U nccels to be
maintained over the hoost range that th e ma nufacturer cla.ims [or the kit. rt is
not to be expected ihat tite air/fuel ratio will stay corred if the system 's design
limils are exeeeded. In all circumst.ances, it is necessary lo avoid discussing
<tfuel enl'chment." Eilher un air/fuel ratio is corred
ment" required.
01'
AFTERMARKET T URBO
KIT
17
'R4>
Does the system. prouide the necessary thermal controls lo operate al the staled boosl pressures ?
Ask 1'0 .. El. description and explanat ion 01' these contrals.
18
CHA PTER
2:
f.O
instaU. check
ir the system is lO be used on a public highway, is ii designed witl!. ail emssions-I'elaled equipment in prope.r orde/; andlor is the system on EPA - or
CARB exemption-order status ?
In aU sta tes, the emission question will be tll e Illost import.ant one.
When the answers to th e above question s a re satisfactory, it is time to get
down to the fun cletails, such as compressor efliciency with respect io t ll e system flow raLes and boosl pressures.
makel's wilI try to represe nt Lheir systems as Lhe most powerfuI. Absolute power is tbe last r enson to make a decision.
Building
You r Own
Turbo System
mi drains. colleclor
su mp, ami bell-driulJ.n
scawnge pump located
al lhe {OliJe,. right
comer o( fhe engille.
Any reasonably able fabricator s hould have no serious d ifficul ty designing and
building his own tUI'hochargel' system. Fo ret hougbt, planning, caJcu lating,
s ketching, and measuri.ng, all done in considerable detail, will be Lile keys to
the sltccess ofthe project. Perhaps the si ngle greatest problem facing t he do-ityourse lfer is avoidin g getting stuck. Getting stuck is the phenamenon 01" "You
ca n' t get t here from her e.' Fa}" example, you can't ever hape to int.ercool you r
t.urbo system if you build a draw-through carb type. Cr eating a high-performanee piece for a 454 cid Y8 with a si ngle turbo where a twin is c1early ructated wi ll decidedJy put yau in a pasitioo where you are stuck, Avoid going down
these paths leading to "stuck. " 'rhe first requirement is t.o determine the powel' leve l desired. Tra nslate that figure ioto a boost pressure necessary to geL the
job done. That, in itself, \ViJ l determine Lhe equipment needecl. The remainder
of lhe project is the sum ofthe experience contained in t hi s book.
ANO FURTHERMORE
19
blow-throllgh Mikuni
448. Ten psi boasl crea/ed 210 bhp and stock
lJehicle driueability.
Whal are sorne af tite deuices for maintaining a corred air/fuel ratio ?
The warstdeviee is none. It is perhaps the most popular. [t is also the easiest
to install. Another equally bad device is the boost-pressurc-sensitive switch
that sends a false water-temperature si.gnal to the EFI brain. rr h is is a whoJly
unworkable gizmo. Il atLempts lo add fual when under boost by lengthening
injectol' pulse dul'ation, While it Can double fuel flo\Y at mid-range rpm, it con
ad d only aboul 1.0% more fuel at the l'edline. The natul'c ofLimed injection (like
EFJ) !'csult,s in a situation where Lhe length oran injcctor pulse fol' R maximum
torque cycJe remruns cssentially constant, regardJess of rpm. r'hat fixed inje.,'ctor pulse lcngth becomes a greater percent.age of engine cycle time as rpm increases. The point is finally reached where engine cycle time is thesame as Lhe
20
maximum-torq ue injector pulse time, a ncl then the injector is open continua}Iy. rrhi s is why an injctor dlll'ation increase, by a ny device whatsoever, Cilnnot
supply e ll ough fu el fOI" a turbo engine ni any upper-range rpll1.
Fu rth er, all additions 01' su btractions orrue! are instanta neous incremental
changes as the switch i5 activated, and nothing with a large instantancous
change in th e afr ca n be correcto The result orthe " fuel enrichmen t swi tch" i5
al best a poody running, detonationprone engine. The EPI fuel cnr ichment
swit.ch is the source of perhaps 75% of turbo-related horror sLories. Avoid it..
Anoth er popular scheme is to proportion I< fuel enrichment" according to
boosl pressure. While th.is sounds better and is bettel~ it is still technicaJ 110nsense. The situa tion is created whel'ein the same amoun lof fu e] wOllld be added at 3000 rpm and 5 psi boost /;lS at 6000 rpm a nd 5 psi boosl. Obviously, fuel
requirements would doubl e at twice the rprn. but the boost-proportioned fue1el' would deliver the same quantity of fuel regal'dl ess of rpm. Not a workable
mechanism.
The change lo larger injectors is a valid approach to add ing fueL Thi s genera Uy requires other changes to reduce the larger injectors' ftow at 10\\1 speeds, so
off-boost operation wiU nol be too ri ch. This can be done by reprogramming
the ecu al' altedng flowmete r signa ls. With boost pressurcs greater t han 8 to 10
psi, the larger-injectar approach is a necessity,
An other popular device is to send the lambda (lailpipe oxygen sensor) systero to full rich when unde!" boost. Lambda systems have co ntrol of approx..i~
mately 8% of t he fu el delivery. Combin e that with 50% more air (7 psi boost)
and the engine becomes intolerably lean. This method is unfortunate, at best.
affordable.
21
and allows air exiting the turbo to vent back to t hc fronl. 1'his keeps thc How
up. Many modern turbo cars are cquippcd wiLh s uch va lving, but seldom are
they big enough to ha nd le high-now, high-boost systcms. A useful fringe bene
nt to th ese valves is t,haL thcy reduce lag a ncl percepLibly inerease fitel ccono my.
Jljeeto,.s, lack o(
i"tercooliflg, atl(/
warm-air pickup for
tite filler.
22
CHAPTER
2:
service rep the areas 01" the drivetrain tbat have been a warranty problem .
orrer
SELECTING T H E
T URBOCHARGE R
T he size ofthe turbo selected ror a glVen applicalion wiU strongly influence
the degree of success enjoyed by the system. lt is not al all a case of only one
size workingin a specific situation; rather, there isjustone tha1 wiU work best.
The trade-ofTs al' lag, boost tbresbo ld, heat, low-speed torque, and power are
the variab les in the decision process of matching the turbo to the requirements. To optimize the trade-ofTs, tlle requirements must be defined first.
These requ irements can be spelled out. by listing the performance objectives
fo1' the particula r vehic Je.
Objectives can vary for day-to-day commuter cw's, Bonneville maximumspeed ca rs, drag cars, supe r-performance s treet cars, real race cars, and even
lar the ouler fringe ofvehicles called pickup trucks. Specific performance objectives will be tems such as des ired boost threshold, lorque peak, and esumated power ou tput. Higher-speed vehides require larger turbos, street cars
respond well lo mid-range torque, and )ow-speed vehides need srualler tu.rbos.
How lo select the right turbo for the job anci how to choose sorne oC the more
advantageous featu res are discussed in the fallowing paragraphs.
To illustrate the degree to which turbo sizjngcan vary for the particular job,
compare the 1988 Nissan 300ZX Turbo and the Porsche 911 Turbo, These two
cars are similar in size, weight, and engine di splacement, yet the turbes are
vast ly difTerent in size. F'rom the size of the Porsche's turbo, it is relatively
easy to conclude that the Porsche design stafT did exactly what. they needed to
do, They fitted a lru'ge turbo to lhe 911, for three specific reasons;
Lubrlcaling
011 nlel
Bearing
housing
lurbocharger: a /Jery
simple, high/.yellgi
lLeel'ed, high-quality,
preciseiy malwfac
tllred nir pump.
Turbine
housing
Alr inlel
ExhauSl o ullel
r--,--"
TurbIna
rolor
Compressor
w heel
LubriC!lllng L _ _ _ _ _ _ _ _---'
Cornpressor
cov8r
011 aulle!
fi
EICh1lJst (nlel
23
24
When oper~ting at maximum load, the large compressor puts less heat.
inLo the int.ake charge.
The lal'ge L1.ll'bine creates less exhaust manifold back preSSlIl'C, furthcr
I'educing Lhe hcat load.
The design staffwanted a powerful automobile.
The Nissan staff, on the oiiler hand , with a much more heatAolcrant engin e
(water.cooled ), was frce to use a smalJ tUl'ba fol' virLlla l1y il11l11cdial.c ofTidle re-
sponse. 1'his smaH turbo gives quick boost response at the extreme expense of
high backpressure and high intake-charge temperatures. Nissan was obviousIy 110t looking fOl' scl'ious power. as they did noL see fit to offset these high temperatures with any fo rm of intercooling. Their objective appears to have becn
aimed aL a 0-30 mph performance caro Certainly they hacl a dHlcre nt buyer in
mind from Porsch e. Although the Porsche has been proclaimed by al! its !"cad
testers t.he prime example of a high ttlrbo~ lag design oil had to be that way be~
cause ofthe low heaL allowables. Asmall turbo cOtlld not have been usad on t he
911 because orthe thermal restrictions ofthe air~cooled enginc, and certainly
not when sel'iaus power is a n objectivc. Porsche. thereforc, should be crediled
with doing a nejob. Niss8 n shouJd be credited w1th selling a large numbel' a f
cars lo a large nllmber ofpeople.
r.I"
General
Guidelines
RULE:
The influence of compressor and turbine sizes 011 syst.em perl"or'mance will
gencl'ally follow t hese guidel ines:
C OMPRES SOR. A compressor has a particlllar combi.nat.ion of ~tilnOW and
boost pressure al which il is most eff:i:cient. The tdck in choosing optimum
comp ressor size Ies in positio ningth e point ofmaxil11llm emcienc.Y al the l110sl
usefu l part ofthe r ey range. Ch oosing ihe most useful parl ofthe rev range is
where some judgmenL needs to be exercised. Keep in rnind al all limes that
when efficiency drops off, heai produced by the turbo gocs up. Lf a turbo were
sized such thai Illaximlllll efficiency occurred at one~third orthe rey range, er..
ficiency aL 0 1" near theredline would taper ofrto where the charge lempe ralure
would be scol'ching hoL Al lhe olber extreme, ir maximum efficiency were al
1.he redl .nc, mid-range temperatures could get out ofhand. This pl:l1't.icula:r s ize
would then be useful only for running fiat out al thall'pm; .e. , the Bonneville
cal'. Somewhere in lhe micldle of lhe useful rey range 01' the engine Jies the best
place lo locate t.he maximun1 eflic.iency point.
Larger 01' smaller compressors do not have a huge efrec. 011 lurbo lag 01'
boost threshold. 'rhe compressor whect is lhe ligbtest rolati ng part. ofthe tUl'''
bo; hence, its conlribution to the tota l inertia of the rotaLing assembly is fairly
low. Boost lhreshold is mostly a function 01" the t.urbo's apeed, which is con~
t,'olled by the tUl'bine,
Onen, a choice of lurbo(s) i5 influencccl by factors oLher than those opLi~
mized by t.hermodYllamics 01' maximllm power. Vehicle tost can det.ennine the
numberoft.urbos, rOl" example. One would noL expecL to sce aFerrad V. 12 wiLb
one turbo and a Mazdo. Miat.a wit..h two. Cast. also plays a large par1. in desig:n.
ing a syslem. Tflow cost is impenltive. perhaps even lhe waler~cooled bearing
fcaLurc \Vould be del elad in favor ol' lUore frcqucnL oi! cbanges.
UltimaLely, lhe valuC' of the eq uipmenl selected wiJI nol He jU!il with cosl,
powel; thermodYllftmic factol"s, 01" lhe nu mber of turbas. RaLh el~ it wiJI be de~
GENERAL GUIDELINES
25
.-
/'
\
\
/'
/'
4
5
7
6
8o0s1 pressure (psi)
10
'"
,,"/
/"/'
/
.
~-/-.:-::._-.
. ---~~.~---::;Q~-<~":~<>--. /
--'"""-
--
--- ----
4
Apm x 1000
tcrmined by Lhe way Lh is baby behaves on lhe road . 15 il ACLually fast, ami c10es
it feel fast? Does it fee l rcsponsive ancl eager lo run? 15 il crisp and sharp? Does
it. pull s moolb ly with ease and gracc lo lhe recHine? DOS il make you s mile
when no one is arouncl to see?
Sta]"L by selecti ng two 01' th ree candidales whose pressure ratio and cfm ap~
pem', from Lhcir Aow maps, io be in the righl rango, wit.h efficiency not below
60%. Om.:e th is is accomplished, it is m"Cessary
..
lo pcrform calculations lO
c:boose hetween them. (Sec Chapter 17 10r an example ofthese calculalons ap
plied lo a s pecific inslaJ lali onJ
TURBINE. 'T'he turbine's role is to power the compressor. In doing so. it l11usl
make Lhe compl'esso r s pin fasl enough lO produce the c1esired ai tnow rates al
the designnted boost. pressUles. A smrul lurbine will spin faster than a larger
turbine, given the samo exhausl gas energy to work with. Furlhet; H smalJ tll1'~
bine will ofTer. in essence, a greater reslriclion lo lhe Aow of the exhallsL gases.
This restriction CHuse:) back pl'essurc betwee.n the LUrbine and the combustion
chnmbcr. This bac.k pressure is an ev il siclc p.neci Qflh~ lurhochal'ger and rnllst
be denlt with accol'di ngly. In reahly, lhcn, selection uf lhE' turbine m\lst focus on
lhe principIes of spinning tile lurbin!' f::lst c llough tu produce thc d~il'ed re
sponsf' Mld boost prcssurl.'syet kep.ping back prcsstlr~ t. l. nhsolutpminimum.
26
CHAPTER
3:
Selecting
Compressor
Size
A few fundame nLal s must be unders tood pl"i or lo the actual process ofchoosing
compl'cssor sizc. 1(. is necessary lo develop El fee l for the co ncepts of pressu re
ralio, airlow rate. dcnsi ty ,"atio, nnd compressor efflciency befare Dne ca n be
comfortable with the logic behind choosing a comp ressor s izc.
PRESSURE RATIO. 'fhe pressure ratio is Lhe lotal absolute pressure produced
by lhe lurbo dividcd by atmospheric pressure. Absolutc pressure mean s the
amoun t ofpressure aboye nothing a l all. Nothing al al l is zer o absolut.e, so almosphe ric is 14.7 absolute. 'rwo psi boost becomes 16.7 absol ule, 5 psi boost is
19.7 absolut.e, a nd so on. Tot.aJ ab50lute pressure is then whatever the gau ge
reads plu s 14 ,7. ','he pr'essul'e ratio thu s becom es a refleclion of the number of
atmospher es of pressure generated .
Pressure ratio =
14.7 + OOost
14.7
Example:
Far 5 psi boost :
PR ;
14;.; 5; 1.34
In lhis exam ple, app l'oximalely 34% tnQr'e air will go into the engine than
lhe en&rine could have consu med by iLse1f.
For l 2 ps i boost :
PR ; 14.7 + 12 ; 1 82
14.7
Be re, appl"Oximately 82% more air wilI be going Ulroug h the system. Pressure is also measured in bar, short for bar ometric (l bar = 14.7 psi). i n the
above example, a pressure ratio 01' 1.82 eqllates to a n intake pressure of 1.82
bar. 1'his LerlTI is lIsed in high-class turbo cil'c1es (which explains why it does
nOL appear again in this book).
Compressor elliciency
g ~ ~
~.(bRo
~
CO'
40
Dellsily is degrade</. by
lemperaJ.ure; lhel'e{ore.
actual ail'-mass
iftcrease
IS
aLways less
2.0
1.0 I;,--~-'-;"';;-'-'"~-;;,-;;~.......,c';'-~~;;1.0
1.5
2.0
Densily ratiO
2.5
(Ec>
3.0
27
Here, flow ratc is in erm and displacement is in cub ic ioches. The .5 is due to
the faet that a four-strokec.:ycle engine 6Jls its cylinclers onJy on one-half the
revolutions. Ev is volumetl'ic efficiency. The 1728 co nverts cubie ioches Lo cu
bic reel.
Example:
In a s mall-block Fard, letsize = 302 cid, rpm = 5500, and Ev = 85%.
T hen
Airflow rate =
= 408 c(m.
;[
~
.!!!
y-axis.
i,
~
~
:ll
;;
()
350
Olsplacemenl (CU IN .)
400
450
28
With the basic engine now rateestablished, the flow 'a le under bOOSl can be
determined. The pressure ratio times the basic engine Row rale lhen becomes
Lhe appl'o:dmate ftow rale under boosL (neglecting volumeLric effic iency): the
number we ' re rcally after. In t he small block Fard opel'atingaL 12 ps i bocsL:
'1'0 convert cfm to thc more cancet term oC pounds of air per minute, erm
mus Lhe multiplied by Lhe density OfaiT aL the working altitude (soe tablc 31).
COMPRES SOR EFFICIENCY. In concept, compre5501" efflciency is a measure of
how well the comp ressol' wheel can pump air without heating the nir mOre
than thermodynamic Jaw says ii s hould. 'l'herrnodynamics says thcail' tcmpcralure should rise a tertain amount based on the pressure ratio. That temperature rise would be ealled the ideal temperature rise. When the temperature is
aetuaJly measured, it is always higher than the t hel'modynamie eaJculation indieates itshould be. The measured temperature rise s, of(.'Ourse, the real temperature rise. The efflcieney is the calculated temperature rise divided by the
real temperature rise. In essenee. efficiency is how wel! the compressor reaUy
behaves with I'cspect to how weH thermodynarnics says it should behave.
Al! compressor whee ls operate with peak percenlage elliciencies in lhe seve ntieso Choosing compressor size becomes mostly a question
where that
compressor's efficicllcy peaks with respect to the now capabili tics of the engine/tul'bo system.
With nn llndcl'slanding of the terms pressure ratio, density ratio, airRow
rate, and compressor efficiency, the basic information necessal"y to selecl a
compressor fOl' a given application is al hand. l n genera l, lindel' 7 psi is low
boost. 7- 12 psi is medium boosl, ami over 12 psi is high boosl. Working
through the example of the small-block Ford with several choices of compres501'5 wilI iIIustrale lhe pl'ocess of calculatioll as well as the imporlante afplacemcnt of lh e efficiency peak. A s tudy of Fig. 3-6 indicates t he efTect of a
compressar's efficicncy on charge tempel'alures. In general, compressor effi-
or
Altit.udc (fL!
rabie 3-1. Vario/joll o(
ai,. pressltl'e QJld lemperall/re UJilh allitucle
BOOO
Air pressure
li n. hg)
29.92
28.86
27.82
26.81
25.84
24.90
23.98
23.09
22.23
9000
21.39
10.000
11.000
12.000
13.000
14.000
15.000
20.58
Sea leve!
1000
2000
3000
4000
5000
6000
7000
19.BO
19.03
18.30
17.58
16.89
Temperahtre
1"1')
69.00
55.43
51.87
48.30
44 .74
41.17
37.61
3l1.05
3M8
26.92
23.36
19.79
16.23
12.67
9.11
5.5:')
Relat ive
de-n sit
1.00
.997
.993
.989
.986
.982
.979
.975
.972
.969
.965
.962
.958
.95.
.951
.947
29
3 .5
3.0
'~
CII
2.5
a.
2.0
1.5
1.1~
__
~~
150
__
200
__
~L-
250
300
350
400
Setecting
Turbine
Size
30
CH~PTER
3:
3 40
AIf. 3 -7. NeClr(v yOV
3.20
300
2.80
2.60
Q
~ 240
eo
~ 2.20
e
a.
2.00
96400
160~~
1.40
120
46100
lOOL-~",~~,"~~,,~~~~<~~~t,,'*'~~~>ot,,~
150 200 2SO 300 3SO 400 450 500 5SO 600 550 700 750 800 850 900
Alrtlow (cfm)
3.40
3.20
3.00
2.80
0,,: H-3
,~
al
111
work
1204"9
/
2.60
I 2500!}
t!' 2.40
o
~ 2.20
,
Q.
2.00
105500
1,80
96600
160
I 40
I
20 ~'--~c::;;::::;;2;:
46200
1 OO!
'1
150 200 _\o 1CO ,SO "00150 500 550 500 550 700 7SO
l\irllow (clml
SELECTlNG T URBINE SI Z E
31
Eltduce bofe
Turtllne
wheel
5hafl
T U/bine oUllel
\ _ _ _ ExhaUSl hOUSIIlg
Turblne
miel
In making Lh is selcction, Lwo quantiti es muslo be dealt. wiLh: basic Lurbinc $IZe
and area/radius <NR) ratio.
BU1C TURBINE SIZE . Consider basic Lurbine size a measul'C of the tUl'bin c's
abi li ty lo generate lhe shaft. power required to dri ve lhe compl'CSSOI' al. the flow
raLes dcsired. Larger t.ul'bines, thcl'cfol'c, generaUy olfer higher power ouLputs
tha n s mallCl' Lm'bi nes. For a large mensu re ofsimplicity, t.urbine size can gen
el'ally bejudged by lhe tul'bine's exducer bore, Whil e this is a gross s implificatio n ofLhe science ofturbines, iL is nevcl'lheless a reasona ble repl'csenlation 01'
the lw'binc 's flow capability,
Tha graph of exduce r ho re versus intake cfm is nOL a selection t.ool bul. an
approxi m:.l te size l1ldicatol', A reasonable Lurbine selecLion melhod is LO con4
Flg.3-.10. ilppro.xwwtt:
3.5
3.0
.S
2.0
S
,5
50
-....- -
100
MI
100
--t--
~--
00
:.00
e',
.~-~
81JO
~()O
32
CHAPTER
3:
sult the sallrce from wholll yau are purchasing the turbocharger. Certainly a
choice will cxist whether to err on the high side 01' the low sicle. Again J lhis
choice falls within the scope ofthe original objectives ofthe turbo syste m. 1 wiU
go for the higher side every time.
CHOOSING AH AJ R RATIO. WhiJe basle turbine sizc renecis a mensure orthe tur
bine's f-low capabili ty, t he NR ratio is a rnethod oC fine tuning between basic
sizes. To easily grasp the idea of a n NR ratio, imagine the t urbine hOllsi ng as
nothingmore than a cone wrapped a round a shaft to look Ike a 5nail. Unwrap
t hiscone and cu l ofTthes mall end a shortdistance fl'cm the tipoThe ha le in the
cnd of the cone i5 Lhe discha rge a rea. The area ol' this hole is the A of the NR
ratio. The size of the hale is significant, as it determi nes the velocity with
which exhaust gases exit the turbine sCl'oll and enter t he turbine blades. For
any given rate of OO\V, a smaller exit \Viii require that the gases llow faster.
1'hus, the arca ofthc exit 15 imporLant in controll ing tbe velocity ol'the gases as
they enter the turbine blades. Th is velocity has much to do with controll ing
the actual speed ofLhe turbine. It is necessary to keep in mind tballbe arca of
this exit is the conlroUing factor in the bad side-cfTect ol' exhaust gas back pressure and, thus, rcversion into the combustion chambers.
The R ol' the NR ratio is the distan ce from the center of the seclion arca in
t he cone to the cen ter ol' th e turbine s han. AH As divided by t heir respective R s
wil! give the same dividend:
Al
A2
R = No
Aa
A"
= R. 3 = R4
A6
= Rs = R6
A5
or
Area
";-:'-:F", = t'Ofl.sI.O.llt
Radius
The R also has a slrong nflu ence in controlling turbi ne s peed. Ifone imag.
nes that the turbinc blade tips will trave l abouL a fast as Lhe gas is moving
NR
rollO
33
when it elllers the tip area, il iseasy t.osee lhata sOlallcr R wi ll imparl a higher
I'otating speed to t he turbine.
Flg. 3 1.2. To increose
tltrbilfe spced, which
uaries witl, chonges o{
lhe NR ratio, il is
almost a/wa)'s tJr.e
discharge aroo tllat is
chollged, with the
radius remailli"g
Discharge area
~
;
----
Exhausl
IIow
colIstall.J.
ExhauSI
lIow
It is 01' furthel' value lo noie thal a larger R will efTectively give t he turbine
shan gl'cater torque with which to dl'ive lhc compressor wheel. 'rhe same force
(ex haust gas) app lied wilh a grealel' lever arm (R) puts more torque in oo the
shaft. This, on occasion, can aJlow a biggel' compressor wheel ir conditiol1S so
require . .In pl'8ctice, however. it is almost always thc A that is changed, whi le
the radius remains constant. A simplifled approach lo choosing the NR ratio is
su mmed l1p in F'ig. 3 l3.
Selecting what appeal's to be a 10gicaJ starLing point fol' an NR ratio is one
lhing, but aclually getting the right ane syel anolher. rrriaJ and error is usualI,V necesS31'y. A I'casonable choice can bcjudged by Lhe numbel's, 01' 1.0 some exlen!. by performance ami responS. Judging by lhe numbers I'equires
meaSUl'ement of cxhausl manifold pl'essul'C, 01' turbine l1let pl'essure, amI
compsl'ison with boosl p,cssul'e.
'fhescat-ofthe-punts feeJofan impropcl' NR selection is sluggish booal rise
ifthc ratio is too lal'ge. 'rhe ratio can be so big as to kcep lhe turbo fl'om tu,'ning
fast cnough lo produce tho desil'cd boost. Ifthe ratio is on the small s ide, the
turbo response can be so ql1ick as lo seernjumpy and difficultlo dl'ive smoolh
Iy. rt will also show up as fadi ng power in the uppel' thil'd ofthe engine's rey
range. 'rhe feel is simihll' to that of l nOl'lTInlly aspirnted engine with a VCl'y
small cal'burelor. "Choked" is a reHsonable description.
Split-lnlet
Exhaust Housing
A split.-inlct exhaus l hou s ing permita the exhaust pulses lo be grou ped fol' separated) by cylindel' a1l the way to lhe lurbine. 'l' hc mel'il of doing this is in
keeping the individual package of cnergy, {In exha ust pull, inlact and unrna
lested by othel' pUlts all the way to I he t urhine. Th cnn give the turbine a lit
tlt! better kick to get i t moving. When you ronsuif'1' t.hi~ nbsoluie barrage of
pulses and enel'gy crnning clown IhC' luhe fmm 011 eight~l. dinder engine. the
34
A
A
A
Ralo
15
_ 1.4
14
12
A
A :.7
6
4
10
12
14
16
16
20
Lurbine will get more energy than il needs fOI" almost any given situation .
'l'hus, a split hous ing wiJl make zip fOI" improvement on a s ingle-t.urbo VB. A
rour-cylinder, by compar iso n, which sees only ane putt every 1800 0f crank rotation, needs al! the energy iL can gel from esch pulse. Keeping them sepa rate
and undisturbed wiU Lh erefore pay some dividends,
tlteorelt.eally offers a
small performance
uduQntage by keeping
e.xAausl pulses In CJ
tighl bundle all the
way ro the lur{)/ ne.
1'his is mor effeclwe
{or engines wlth fetucr
c:ylillders, and Iltu s
{ewer pulses, per cugme
cyclc.
Two Turbos
or One?
Several reasons exisL for giving falsc considcl'at.ion Lo lIsing two Lurbos whel'c
One mighl othel'W;RC do tbe job, Pl'ohably the most populHr notion of the ad-
DESIRABLE FEATURES
35
vantage of two turbos is rcduc(."<i lag. T his notio n is gencra Uy hard to jusLiJY.
HaJItheexhaus t cnelgy put through each oftwo turbines, wilh inertia propor-onal to the squ8re and Aow proportionalto the cube, is not necessurily condu cive to produ cing less lag. Multiple turbos imply more power. Power lS, in parl,
a runction of eiliciencies. AJI otber things equal, a big turbo is more efficient
lhan a small one. Pizwzz is a rcasonable consideratlon whcn tUlbocharging a
F'errari, but the same logiccannotbe applied lo a turbo installation on a pickup
truck. Good reasons do exist. for usin g t.wo tu rbas. 'rhis is particularly t rue
with respect to V-style or horizont.ally opposed cylinder layouls.
Exhaust manjfo ld design is one or the keys to high power outpu t, and lhe
Lwo-turbo layout inh erently ofTers superior manifold des ign o'1'he heat 1088 of
the cross tube in V-style engles can be cons iderable. Remcmber, it is in part
lh is heat that. powers the turbine.
A two-lurbo design wiIJ usually require two wasteb~Les . Other than the minor problem of synchro oing the Lwo gaLes, much gr eater co ntrol oI" hubine
speed aL Jow boost pressures can be achieved. The stabiJity ofboost pressure aL
high Bow ra tes is also improved. lfremote wastegates ale usad rather than integrals, the acLua1 exhau sL gas How area can be enlarged by giving the gaLes
t beir own tailpipes.
Greater Lurbi.ne di scharge a rea is always an improvement to "he syste m.
'rUlbine disc harge pipes from two turbos will vir tual ly always give a laJ'ge now
increase. Far example, lwo 2 1/4-inch-diameter tubes ofTer s uhs tantially more
How area thanju sLone of 3 inches.
A rurther reason two turbas oITer superiority under certaio condi tions is
t.hat the heat is divided bet.ween two mec hani slUs, allaw ing each to operate
w1th lower heat input. 'l' he heat.a bsor bed into the matarials of the turbo is proportionaJ to the temperature ofthe gases and their mass rate of flow. The temperature will remain the same, but tbe mass rate al" How wUl be halved. rrhus
the operating telllpelaturc orthe Lurbo will be red uced, and ils life expcctancy
somewhat improved.
Desira b le
Features
36
CHAPTER
3:
ANO FURTHERMORE
Flg.
3-~5.
Tite turbo
i"/erlJals.
DESIRABLE FEATURES
37
won't produce lny boosl until the upper halfofthe rev range. IJ'his is impJ'acti
cal fOl" thc flexible requirements ora streeL turbo. Compromisc al bolh ends is
necessory. Don't fal! for the journalistic gag 1hat the mcrit of a tlll'bochargcl'
systcm is how SOOI1 it will produce boosl.
TURBOCHARGER
LUBRICATION
The problem of lubri catjn g a shun s pinning inside a s leeve-t..y pe journa)
bearing wAs Slved IllBny years ago. No new scicnce \Vus necessary whon the
turboch81'ger came along, even though it presenied a couple of new t.w i sLs. The
new twists were t.he tremendous heaL in the turbine side a nd t he cumulative
dsmage t.o the oil by t.he migration 0 (' th.is heat. int.o Lhe bearing secti on. 1'he
bea deteriorates the oil and quickly makes it. unusable. Solutions f.o these new
t.wists on the oiling pl'oblem have a1wa.Ys been rendily I;lvai lable but. havej ust
rece nt.ly becn implement.ed. Reasons for delay, one presulll.es. wer e eco nomics
and fear of sales resistance. The eco nomic aspect of Lhe oil problem was th e
OEMs' reludance Lo incr ease prices by the amount necessary Lo pul a waLer
cooling jacket around the bearing section. The sales problem was th e reluc
tance of'the sales departm nt. to tel! the cons umer he must ch('nge the e ngine
oi! with greater frequen cy- feal~ 1 suppose, that. the end user would shy away
n'om what incorrectly appeared to be a highmaintenance product.. lt'sj ustanother example of the sad stat.e of affairs when sales and accou nt.ing ovel'l'we
sound engineering. The st.ory ends on an upbeat note, however, as virt.u ally a1l
OEM turbo cars now have water-cooled bearings and Lhe recom mendation of
frequent. oil changes. H ad Lh is state ofaffairs existed from the start ofproduction ofOEM turbes, Lhe English language would be missi ng Lhe less-than-colorful phrase "cokedup turbo bearings." Pity.
Flg.
4-~.
A ix.,(lring
/oouy deposts of
charred oU ccm expecJ
imuUTuml de.mise.
A coked-up bearillg is
lhe result of using oil
IUUh insufficient hightempera/ lire stabilily
a1l.cllor "ol challgl l/g oil
(viiI! sufficielll
(reqwmcy.
or,
39
40
Bearing?
Coking is nothing mOI"e thnn charred oil residuo accurnu lating in Lhe turbo
beruoing secLion Lo such an extcnl th.a1 the proper fta\\' of oil Lo the bearing is
eventuaJly blocked. The seriously comprom ised oil flow will ki1J Lhe turbo in
sbort older. F'ourlhings gnng up on the turbo Lo cause a coking problem:
Oil wilh inadequate hightemperature capability
.. O I wilh a wide multiviscosity range
Extended oil-change inLer vals
.. Excessive heat in the bearing sectio n
DeaHng with these problems and the mechanics of a clean, cool oil supp ly is
the focus of this chapter.
Q'
Seleding a
lubricating Oil
' I' he selection of a type, grade, and brand of engin e oil should be done with
some forethought and perhaps even a little R&D. Please weed out all oJd family
biases toward Rosie's Red Re-Refined 'cause Dad used it back on the farm and
wouldn't hear ofusin' nothin' elsc. Dad may noL have cha nged much ove r the
years, but engine oil and traclors have made progress measured in ordel's of
magniludc.
Here's what yau need lo do: First, get a reel for whaL the lubricant is supposed 10 do for your engine and wbat special requirements your si tuati oll imposes on the Jube. These dala will tell you what type af oil will best fit your
needs. Secand, can5ider Lhe climate and operating conditians the lube must
endure. Thls info tells you wh at viscosity and level af scvel'ity (grade) lube wil!
do the bestjob fOI" you.In general, it is besL to avoid wide-range, multiviscosity
oils, as the matcriaJs added thaL create the mult.iviscosity capabilily al'e the
same materials lhat cause th e coking. Thus 20W-50 is c1early betLer turbo oil
than lOW- 50. A straight viscosity is best of a ll, with a t.en-poinL higher viscos1ty in summer. If it is possible to determine the dctergent rating a nd antioxidizing rating, good turbo oil will be h.igh in thosc two catego ries.
Now you know the type and grade of lube thal lS you!" best choice. The one
remaining facto l" is t he brand Lo buyo T his boi ls down to availability, pricc, and
what you r R&D efforts teH you i5 truly the lubricant fOI" your engine. One can
be relalivcly cer tain t hat an oil formu lated for turbo use, and so adverl.isecl,
will be an adequate lubricant.
Types o,
Lubricants
Water-Cooled
Bearing Housings
'rhe turbo bcaring hous ing with a water jacket around the bearing chamber
has virtually eliminated theproblem ofoil coking . The cooling capability ofthe
water is such Lhal the oil seldom reaches t-he temperatul'e al which it begin s to
break down . Of cOUJ'se. all a il s ubject lo high-temperature use breaks down
slowly over ti me, so the need for pcriod icoil changcs s ti ll exists. 1'heoil-change
int f',"vul th us becomes onl y sli gh t1y less tha.n with an atmosphericengine.
41
Odln
Beaung
Waler
cav'ly
Water 0111 + -
+-- Water in
Qitoul
400
Coking temperature range
The fl.On-waler-cooled
100
.5
10
1.5
2.0
2.5
3.0
Tbe turbo slll"vives with su rprisingly low oil pl'ess ul'e nnd flow. Ii is virtually
cerlain thnl all engin s in prodllction today have enollgh excess oil-pumping
capacity to adequately take on the additional requircment 01' lubricat.ing the
turbo.lfyou know a particular enginc was shortchanged in the oiling area on
original design. ii is ccrtainly a good idea lo fix il. However. fix it fa, the en
gine's sake and no1. fOI" lhe ndditional bllrden al' the turbo. Obser ve lhe basic
lower limits aroi l pressure nnd Uow publishcd by lhe t.urbo manufacturer and
yau can'l go wrong as far os lubricalion is concerned.
Too much oil pressure can create prablems with turbas. Il is possiblc lo
force oil pos t oil senls that are in perfecl condition ir oil pressure exceeds 65 to
70 psi al the turbo. Ir a particular engine crea tes more oil pressurc lhan the
seals can bundle. it Inay be necessa ry Lo inslall a resLricto!' 01' bypass systenl t,u
reduce preSSUl'e al. the turbo.
Problerns o' oil pressurc overpowerlllg' lho seal arE:! evident in a frequent ir
not quile constant smoking problem. Anytime oil prl" '1lr exceeds lhe 65-70
42
cwailable (o
lhe turbo beorillgs be
meas ured (J.nd provell
Pressure before
Ihe res trictor
,055-.065. reslriClor
P - 30
Pressure after
lhe rosirictor
ad('(/uale.
Turbo
FIg.4-5. Ollpressure
I / Aes'''c'~
Pressure
check gauge
0iI relum
10 engine
Turbo
psi range sud smoking persisls, a restricto!" or by pass s houlcl be ins taJ led prior
lo any other changes.
These are good gujelelines for virtually aU turbos:
ldle, hol
Maxitnlllll !(k'ld
Oil Coolers
0.1
0.5
oils. FOI" sll"cel engines. bolh synlhelic and mineral-bawd oils have lhe same
lower lcmpl:!ratu rc rec!uiremt:nl (150"'F mi nimuIn ), b\lt. syntheti cs con operat.e
\.11 nhflllL 10"F higher /270'}<~ Vf' IT l l~ 230F rOl' minp l'a l-bascd ). 'l'here rore, yO ll
43
may need a n oi! ceoler fyou use mineralbased oil and perhaps not if'you use
synthet.ic.
lt. need s to be lIJlderstood that oH t.emperatures below these minimums will
dCb"Tade dl.lrabi li ty just. as s urely as excecdi ng the maxilllulTIs. The installation
or an oil temperature gaugc will tell the whole swry. Do that berore installing
a n expensive oil cooler system. 'fhere are occasions when both oil and water
tempera tu res are on tbe high side but neither is out. of bouncls. Tbis situation
is ideal for an oil cacler, which wi ll remove enough extra heat from the entire
system to also reduce the water tempera tu re. l'he presence of a good oil cooler
can easily drop the water temperature by 15"The thermostatically controlled
oil syslem is a good idea: the oil must reach a certain preset. temperature befare
the thermostat divelts it to Ule oil cooler. Do keep in mind Lhat unlike water
cooling systems, ihe ther mostatically controUed oil system will not require t.he
oil to reach the minimum acceptable operoling temperature, because the oil
thermostat. does not. block the oi l Clow but merely djverts it. Tt has nothing t.o do
with the maximum t.empc.ratul'cs eiiher.
Oil Filters
The t.urbo creates no s pecial f1ltering requirements. lt is ccr t.ainly within the
acccpt.ablc range ol' reason, howevez~ t.hat. the real motorhead may want to care
rol' his highperfo,"mance engine a bit bctLer than relying on the stock filiT8
tion equ ipment. A wide val'iety ofgood component.s are avai1ab le.
Oil to
and from
the Turbo
The plumbingthal feeds oil t.o the turboand drains it back lO the engi ne is pel"
haps ihe weak link in the enUre schemc ofturbocharging. 'l'his is definitely the
place for a fiftee n~ cent par t. to fail anel take out a sevenhundled-dollar turbo
- 01', \Vorse yet, an engine bearing. The following should be considered mini
mum requjre menis. Do a thorough job, and don 't hesitat.e a mjnute to s pend
even more $ attemptin g to esLablJsh bragging rights on bujlding the fail-safe
turbo lu be system.
'l'he oillines feeding the turbo must meei the requlrements of pressure and
temperatura (use twice the oil-tc m>erature maximum allowable) and be hydrocarbooproof. Metalbraidprotected liDes are hjghly desi1'8ble {'rom the
standpointofabrasion. chafing, and vibration resistance. Use caution in allow
ing the metal braid Ene Lo touch allyth ing, as it will J'requclltly damage t heothel" item .ir relativo motioD e:Ost5. Far c.xample, a st.uinle::;s sleel braid linembbing on an a1uminulI1 valve caver will abrade a slat right into Lhe cover. }\n.
chal' lhe oill ine in severa I places lo elimi nate relalive 1111'( ion. 3ud support. the
44
Frame
eliminale failltrcs.
Engtn8
/
end fittings. Supporl oftheoillines near lhe end fittings will eliminate fatigueinduced failures of these fittings.
OH return Hne design is even more stringent thao oil leed line design, Even the
position ofthe turbo relativeto the cngine shou ld take intoaccouni the require
ments of positioning the oil drain line. The turbo must be positioned high
enough to allow a downhill drain lo the oil sump. The focu s of the Pl'oblem is
Lhat t11e oi! seals in the turbo do not ope'r ate well if they are complctely bathed
in oi!. Oil thal has passed through the turbo bearings musl be free lo drain out
quickly and without any serious restriction . Gravity is t.he only force available
lo oid the bearing section oi" oil, ~md gravity s, by alltclaLive s tandards, a wimp.
The layout oftho oi1 drain syst.em has a few fundamentals Lhal shou ld be ob
served:
EXIT "HGlE FROM THE TURBO. Virluslly aH turbas allow a 360 I"otation of th e
bearingsection relative to the ex hau sl and intake housings. '1'his is to permila
nearverlical downward ali!,'T1menl of tbe oil drain hal e. Vertical is the ideal
alignment, but. where necessary, lhe deviation Illay be as great as 30.
SIU Of DRAIH HOSE. Whe.re possible, a minimum nside diameter 01' 112 ineh
shou ld be observcd. lt. is frequcntly necess8ry to compl'omise the J/2inch TD,
and this is permissible when othe!' factol's are favorable. Fo!' exa mple, a ] /4
inch ID I'estriction al the fitting where the oi! passes back into the enginc may
workjust fine, but it is unJikely to work al all at the turbo cnd oflhc lineoKeep
in mind that no oil pressure ex.ists afier the bearing, and low-presslll'e flow reqllires much greatel' flow area 1'01' equnl flow rates.
ROUTlNG Of THE DRAIN HOSE. ldeally, t he drnin hose ShOllld swoop smoothly
downward and are gently ovr into the oi l pan with no k.inks, sharp bends, or
rises. r:quipment hanging off the side of the engine rarely permits the ideal lo
45
30' I
30
/\/~
\
,,
\ ' , I
\ 1II
\1 11
). ~1\
11
I
'\
llLsegmen,
n~'we'd 0'
01 tube
b.a,e
TI
ltJ=o
D
v~
<lU!1(3
~'
Segment 01 lube
be achicved. Effort and forethoughl are neccssary herc. Kccp the hose clcar of
heat radiated fram lhe cxhaust housing and mnnifolding. Insure lhat il is not
subject lo damagc rroln road debris or is suila bly pl'otecled.
Special
Requirements for
Low-Mounted
Turbos
Situations frequently dictate mounting the turbo so low in the chassis thal
gravity drain back to lhe oil pan is out oflhe question. While gravity i5 slillthe
prime mover to gel lhe oil out of the bearing cavily, A sump 01' small reservoir
illlmedil1lcly below the lurbo will be necessary lo coJ1ecl the oil , which can lhen
be relurned to the engine oi1 sump via a pump system. Pcrhups lhe d everest device in thi5 circumstance is lhe oil-pres5ul'e- powcred scavenge pump. The oi!
Aew to Lhe turbo i5 lIsed lo power n pump lhat in Lurn scavenges the oi! sump.
A \Vide vnriety o fd evice~ on lhe markel endeuvol' to pl'ovide oil no,"" lo Lhe tUl'
bo bearings when the cngina i5 nol running. These m('rhanisms are D.ttempting Lo solve three bnsic problems. as perceived by lh~'ir , \r.~ igners:
46
I I
Lil
I I
I I
Q
I
I
I
I
I
g~aler
Orl pump
$ump
supplying lubricant 1.0 Lhe LW'bo prior lo start- up. lo repl3ce oil t.hat.
drains away while lhe lUl'bo is s\.uliollary
supplying lubricanl LO t he turbo afl.er englnc shuL-oITstops the oil pump
p llmping a ;,rive n amoun l. of oil Lhl'ough Lhe t urbo rutCI' s hut-ofT, lo hclp
remove heat. from the beal'ing cavit.y. reducing Lhe oil's tendency lo cake
While aJl t hese intentions are honorable enough, Lhere are a few fla ws in th e
schemc:
AH of lhe oil does nol. flaw out or the Lurbo bearing. Fu rthcr, the turbo
does not eap int.o act.ion on st.art-up. Uather, ii. achieves a roLational
speed ai die similar lo tbal ofyour ceili ng fun ,
When sn enf,ri:ne i8 turned off. t.he instani the sp8rk is discontinued, heal..
Avnilable lo tbe t urbo fol' it.s driving power is I'etnovcd, and t.ho turbo
stops, Generally, Lhe t.urbo \ViII st.op befare Lhe cngine's roLntion ceases,
A non rotat.i ng turbo needs no lubrication,
Removing heaL fram Lhe ttu'bo i5 a1wnys a good idea, Hawcver, el turbo
Lhal i5 already air cooled, oi l coolOO, aud probably wat.cl' cooled is going
lo enjoy ILtl e extra bene(it. f l'om one more qU81't 01' so of oil pumped
t.hrough it t.o coal ii. Not (."'Ost.-errective,
Dclcl'lnine precise!y whut. a n oil system aid will do for you and for the manne r in which you aperate your automobile. Ir the aid suits yow' needs , buy iL,
a nd good uck Lo you.
ANO FURTHERMORE
t he l)il evcry 2000 miles, and uses high-<Iualit.y oil , turbo lubrication failurc~
ore"'l gll lllg lo happen. Water'cooled bcaring:> .",uro l!tal beariog housiog
wmp~ l 'atul'es never l'cacb lhe oil bl'cukdow n LIm pt'l'al ure. Please resist t he
irll:<'lllr~oih'I'$ and lube!'s" foi l syst.cm a idsl a~ thl' S;!VIOl' ofturbo bcm.l"in gs, The
lIuver tl:icd meril. of tht~~( dcviccs i.8 bas~d UIl rHllac:it1lCi informatio n, In lIly
opinion, thl!Y fU'( ' worlh lesti,
INTERCOOllNG
./
_
II1IVochorger system
(
1
Compressor
Alrfiller
_(
I I~
Turbine
f-III ~\'\uDJ
<,.
~
.I
I
Tailplpe
I ~ RULE:
Wastegate
Inlerc:ooler
'--
0000
'--
~
)
'-'
JI:..
"- Plenum
Remov ng heal fram Ule nLake charge has two huge al" as 01' merit. Pil'l:> t.,
Lhe reduction al' t.emperature makes tlle intake chal'ge dense!', 'fhe increa~e 111
density is pl'oportionol to the change in temperature (measLtrcd on Lhe ab:5l1'
1ute scale), Denser intakc charges moke rnOl'C power. ~con d. bu\. no l es~ 1m
portanl, 1S the lerrific belldit lo t.l1P combuli lion pr(Jt:~' brought nbCJul h~
47
48
CHAPTER 5: INTERCOOLlNG
a typical a{lermnrhel
repLclCemeftt. {or Ih e
recluced temperatures in the intake char ge. Detonation is reduced by any reduction in intake temperatures. 'J'hese two areas of merit are the reasons a
proper inlercooler can ncrease the power a ndlor margin ofsafety orthe tUI'bacharged engi na. For a discussion orihe testingprocedures nvolved in evalualing an intercooler systcm, please refer Lo Chapter 14.
Design Criteria
Esprit.
Design criteria for cl'cati ng sn int.ercooler are many and varicd. These critcl'ia
will out1ine the considerations fOI" bu il dingan inte1'coolel' thai maxi mizes hcnl
removal and minimizes boost-pressure loss and any lag nerenses.
HUT TRANSFER "'REA. Heailransfer a rca is the sum ofall i he plates and shells
in the heatexehanger core t.haL are responsible for Lransmitting hentoulofthe
system . Easy to see thal ihe greater the heat ll'ansfer atea. the more efficient
the intercooler. This is nol a case, howevcr. where twice the area doubles lhe
emciency. A 10% inerease in core wilJ nelyou ubout 10% orihe amountyou did
not get oul the first lime. Therefore, every 10% !lcrease will become less ami
less importanl. Far example, ir an existing intercooler core mensures 70% cm
DESIGN CRITERIA
49
cienL, a LO% core ncrease should yield about 10% ofthat missi ng 30o/r, 0 1' a new
efficiency of 73%.
INTERNAl Fl OW ARE A. Streamlining inside 8 core is bad by designo The harder
il. js fol' air to find its way thl"ou gh a core, the more likely it will give up ts
heat-obvious ly the major objective. But Lhe bad side is that th is pool' sLreamIiningcan cause large boosL-pressure dl'ops. To compensalc rOl' bad sLrcamlining, the internaJ Row a rca mllst be made large enough to I'eally slow the air
down inside the intercoolCl-, so as to reduce now dl'ag and kcep pressu re losses
to acceptable levels.
Plate-and-shell core
~ ~~ ~
Extruded-tube core
I~
RULE: The si ngl e most important as pect ofinlercooler design is low internal presslIt'e loss.
T lme
:;
fl 010Vrote x 2
50
CHAPTER 5: INTERCOOLlNG
prouide culequale
ambient nirllow to a
horiu)Illally mounted
intercooler.
Example:
Let volume of intake = 500 cu in. and ftow rate = 150 crm at a cnuse speed
of approximately 2000 rpm.
Thon
Time =
500 in
l50
ft
mm
60 sec
mm.
. 3 x 2 = 0,23 sec
1728 ~
ft3
Calculating the
Value of an
Intercooler
The change in densil.y of the intake charge can be measured relative to the
temperature change brought abouL by t.he intercooler. For example, suppose a
tlubo has a compressor: discharge l.ernperalure of 200C1f' aboye atmospheric
tempera 'ul'., thaL s, abouL 740 absolu'o on 0.11 80'F day, (Zero degrees aboolule is a bout 4601': ; add 80 lo gel 540: 200 aboye lba l tempcraLllre s, the rcfore, 740" ab~o lu te. t lf wc Insert .a 60"{ efficent in tercooler into l he sysLem. we
51
would I'e move 0.6 x 200 F = 120F' from t he system, leaving a gain of just
80F rather than 200F: Or a n absolute of5400+80 = 620. The density change
can t.hen be determined by the ratio ofthe original absolute temperature to the
fmaJ absolute temperatu re:
Density change
"
'fherefore, this intercooler will yield a gain of about 19%. 'fhis means tbat
19% more air molecules will be in the combustion chamber t han otberwise
would have been . AH other things remaining equal, one would expect a simil ar
gain in power. This, unfortunately, doesn 't come ahout, because of pressure
losses caused by the aerodynamic drag in side the intercooler.
T he corresponding power loss due Lo boostpressure 105s can be e5timated
by calculating the ratio of absolute pressure with the illtercooler to that with
out the intercooler and subtracting iL fTOro 100%.
Example:
If2 psi out of 10 a re lostdue to intercooler drag,
POlUer
loss
= 1-
14.7 + 8
14.7 + 10
= 0.08 = 8 %
This indicates that ftow losses through the inoorcooler amount to 8%.
The idea that the lost boost can easily be recovered by adjusting the wastegate, while attractive, is nat quite correcto Certainly, ir baost is increased the
pawer wiU rise, but one cansequence ofthis is that t UTbine inJet pressure wiIl
rise iryo u attempt to drive th e turbo yet harder. More turbine inlet pressure
Cl'cates more reversion, which creates more cambu stion chamber heat., which
reduces charge densilies-and on and on. Thus, ane can see Lhat to sorne ex
ten t, recovering 105t power by turning up tbe boosl is in parl un exercise in
chasing ane's tajl. 'Ti s far superior lo design and buiJd the l11ythical zel'oloss
intercooler.
Flg. $6. Jnlercooling
token seriously.
52
CHAPTER 5: I NTERCOOLlNG
Intercooler
Temperature out 01
Temperature out o,
interCOOler (TieJ
turbo compressor
Tu","
ro engine
Calculating the
Effjciency of
an Intercooler
The idea hel'c IS to compare the temperature z'ise of the intake air caused by
the turbo lo the amou.n l of heal removed by the intercooler.
Temperature r ise thr.ough the compressor is compressol" outlet temperature (T col minus ambienL temperature (Ta ).
Temperature rise :; T eo - T a
Heal removed by the intercooler i5 the temperature dirrerence between air
cxiting the compl'essor (Too) anel air exiting Lhe int.ercoolel' (TIO ).
Tempera/are removed = T c-o - T .o
Intercooler efficiency (E) is thcn lhe lempe rature removed divided by the
temperature rise:
E = 1'co - T ,O
,
7' - 7'
'"
intercooler mounled in
the Nisson 280 ZX.
"
53
Example:
Lec To = 80' F, Tro = 250"F, and Too = 110' [\
Then
250 - 110
E, = 250 _ 80 = 0.824 = 82.4%
Choosing
the Type of
Intercooler
Plale-slyle
illtercooler rores
a
good ba/om:e
ambien/ IJS . cJUlrge a;r
flowarea.s.
Fig.
~:1 0.
or
Curren tly, there are lwo t,ypes of intercoo lers s uitable for ~t reet. use, the air/ail'
unit. and the air/water unit. E3Ch has its OWIl a reas of merito 'fhe decision
about. which is most suit.able fol' a particular a ppUca tion is based on the merils
of e8ch wiLh regard to Lhe configuration 01' Lhe vehide.
The ail'/air unit. will gellerally have greater simplicit.y, greaLer thel'mal ef'fi~
ciency aL hj gh specds, greatel- reliability, lowcr mai nic nnnce, and lower cost.
The air/wat.er unit. will gencraUy ha ye betLer t.hermal elliciency at.low speeds.
beiter thl'ottle response when a m ass-fJ ow m etor~eql1i pped EF'I syst.em is
present., lowcl' boost-pressure loss, and less compressor surge. Space requ iremenLs 01" plumbingcomplications may dicLaLe thaL a n adequateJy sizcd a ir/air
unit. cannot. be used. Thus the choice is sometimos made withoul a ny fUl'ther
considerat.ion.
arre,.
54
CHAPTER 5: INTERCOOLlNG
Deslgn of the
Air/ Air
I"tereooler
A variety 01' facto rs must receive equal and adequate atte ntion whe n (.."Ollfigul'ing the air/air le. A truly baJanced and optilllUID design isjust a case oC work
ing at the details LLntil a1l racets oCthe layout. are within Lhe specifications
outlined in lhe following paragraphs.
INfERNAl FLOW A.REA. A large parL of the pressure los th rough Lhe le systcm
is determined by the internaJ flow al'et ofthe heal exchanger eo res.
1nlenwl flow a.rea = channellengt,h x channel width x Itll.lnber of channel~
Charge-ait channels
Flg.5-ll. Nomenclalure
o{ tILe luiercoo/er eDre.
rile charge nir
roce
Charge-alr channels
Inlemal turbulalOf's
__- -1--
Amblenl!ace
End
p""'" -'><
' - - E,:I.'nallurbulalors
Channel
wldlh
__, X
Channel lenglh
>-------
(Core heighl)
Core
Ihickness
55
'fhere is no magic formula fOI" calctLluLing a correCL tlow area fOI" a given cfm
capability, but expel"ience has shown lhal Ilgure 5-13 cOl1sistentIy yields satisfactory reslIlts.
Ir it were not. fm' the tu rbuJators. which are double-edged swords herc, we
could make do witb much less llow area, but we wOllld experience considernbly
less heat. transfer. The lurbulatol"sjob is lo see that no laminar ftow ever exisls
inside the coreo When this is done well , each charge air molecule will get its
chance to snuggle up to the eore walls and exchange it.s heal energy with the
wall. lf turbulators ar e dense, heal exchaoge is better, but flow loss is greater.
Conversely, na turbulator s at all would yield minimal tlow losses, but heat exchanga would be lousy. Ifspa.ce is nvailable for a large anlount ofcore material,
one can logical1y choose a l."Ore with dense ttlrbulalors and trade high turbulalor drag for large internal flow areas. 'l'he reverse is e(IUaUy correct: where
space is severely limited, a care with law-density tUl'buJators shouJ d be selected.
CORE SIZING . Once intern<.u f10w a.reH has beeo calculated, actuaJ care size and
shape can be delermined. Wilh most cores, approximately 45% ofthe charge air
face is available fOl" entry into the air tubes. To find the I'equjred aren of the
chargc air face, divide the intenla! flow area by ihis 45% figure. Cores are typieaJ ly available in trucknessesof2 and 3 inehes, channel lengths (heightsJ of6, 8,
LO, a nd 12 inch es, ami widths 01"9, LB, and 24 inches (which can be cul to ruly
intermediate width with a bandsaw ). Cores with longer channels a re available,
but they lend to reduce internal flow area, as indicated in figs. 5-20 and 5-21.
Example:
Le flow n'lte = 500 cfm . .Pig. 5-13 indjcates lhaL a iypical intercooJel" would
requi re ~Ul internal ftow area 01" approximaLeJy 25 sq in.
LowdellSlty lurbulalOfS
Flg.5-1.3. EsttlllatLIIg
467
700
re(luil'ed
400
600
_ 333
_ 500
II!
lhe ,.ore
o-
1
Hlgh-dsnSlfy turbu)alOrs
E
].."00
267
200
po
133
u. 200
b7
100
'
Typcal lnlercooler
~sq
T hercfore,
>
W,dlh = 56 '"
Lll
1~t
50
30
10
lit.
25 iTi. 0,45
= 56 al. .~-
In.)
56
CHAPTER 5: t NTERCOOLlNG
urd'
rr L
56 in.28 .
II = 2 ,/l..
'
=
'".
Fig.
5-~4.
Estimaig
the illtercooler
Airflow rale = s x a
Exomple:
Le 5= 60 mph and a = 2 sq ft
.
mi
2
fi
1 /tr
_
AI.I{low rate = 60 -, x 2 fl X 5280 -. x 60 - . = 10.060 cfm
tI"
mi
mw
Thus, it is obvious Lhat. oftwo Co res with virLually cqual internal Aow ar ea,
the one with the greater frontaJ area s hould prove superior.
eORE STREAMUNING. StreamHnin g represe nts the case with which ambien t
ai .. can get through Lhe coreo Certain ly, the easier the air moves through the
COl'e, the greatel' will be t he rate of fJow a nd , hence, the greatcr the cooJing errecto Far example, if the charge ail" tubes in the oore present a l"ounded edge to
incoming ambient air, the rate of Row is Iikely to be somew hat greatel'. An engineeringfactor missing from all core data publishcd is an ambientairdragcoetcienl.
DUCTS. A duct is, in a large sense, a forn1 of streamlining of thc coreo The
ducts prescnt Lhe ai!" moleculcs with no alternative bllt to go on Uu"ough thc
core, Do l10 l underestimate the ability a duct to improve thc efficiency oftbe
intercooler. 1 wOll ld suggest thal an improvernent of20% is possible. good duct
or
I&terrooler applicaJion.
iiii
;:::;
is proportional lo lhe
;:::;
i i i
iiiiii
Cooring alrflow
iiiiii
COOIing airllow
It is noL nc'Cessary for the duet inlet to be as big as the frontal area ofthe le
Coreo A I'ule of Lbumb is thaL the duet inlet should be at leasL one-fourth lhe
COI' area. 'I'his rather stmnge situation is brought aboll! by the fae! that less
Cofe Mea
Inl61 area
57
58
lt--==========
Poor
Air can easiJy 90
around core
Belter
Some alr finds it easy
10 come out 01 ducl
and 90 around
II~~~~~~~~~~~
Besl
tban one-fourth ofthe ail' molccules wouJd get through the core wil.h littl c 01"
no att.ention lo ducting.
CORE l HICKNESS. Choosing Lhe t hkkness of the intcl'cooler eare is a bit of a
juggling ud similar lo the Lurbu lators. 'fhejuggling act is brought. about by the
fact Lhat. t.he se<:ond half ofany core docs on ly one- fou rth t he \York.
Adctingthickness lo the core wiJl indeed improveefficiency. bu t. th e gajns be-
come less and less. Anothe r negat.ive em~ct. is brough t. into play by increasing
the Lhickness: tile increasing difficulty of get.ting t he ambicnt. air to pass
through the coreo ES5entially, lhen , the drag coefficicot 01' the core gocs u p as
thickness ncreases. A elever way to package cores wherc rl"Olltal area is scar ce
and depth ahundant is the staggered-eol'e le, di scusscd later.
~- RULE: Whcn
59
thickness does
1/01
Censfderably
hener air
60
CHAPTER
5:
I NTERCOOLlNG
bigger inlercooLer.
A/ways increase the
core area by ocldi"C a
grealer "umber of
interntll passagcways.
Do nOl.just make tite
sam.e n/llnber of
passages longer.
Flaw
Lenglh
Balite
Flow
Length
61
can easi1y and convenienL)y ftnd their Qwn way jl1to and out ofthe intercoolcr.
Think in terms 01' hm'ding sheep. Givc lhem di,.eclion and guidancc and make
ihejow'ney casy 1'01' them .
IN-CAP DESIGN. 1t is fund a mental that therrnal efficiency wi l1 improvc ir we
ca n gel cqual distribution of a irftow through the core tu bes. A serious attempt
al accomplishing this can be mnde by suitable barnes built iota the in-cap.
The pasition orthe nJel to ihe in-cap sho uldreceive attention in severa] areas. Keep uppermosi in mind the requirements of ail' distribution and ease of
fl ow.
OUT-CAP DESIGN. Afie r the distribuiionjob is done by ihe in-cap, ii is th e out
cap's 10L to gather up all the molecules and point ihem towa rd t he engine. 1'his
musL be done with equal at.tcnlion to strcamlining, to keep Oow losses lo a
minimum. Point the sheep in the diredion of the ex , give thcm room, and
don't, make them do anything sudden. Do not olrer them any ubrupt changes in
directian .
Good
ea.
~IIIIIIIIIIIIIIIIIIIIIIIIIIIII.
TU8E SIZES AND SHAPES. 'rhere is probably a magic numller that airflo\V velocity in a tube should nal exceed, for reasons of rapidly increasing drag and consequcnt flow losses. I suspecl lhis number is around Mach.4, 01" about450 reet
per second, since dlag, and there l'ore flow 1055, incl'cases significanily afl er
lhis. Tuba size can easily be checked by calculating tho maximum airnow uttainable, diviel ing by Lbe area orlhe tube in squa re reel, and dividing again by
60 to convert lo reel per secQnd. An ;lpproximalc value 1'01' maximum airflow
can be oblaincd by mulli plying lhe elesired bhp by 1.5.
62
CHAPTER
5:
INTERCOOLlNG
Example:
Let power = 400 bhp, forwhich ma.ximum airtlow is apPl'oxnaiely 600 cfm ,
and a ir t ube dinmetcr = 2.5 in.
T hen
"1
ve DC t'/y = air{Zow
area
{l '
600 _._
1 flun
see
1 tt'
--
144 !n.
. 2
293
unreasonable drago
Resisi the temptatiol1 lo use larger diamcter Lubes than nCessary. as little
drag ia created in smooth tu bes with gentle bends. Larger tubes will only add
lo t he volume of the le syslem, a nd that i5 noto a good thing to do .
... RULE: A la rgc tube is nol necessarily better Lhan a small Lube.
BENDS AN D SECTION CHANGES. Any bend in a tube or sudden change of cross
scction mu st be viewed as a polential flow 1055 or source of increased drago lt
would be reasona ble to estimale that every tim e the airflow must turn 90, a
loss ofl %of the flow will occur. T hree 30 0 bends will add up to a 90. Always use
(0)
10
allube inlersections.
Poo r
Bener
Connocl'ng hose
Belter
7'
.----\
--====~.:
~.
15'" maximum
63
~-_.
the largest possible radius for BOy change ofdirectioo. Certainly a short- I'udi us
900 bend wilJ lose more flow thau a lal'ge 90. "he change from one size tube to
another is frequently necessary for purposes of getting iota a throttle body, out
ofthe turbo, and intoand outofthe intercooler. These changes ofsection upset
smooth ftow and crente losses.
Gradual changes of section can best be created by conical segment..s. A re8sonable rule of thumb for the angle of the cone would be one diamete l' change
in four cliameter lengths.
HOSES AN.O CONNECTlONS. AlJ hases aud con nections spell tl'ouble. At the outset
of designing a turbo system, co nsider all hoses and connections the weak links
ofthe intake system . Failure of a hose cO llnectio n will certaioJy mean a loss of
boost pressure. However. whcre a mass-Rowmeter-controlled EFl is used, the
engine will no longer runo When a hose fails, the engine can get air arou nd t he
mass flowmeter. and thus lhe meter loses its ability to generate lhe prope r signal. Witbout the proper signaJ, Lhe engine will run poorly or oot at all. The
problem with hose joints stems from the fad thal eachjoint has a load tl'yingto
64
CHAPTER
5: INTERCOOllNG
push it apart equal lo t he cross~sect ionaJ area of the lube times the boost pres
SU re. Ira syst..em runs 20psi boost lhrough a 2-nch lO hosejoint, ii. will have 63
pounds offOl'ce ll'yi ng to pulllhcjoint aparto'fhis load will pull a hose off a tube
unless some farm ofbarrier is presented Lo the hose or the load is [oreed to take
another pat.h . In many instances l he hose may stay nUached to the Lube, only to
have the hose worked aver so badly that the hose it.self fails. An easy cure fOI"
this is a tie bar between tubes to carry the load, rather than letting thc hose carry ii. The hose's Jife then becomes a much simple!" proposi tion.
The poor hose is trying to do all this load-carrying in a hoL, hydrocarbonfucl-rich environme nt. It is necessary. Lhen, to seek hose material impervious
to hydrocarbon f'ucls and cxh ibiting IitUe degradation at the temperatures involved. Such hoses are general ly made of silicone-based materiaL
PUCEMENT OF THE INTERCOOLER. The place to pul an intercooler so orte n boi ls
dow n to FlI1dng availablc space fOI" a bi g enough unjt. 'l'hal doesn 't take rnuch
scie nce. A few rules, howevcl', should receive sorne forethought. Try hard not
lo pulan nir/a ir intercoolel' in the same compartment as the engine. P lacing it
behind the coolingsystem I'adiator is also out. Considcr t hat rol' havng passed
m ;rumum.
65
ir
th rough the cooling system radiaior is generally 40F, al' more, hottcr than am
bie nt ancl t he refore does a lousy job oftrying lo cool anything.
Indeed, l he lurbo, in low boost l'anges, may nol heat lhe inlake chal'ge up io
the temperatu re levc l of the underhood air thal i5 being asked lo cool the in
take charge. 'When thi s happens, the intercoolel' becamos an "intcrheater"not a good turbo partoWhen the boost rises lo the point that the temperature
of lhe charge excccds lhe undcl'hood temperature, the le will bcgn doing
some work but will forever sufl'er from asevere efficiency \055. Not what we
want. Undcrhood I'adiation of heat to the le can also be a problem. lnsulation
and ducting can he lp these problems, buL, fundamentally, the engine compart
ment is no place for an intcl'cooler.
~ RULE:
Staggered-Core
Intercooler
cooUng.
in a situation where frontal al'ea spacc for an IC is limi ted but abundant depth
ex:ists, t he stagge-red-core le should he considered. Basical1y, the staggercd"
eDre IC isjust a thick co re unit with the back haJr moved aft a bit. Some fresh
rol' is dueled to il, while the lIsed air from t ile fl'onl core i5 enl around the sec
66
CHAPTER 5: I NTERCOOLlNG
ond coreo A co mpacto high-How le can be built with Lhe stngge red.core concepto
Efficiency can be high, because the I'ear halfofthe le is made to do ita shareof
lhe workload .
Fig.
5-3~.
Fronl
Air-to-Water
Intercooler
lustrales !ls
oompactlles,,>_
'rhe waler-bused intercoo lcr system beca mes sn atLractive alternative lo the
air/air unit when space 01' plumbing restrictions precludeuse ortbe tatter. The
logic behind most orthe design criteria fol' the air/air le applies as \Vol! to the
water-based le. Obviously, there are difTel'ent considerations rol' handljng tll e
water. Although compl ex, the waler-based le enjoys the one t.erriJicadvantage
of t.he far greater (fourt.cenfold) heat transfer coefficicnt betweell water and
aluminum than between ai r and aluminum. This huge difTcrcnce is of huge
67
Inlercooler , - - - - - - -......
o
Turoo
ReselVoir
12-voll
water pump
value on ly if all the heat transfer barriers can be optimized such that the 14-to1 rate can be ofbenefit. This is the path to the intercooler system that exceeds
100% for lh ermal efficiency. Presently this is not practicaJ for any situation except a drag car, Bonnevil1 e runner, or marine application. 'fhe solution Lo the
problem is in need of the services of a genius inventor type. Without. any ingenious solutions, the waler-basad le reverts te nothjng more than a11 air/air
unit. in which the int.ake charge heat is carried to t.he front of the ve hicle fol'
exchange nto the atmosphere by water ra Lher t han by the intake charge itself.
The focus ofthe problems on h~U1CUillg the water is large1y centered around
rale of water flow, amount ofwater in the system, and the suhsequent removal
of heat fl'om t he water.
CHARGE-AIR HEAT EXCHANGER. it is easy to geL a large interna! flow al'ea inside
tbe water re, since the most usable COl'es for this purpose are often air uruLs
with the flow reversed.
Coohng waler
Amblent
cooling air
Charge ait
Alt hough aluminum is by fa r Lhe most conve nienL material to use in any le
application, copper eore clcments, s hould che situation allow them, can yield a
gl'ealer heat. transfer raleo Thc large OO\V areU5115Unlly tlssociated wiLh the waler le readily slIggesl thol core thickness shollld be expanded as fa!' as space
permit.s.
68
CHAPTER 5 : INTERCOOLlNG
0 '1
Water willlikely find equaJ acccss to alJ tbe core tubcs, butattention should
be given lo tl'apped air in the top regions orthe eore. Asimplcair bleed can prevenl air pockets. A belter answer is to put the water in al the low point and
take ii out al the hi gh point..
Small nir leaks in an rul'/a ir unit are unim por tant, butany water leak in the
main heat exchanger core can be a disastcl'. Th us i t is imperative that the unit
be prcssure checked rOl' leakage prior lo use. Ten psi with the core underwa ler
is ade<unte. Don't be s urprised to see air bubbles coming right throllgh cast
aluminum.
WAJER PUMPS. Easily the most usable pUmpS31'C 12-voll marine bilgc pumps.
Thesc can begangcd in series or parallel, dependingon pl'essure and Aow C<;"lpability ofthe pumps. The fundamental should not be overlooked that Lhe more
waLer ci rculated. t he great.el' lhe le efficient.y. Consider a water Aow rale of 10
gall ons per minute a rcasonable minjmum. 'fhere is a t.racle-off in pump life
ve rsus le efficiency ifthe pu mps are requ ired to nIn ull the timc.With pel'fol'mance the focus ofall this work. Lhe answer should be thaL t he pumps ,'un continuously. Jf lhe pumps run conLinuously, the interesling thing happens that
when olTboosL,lhe! intake ail' \Viii be coolillg the walor in lhe IC.
Wiring lhe pu mps t.o n swilched 12-volt. source will pennit. un audible inspection of theil' fun cti on ev I'y tim e the ignition is tUl'I1ed on. T he pllmps
shoulcl be mounled as the 10w points ofthe lC systcm , so t,hal they will a lways
be pl'imed and thus preclude the chance oflh eir runnin gdry.
COOLANT. Water is by far the besL cooling medium. Glycol and other antifreeze Inalerials degrade the! ability of water to han.sport heut and should be
69
70
eHAPTER
5:
I NTERCOOllNG
f
Water Spray
onto Intercoolers
Spraying water ooto an le core, presumably an air/air unit, is a method of improving lhermal efficieney of the le. Preliminary testing of sueh a oneehanism
has been shown to ofie r an easy improvement of 5 to 10%. The de.ign and use
of any eooling sy.tem. based on a eonsumable Huid is best eonsidered for special
events only.
Water Injector
Tho water injector is noL a very inte resting device. Ll has Httle place in a propc rIy conceived turbo system . Two circwnstances are viable for a water injee-
fOI"
nol do-
Special-pllrpose events like drag raci ng or top-speed triaJ. lend a note of k.en
interesL to lhe one-shoL, super.fficient intercooler. While not yet p,acticaJ ror
evelyday use, intel'coolcr ope rati ng weIJ in excess of 100% efficiency can easi
Iy be ereaLed anel used lo greal adva ntage fO I" short durations. The principie bemnd the 100 +% efficie nt jntercoolcr is tbat. of providing a cooling medium fOl"
t.he heat. cxchangel' core that is e ith cr below ambie nL l.emperature or that can
absorb huge amounts ofheat by Lhe evaporat ion proccss when in contad wiLh
the eore. Exrunples 01" eaeh would be an iee-waler-bathed eore 01" one sprayeel
with liquid nitrogen. Keep in onind t hal whatever the eooling medium , it must
be kept in motion al all times, to avoid bow1dary laye r formation. A stat.ionary
boundary layer will gel wa rm a nd severely restriel the How 01" heat I"rom the
coreo Don'tgetcarried away with gleeful thoughts ofhow great a 100 +% intereoole, will be and overlook that equally impOltant design a peet of pressure
loss lIu-ollgh lhe eore.
ONE-SHOT INTERCOOLER
71
drag racing. l ee is
packed arowul the
water tubet>. afld lhe
~ND FURTHERMORE.
72
CHAPTER
5:
INTERCOOLlNG
el ratio is imperative. Must have. Ifyour choice is ane or the other, yau musl
choase the correct aiT/fuel ratio. Both are th e best situatioJ1, by fal'.
Secand , too great ti pl'essure 1055 pumping through an intercooler can raise
exhaust manifold pressure by such a large amoun1. as to demolish virtllal1y a ll
the powel' neTease ofTered by lhe intercooler. A zero-resistance intercooler is
ideaL Get as clase as you can. Know whatyou buyo Ask what the pressure dl'op
is aL 1.5 times the erro rating ofyour engine, lt shou ld be less than 2 psi. Few
will be, OEM nelude<!.
73
has no mov ing parts and lS as reliable as a brick. Heat-Lransfer capabili ty is adequatc, but pressure I05ses can be high, parLicularly with tbe small cores generally used, A given pressurc 1055 through Lhe in tercooler \Viii show up as an
incI'case of twice that in the exhausl manifold pressure--onc of the devils of
tu rbocharging, AJI in al1, El good unit if sized for adequate heat rcj ection and
mn imu m pressure 1058,
The air-to-watcr uni t s ufTers a bit fram complexiLy, but it does pClform. It is
com posed oftwo radia tors, one between t he turbo and the engi nc and a smaBer one in ont. of' thc sta nd a rd cooling-system radiator, The water is circulated
by a n eleelrie pump.
Decisions on which unit to use Illust be based 011 Lhe engine, avaHable space,
fuel inject.ion tIow sc nsors, an d a variety 01" other factors, An example of cach:
the obvious choice rOl' 6-cylinder BMWs is a water-bascd urut, si nce no space
exists for adequat.ely sized air/air COI' es, FUl'lher complicating the air/air unjt.
in the BMW 6 is a compl ete lack of high-velocily air in lhe on ly spaee where
even a small eore wi ll fll. On l he Olhor han d, lhe Ford Mustang 01' offers an
ideal s,iLuation fol' th e air/a' unjl in nlll'espects, 'rhe space exists fol' a tru ly
buge ai r/air unit (thl'ec fu 11 cOl'es), and il sits in a greal air now spolo
74
CHAPTER 5: INTERCOOLlNG
INTAKE MANIFOLD
G uidance of airflow into the f..'Y1inder hea d is thejob orihe .intake manifold.
Co ntro l orthe amounL offlow is the function orthe throttle.
A fuej-injection-equipped engine will usuaJly ftow an air/fuel mixture over a
short portion of the intake man ifold passages, whereas a carbureted enginc
wiJI flow the air/fuel mixture through Lhe enUre length of t he manifold. These
two different characteristics create vastly different design requirements.
75
76
throttle a~embly.
A compact desigll with
sllorl rWlIlcrs (Ind good
77
'rhe length orthe runner has a st.ro ng efTect on the amount of air that actu
ally gets inlo lhe chamber duringthe intake valvc cycJe when the engine is nol.
under boost. Due t.o ils complexity. this phenomenon i5 best st.udicd separalely
from turbo design oHere, it. is sunicient lo say thal. higherspeed engines v.rill
tend towru'd shortcr intake runners. Low-speed and rnid-range torque gener
al1y shows gains froln longer runners. Turbo applicat.ions will generally find
/lsf~(/l1
78
besl results with long runners, which provide a brcad, Aal. torquc curve at.low
s pceds, while the turbo keeps the top end suang. In Lhe fuel injection appli catioo wh ere only air is moving nside the runners, the runn er design becomes
fre e to go up, clown, or sideways.
Symmetry of design is a desirable characteristic, either race or stl'eet.. as it
fac il itaLes equaJ distribuLion of airHow to each cylinder.
1-
3d---
1_'- _.'_1-__
plelllult sholl.ld be
scueraJ times lurge,.
th(l.lI a cyUnder 's
displm:emt:ILl. Tls
Ford GTP car !Jatisfies
lhat rcqUlremrml well.
Throat diameter a
PLENUM
Pl e num
Virt.uallyall fuel injection manifolds wilJ ha ve a plenum. The ple nUJll vo lllme
s hould be a fundion of engi nc displaccme nt-in general, 50 - 70%. One of the
critica1 design points in the manifold is tho plenum -to-rllnner inlersection.
'rbis is the point at which a bell-mouth-shaped inlet to lhe runner must be
carefully made.
79
80
Only twa basic rules apply lo lhe location ofan njector. First, it musl beaimed
as sLruigh t down the cen ter of a port as possible. Second, it. should discharge nl
a poinl where ai r veloc ity is al or near it.s highest.
Occasionally a sysl.em w iIJ have such a large airftow 01' rey ranga t hat a single njector cannol pl'avide enough fuel. In s uch circumstances, al leasl. a secondary fuel inject.or will be requi.red, and sometimes evcn a l hird. Alignmcntof
the secondary njector is nol as critical as the prirnary, beca use the sccondary
is gencral ly nol used until the system has achieved a I'elatively high raie ofai rRow. J n street applications, it is still desirable to poini lhe secondary njector
downstream . Race applications, however, have occasionally aimed t he secondary back upstream. Although data are scarcc, this may o fTer slight ly heller alomization and is worthy of conside ration .
20 maximum
injeclor
o
ThroUle Bodies
The throt.-tle body is usually o ne orthe se rious airflo\\' l'cst ri ctions in the turbocharger system. Simply making the t hrottle bigger will alleviaie lhe problem,
hut low-speed driveabi lity can becom e an on/off, jumpy proposition. A big
throttle plate open (1 small amOlmt con let in a lot of nir, and sl1looth low-speed
t-hrotUc response wil! s uffer. A maximul11 air velocity 01' approximntely 300
ft/sec will kcep flow losses acceptable.
Aj, volocily can be calcu lated by
Ve/oei/y
air/low rote
- arca o{ sectior
Exam ple:
Le l crOl = 500 and t hl"ottle lhl"oa llD = 2.5 oches.
THROTTL E BODIES
81
L3
500
V ; -,...",-",",.,'",/./,,-'_ x
11 ( 2.5 )2 in 2
2
_1 m
_ ,_'
1l
60 see ; 245 fl
_1_
, rl'
see
144 , 2
Lll.
lf 300 Nsec is exceeded and lhe single lhroltl. plate is not accompanied by a
progressivc linkage, it would be time lo consider a lwo-pJate progressive lholtle body,
For race applicalions where Ol1e throttle plate per runner is employed, il is
quite adequate lo sum
throttle plate areas and calcuJale accordingly, 01'
simply to use one cylinder and one throltle, The 300 fUsec figure should still
offer a suitable guideline.
The beautifuJ race hardware utilizing slido-valve throttles sbould generaIJy
be avoided, becallse lhe area limes prossuro usually yields forces of large magnitude, Special bearings and linkages can make lhe slide valve workable. In
general, life is vastly simplified wilh lhe standard old twist-shall throtU.
plate.
ti,.
82
CHAPTER
6:
I NTAKE MANIFOLO
Mechanical
Cable
Pu1l cable
Al decreases lo R2 as cable is puHed
Progressive
Throttle Bodies
The attracLio n or. two- (or IDlIltiple-) plate progre.siv. lhrottle body can be
strong. 1'he application needs carefu l anruysis. since the progressive is not aJways ofthe benefit it may seem. Tbe best place lo use the progressive is with
large engines thal accelarate weU at low speeds \Vith little Lhrottle opening.
Generally, avoid th. progressive on small engines thaL require a lot orthrotUe
just lo make them move.
CARBURETED MANIFOLD
Although scriously 00 thc decline, and wi th good reason, a few more carburet-
ed lurbo systems will certainly be blliJt. Such a hugo number 01' intake m.nifolds are in production t.oday that. sclecting :l good one amounts to ittle more
Lhan a literat.ure sec:uch. In general, manifolds emp loyiug one throat per cyli n ~
del' will yield lhe mosl perrormance. 1'hose with less will usually orrer slightly
beller low-speed driveabi lily.
'l'hese are, o[course, all orthe blowthl'Ough style. A discussion on eoUectors
plenums fol' blow-through carburetol' appli cations would be much thc same
as the discussion relative to the fuel injection plenulUs. Follow the same prin01'
83
ANO FURTHERMORE
Stl'enmli ning, aboye al!. Unifol'ln port shapes, smooth section changes, and
insulation frorn heai. Syrnmetry and runner length are important.
be".jits o{ o gaed
intche manifold
design for turbo
applicatiolLs haue
prompted mally people
lo enate inferf!sting
a,ul complex desiglls,
sl4ch as lhe Dile made
for lhis Mitsubi.shi
3-liter V-6 wlt h twill
turbas amI
iltlercoolers.
ELECTRONIC
FUEL INJECTION
==
syslem.
_ _ _ ...1-___......
85
86
ortlle Electromotiue
TEC 11 EFl to arl ultra/1Ioderll engine i" the
Acum Integra.
Principie
of EFI
87
offllel is requiredjust lo gel. enough to v~porize, so itcan burn. The haLter the
engine, the easier vaporization becomes, and the less fu el required.
Manifold uacuwn/pl'essul'e SeI1.S01: Not all EFl systems will be equipped
with a manifold pressure sensor. 'rhose that. are, are pl'opel'iy called "speed
density" EFI systems. When the manifold a bsolute pressure (MAP) sensor is
used, an air- mass sensor 0 1' airflow meter is not necessary. The manifold vacuum or manifold pressul"e at any given instant is a good reflect.ion ofthe e ngi ne
load at that t ime. Hence, the MAP sensor provides t he co mputer with another
bit of ope rati ng condi tion data.
Oxygen sensor. The oxygen sensor mensures the a mount ofaxygen left over
from the combustion process. lt is mounted in the ex ha ust manifold and thus
becomes the afier-the-fad watchdog for the computel'.lfthe sensor detccts too
much oxygen, the compu ter will know by referring to its stored information
t hatit is time to lengthen t he injection pulses slightly, thus adding fuel a nd using sorne ofthe excess oxygen. By rnonitoring the leftover oxygen, t he computer can conti nuously horne the pulse durations in on the air/fuel ratio it was
prOb'Tarnmed to give. The oxygen sensor's purpose in Iife is lO keep l.he s ir/fuel
ratio in t he ranges needed by t he threc-way catalytic converter. It is not a power or economy device.
Tachomeer circu.it. The pulsing 01' the njectars every combustion cycle
musl, ofcourse, a1ways be referenced to the enginespeed. 1~ h e tach circuitdoes
trus by monitoring the low-voltage pulses to the coil.
Throttle position sensor. The actual output of an engine lS largely depcndcnt
upo n throttle position. Full throttle is obviously asking fol' cverythin g the engine has, tlnd fuel flow Illust rise to the occasion. Thcrefore, th rottle position
becomes a signi6cant bit of data for the computer. A fUlther data input thal
the throttle-position sensor oTers is the rate of change or t he t hrottle posilion.
This function becomes the cquivalent al' an accelerator pump in a earburetor.
'fhe accelerator pump arrers a sudden rieh condition to allow a smoother load
lTansition.
Support pieees rOl' t he El?! system are fuel pumps, fuel pl'essure regulators,
fuellines, ail' vaJves, id le controls, and relays .
Fuel Injectors
and Pulse
Duration
A good working knowledge ofEFl must include an understanding ofhow njector sizes vary with difTering requirements or cylinder size, power output, and
operating range al' manifold pressure. F'irst it is nccessary to understand t he
int rin sic naturc of the timed injector and the available time in which it must
wor k. The available time is Hmited to the lime required for one comple te engine cycle. Ln a four-stroke-cycle engine, available injector time ls the time requil'cd to complete twO revolu tions or the engine. As the speed of th e e ngine
increases, avai lable illjector time decreases. Thus the njecto r inhel'enLly takes
up a greater a nd greate' portian ofth e avrulable time as Lhe engine speed5 up.
EvenLually, the point 8lTivesat whieh e ngine cycle time is equaJ to the tim e tlle
injector nceds to deli vel' the required amount of fueJ. Trus point is the 100%
duty oyele point.
1'wo typcs of EFI systems are available: sequenlial and l1onsequ e ntia l. SequellLial, which is Lhe most common, pulses an injectol' in the same ol'de!' as
the firingorder ofthe engine. In so doi ng, sequen.tial pu lses each injcc tor every
other revolution ; tha t s, once pe r cngi ne cyclc. The notlsequential style usually pulses all the injectors aL the same t ime and on every revolution. Sequential
88
_ .l ___ _
30
25
e
o
20
.~
"R
I
I
_+-
15
____
I
I
I
I
..J _ _ _ -I __ _
I
.~
I
I
I
------t----
il
~
I
I
-T - - - - - , - - - , - - - 1 - - - - - -
10
-~:_::::_=~~--
::;
.6
Rpm )t 1000
EPI theref'ol'c has a pulse durabon Lwice as long as nonsequ cntial, bu nanse
qu ential pulses lwice per engi ne cycle, thereby c10sely approximatin g delivery
orsequential EF1. A c1ever variation on seque ntial injection is the ability to adjust exactly when t he pulse OCcurs relative to the openin g ofthe inta ke va lve.
'1'he t\vo convenient points to rcmembe r are a l:. 600 l"pm and 6000 rpm. 1'hese
two poinls take 100 msee and 10 msec, respectivcly, per revolution, 0 1" 200 rnsec
and 20 msee for complcteenginc cycles. Again, it is important to remember that
20 rnsec total time available, whelher it is in two pulses ofnonsequcntial E I;'l 0 1"
one pulseol'seq uenlial EFI. The fundamenlal idea behind alllhis analysis slun'
is thaL the injcctor must. be b ig enough to del.ivcr all the fuel the eylinder requ il'es in 20 msec at 6000 rpm (or even less ifthe cngine run s faster),
Modifying Stock
EFI Systems
Within the scope of low-boost-pressure (under 7 psi) turbo sys tems added Lo
normally aspirated engi nes, adequatc fuel deliveri es can be achi eved with
modification to the stock EFI equipment. Tbe basic l'eq uil'cmenl of knowing
thal the fu el delivcrcd through the injector nozzle is the righl a mounl 1'01' the
conditions s till exists a nd must be sa tisflcd. lncl'casing fuel Aow thl'ough th e
EFI systc m islimited Lo one of th ree choices:
lengthening injector pulse dllralion
increasing noz zle si7.e
nct'easing fue l pressUl'e
LENGTHENING INJECTOR P ULSE DURATlON. Prior to any attempt to inereasc fue l
flow by longer pulse duration l it is necessary lo determine the lime of a n e ngi ne revolution aL redline (peak horsepower) and the Illa'(imum dUJ'aUol1 of an
njector pulse. This wilI allow us to ealcalate whether ad ditional time is available to lengthen pulse durabon. lnjector pulse dllralion can be dclennined by
an oscilloscope 01' pulse duration meLer, 1.' his mcasurement must. be take n
while the cal' is moving al fulllhl'ottle nea!" lhe tOl'que peak, whieh is apl)roximate1y lwo-t hirds ofl'cdline rpm.
89
As rpm incrcases "ram about 3000 rprn ..md injecLors are open a 1m-gel' per-
ccnlage of each revolution, 5eQuential Efl reverta LO nonsequential. The distinction between the tWQ types can therefore be ignored in ca1culating
additional fuel flow as long as pulse dura tia n is checked aboye 4000 rpm . The n
it is accurate to analyze available pulse ncrease based on one pulse pel' revolulion.
The time requ i red for one revo lution al cnginc redline determines wh ethcr
time is avai lable for Jonger I~FI pulses. 'J'his CHn be obtained fram figure 7-3 or
by ca lculation :
60 see
m,n
= redline
::::-:;7''':::'::'':':-:::
rpm
Example:
Lel redline rpm = 5500.
'rhen
60 sec
mt11
Auai/able i"crease =
~Oi - 1 =
0.758 = 75.891
Example2:
Let recUine rpm = 7500 and redJine pulse duraLion = 8.0 msee.
60 se.c
= 7500nun
rpm = 0.08 = 8.0 msec
In this example, redline pulse duration takes up all the avail able time at the
rcd line rpm thereforu, no increase is avajJable.
Ir invcs tigat ion s hows an increase in injcctor pulse duru tion is available,
the n the methods of ext.endin g those pulses can be examined :
Sensor signa! alteralion. Pulse dlll'aLions can be extended by increasing the
resistance in Lhe coolanL tempernlure senso r circult. Thp alTIount ofresistance
90
chonge-based fuel
syslem. Note: Th! s is
nol a wQrkable fuel
syslem.
BooSl
Reprog1'curuned computer chip. ' ['00 many problems exisi to expect. a chip
change to ofTer a means 01' supplying additional fuel How. This methad IS t.ough
to work out. on flapper-door-style nowmeters, for example. lt wili noi work on a
speed density sysl.em unless lhe MAP sensor is designe<! lo operate at pressures
aboye atmospheric. 'I'hc tuner with the knowledge to dccode an OEM computer
program and the equipmenl lo repr0.brram the system can do the jobo T hese
,b'Uys are real sharp and real starcc. AH in a1l, t his is a toughjob to can 'y out.
Pulse signal interceplor. Currently, the ol11y viable means of extending 811
injector pulse is lo intercept t, modify it ba.sed on manifold pressure conditions, and send il. on lo the injector in place of t he original pu.lse. Good technol ogy and IOLs of experience are required for succes.!> with ihis approach. Such
devices exist in limited applications.
INCREASING NOZZLE SIZE, A change in nozz le size crea les a situation whcrcin ,
ir len. alane, the EFl will delive r more fucl all t he t ime under all condilions,
This is noL accept.ab le; thus, a mealls of returning fue l flow to it.s original level
at low speeds is necessary. lt is possible to do this either by modifying ihe a'flow meter's signallo the ECU oro with Aapper-door-siy le Howmeters, by incl'easi ngthc I'cturn springtension. The latle r done insidc the nowmeLer und is
MOOIFVING STOCK
EFI SVSTEMS
91
Stock
ECU
FCQN
Fuel injectors
Boosl-pressure ssgnaJ
Stock regulalor
Injectors
Tank
92
deliver siguilican,tly
higlter {uel pressures
os a flmction o{ boast
pressu.re.
'iii
-,
~
;; 3
2
1
O
10
20
30
40
50
60
70
80
90
100
tor size becomes the most potent method of supplying additionaJ fue1. When
boost pressure excecdi ng 9- 10 psi is planned, a change ofilljectors is necessary.
INCREASING FUEL PRE$SURE. lncreasing system fuel pressure as a function of
boost pressure is a viab le method of increasing fuel flow to accom modatc boost
pressu res up to about 9 psi. Fuel flow changes through a nozzle "lre proportional to the square rooL of the pl'essure cha nge across lhe nozzle. A boost-pressure-powered fuel pl'essure regulatorcan be made todrive the fuel preSSUl'e up
rapidly io kcep pace with ,'ising boost pressu.re. This type of mechanism is able
to use the original injectors but is limited to fuel pressure available through
the stock pump. Bosch or olhcr high-pressul'e EFI fuel pumps can be substituted or used as supplement.a.l'y pumps. These pumps ge nerru ly offcr fuel presSUTe up lo 130 psi, which give the fue l pressure regulator adequate pl'essu re to
work with. Proportioning fuel pressul'C lo boosl presslIl'c maintains lhe timed
nature of EFI. keeping fuel delivery proper I'elat ive to the a ir-rnass rate of Aow.
Extra Injectors
Some systems attempl to increase power by addi ng one or two injcctors overall. rathel' tban per cylinder. 1'hese injeclors are cllsLomariJy placed in t he air
lube entcl'i ng the throttle body and can be pulsed by a small cont.rol box based
on an rpm and boost-pressurc sibrna1. As is the case with increasing fuel pres
sure) adcli ng injectors ls practical only up Lo about 9 psi. 'llhjs is 110t an idea l
systelll, and , ifused, care must be cxercised in locating the injectol's. to achieve
Control
bo,
Tach
signal
EXTRA INJECTORS
93
94
'rhe EFI fuel injector has a raLing of fuel ftow per unit t ime. A huge variety of
sizesexist. An equaUy huge number ofunits ofvolume or mass flow are used lo
rate injector flow capncity. The follawing wiJl canvert ce/mi n to lb/hr:
cubic c~ntimelers
mLnute
= pounds x 10.5
hour
The calcul ations rC<luired lo come up with a properly sized injector for a given appli catian are naL rigorous. No rocket sc.ie nce here. One simple calcul ation
and thejob is done:
the same as the numher of cyli nde.rs. Clearly, one should choose the next larger
size Lhan the calculated value. to aITer some margin far future improvements.
Testing
Injedors
An njector can be measured for LS flow capability by apply ing a s uitable vo lt~
age (usuaIly 9, but check the manual) Lo the injector and 36 ps i (sLock fuel presVacuum signal ,---,-,-"
open lo almospllere
lnjeclOf
Gradualed burelle
95
sure for mosi cars and standard pressure for measuring injector flow) to the
fuel. Lel the fuell"un inlo a graduated burette rorone minute. The result is the
flow capability measul'ed in ce/mino A couple of 1.5-volt dry cells will h old ihe
injector open just finco
Fue. Pump
Requirements
rising-rate regltlator,
requ ire high-pressuI'el
high-flow {uel pumps.
This Bosch pump will
supply 130 psi al flow
roLes Sllpporting 500
bIIp.
100
90
80
~
~
,e
C.
-;
,
"-
70
80
50
40
30
20
10
O
10
15
20
25
30
Fuelllow (QaVhr)
35
40
45
50
96
given pump wilJ have a flow-versus-pl'essure t'U l"ve. 'l'hese can be hard Lo come
by, but it is not a roal ehallongc lo measure a particular pump's capabili ty.
Pel'haps the simpl es t method ofdeterming a pump's capabi li ty (pa rticulaT'ly
ifit is ah'eady there) is an actual field test., to see ir it. mai n tains mrudmum J'equi red fueJ pressure to Lhe engine redline. lf it does, fine. Ir not, however, this
test provides no data aboul what is necdcd.
1000
900
c:
e.
~
[
~
~
e
800
700
600
500
400
300
200
100
10
20
30
40
50
60
70
80
90
100
Fuelllow (gal/hr)
The standard method fOl" measuring en EFI pump's now capacity aL a given
pressure is to connect it to an EFl pressure l'egulator and rneasllre the volume
exiting the fuel retllrn line. This is th e volume of fu el that can be Laken from
t he fu e} system al thal pressure withoul the fuel pressuJ'e's dropping off. Wi th
the fuel pressure regulator's vacuum reference open lo Lhe atmosphere, fue]
pressure will be 36 psi. This ls the pressure used on th e chart todetermine flow
capacity. [t is equally easy to simulate fuel ft ows when opcl'ating undel' boost.
Feed a press we signa.! Lo the fu el pressure regulator equal to lhe bocsl desired
snd again measure How out the regulator return lineo This can be done with
shop mr and ao adjustable air pressure regulator. Fuel pressure wi lJ be eq ual to
boost pressure plus 36 psi. Prom calculalions ofthe injecto r sizes req uired under maxim um load, lhe lotal flow required is known . Thal tota l is njector capacity limes the number ofilljectors. The numbel' orec's per minu te divided by
1000 ls the numbel' oflitcrs per minute. lfthe poinl 0 11 the charll'cprese nting
yaur req uirements of flow capacity versus fuel pressure lies beneath th e line,
aIl is \Vell. Hthe point lies aboye the line, lwo al" more pumps operating in parallel are rcquired.
Fig. 7-l.8. File' pumps
in porallel shouLd haue
--=5i==-J~~=
---+~
rr
=-u
I---i
Tank
ToEFI
97
Aftermarket
EFI System.
Fig.7-20. Electromotiue,
ofCJuutlilly, Va. ,
manufactures lhis
highqllality, hig/ performance I!lIgiflemallogement syslem.
Perhaps not yet recognized fol' what they l'eaHy are and for theil' vast tuning
potential, aftermarket EFl syste ms will prove thc greatest boon fbr hot rod
ders since the small block Chevy. Thjs is the equipmenllhat can make a docilc
lamb and high-economy cruiser out of a twinlurbo Kcith Black 600 cid hami
V-B. AftermarkeLEFI indeed offers the opportunjty to create the 1000 bhp duiIy com11luter aut.omobile. The si ngular aspect of EFI that permils chis is its
fine degree of t.uning 8vailable Qver hugc intakc manifold pressure ranges. By
compal'ison, the Hnest carbu1'etor in the world has rou1' ruelftow cir'cuiLs Lhat
can be tuned ayer t he I'ange in which it is asked lo opeTale. Over t.his same
rnnge. EFl oO'era lite rally hundreds of rue l f10w Cil'cuits-one rOl' virlually every hundl'e<lrpm band and every inch of manifold pressure. les equ.ivalent lo
having 500 mainjeL circuits in a c3l'b, each one ideally seLup ror a certain engine load and rpm.
SeveraJ artcrmarkct companics have introduced EFI syslems in lhe lasL
couple or years. Air Sensors, in Seattle. seem to have becn the pionecrs with
98
FTg. 7-2i. Th e
AustmJ.iarl Haltech EF'/
tuuers.
the ir units. More recent development.s, like the Haltech, alfer a completely
programmable EFL Electromotive, in Virginia, and Digi tal Fuellnjection, of
Detroit, offer s imilar hardware plus the feature ofignition controls.
Hardware fo,
Aftermarket EFI
computer is a basic
toolj'or creatillg alld
twtiflg fueJ curve.! o{
o{lermarket fuel
illjectioll systems.
Sct.tingu p a funct.ioning EFI system means creatingthe &r tbrottling mechani5m as well as doing the hydraulics. The problems lo be solved are exactly the
same ns the problems discussed earHer i.n t hi chapter, plus a few new twists.
The hydraulic aspects are th e same. Iniake manifolding layout must be considered sec Chapter 6. 'l'hrottle valving, aJong with numbel" and positio ningofinjecton, is a lso discussed in that chapter.
EF I
99
compactoNote the
flexible hose lo isolate
engilll! uibrations (mm
the flowmeter.
ANO FURTHERMORE
CARBURETION
Atfil'st glance, the idea ora modern turbocharged engine and carburetors nll
in t he same package appears lo he a conLradiction. A doser inspection I'eveals
that it is indeed a contradiction. Ral.her than ignore these antique devices, thi s
chapter will attempt to outlin e th e operating principies behind carbu.1'etol' integration into a tUl'ba system.
T he reasons carbs do nol completely satisfY the f-u eling requirements of a
turbo engine are basic and cJear-cut.. 'fwQ reasons stand oul: the ail'ftow rango
Qver which a carb can slIccessfully operate, ami lhe ina bi Jity ofa draw~through
carburetor system to fu nction with B U intercooler. A carburetor has three items
controlli ng fuel ftow : idlejet, mainjet, and rur coneeLor jet- and, on occasion,
power jets. Wh ile t hesecontrolling factors wil! allow satisfactory operation over
a ra nge or20 to 25 psi absolute (5 to 10 psi 0005t), thero is litUe hope fOI" acclIrate fuel mixture control to satisfy eithe r peak perfo rmance or any emission
slandards. 'fhe physical principies offluid mechanics si mply do nol allow l.
Two difTe renl setups are possible with carbul'etcd turbo systems, With u
draw ~ th ro ugh type, th o carburetor is po itioned in f-ont orthe tUI'bo, and all
101
102
CHAPTER 8: CARBURETlON
the air/fuel mixture flows through the entire system. With the blow-through
lype t he layout is rcversed, to place the carburetor after the turbo . .In the blowthrough type, the air/fue l mixture does nol How through the turbo.
'fhe Lwo types have thei r Qwn a reas of meril. The draw-though system is
si mpler and, because it is a low-pressure system, no change occurs in air densi
ty at the carburetor. Furtber, no compressor bypass vaJve is required.
'l'hat is aH that can be said ror tbe dl'Ow-through system.
a.. RULE:
50F.
The blowthrough system has better throttle response and cold stalting, reduced emissions, and permits use of an intercoolel".
Weighjng the merits, there is vir tuaUy no reasan to build a draw-thl'Ough
system unless one lives in a year-roun d hot cJimate and never intends to produce serious power.
103
Layout of a
DrawpThrough
System
The primary concero in the draw-through layout is that the air/fuel mixture be
permitted lo flow downhill at aJJ times. This condition is 110t possible due to the
compressor inlet scroll, but no other item should be aJlowed to serve as a low
point. Fuel tends to drop out orthe mixture and puddJe allow poin1.s. PuddJing
will badly upset the cold die and low-speed response.
A water jacket added Lo warm the carb mount and bottom ofthe turbo scroll
will alleviate cold fuel puddJing. However, the mere thought ofpurposely adding heat lo the intake system shouJd be considered nothing short of revolting.
A furtber addition 01' heat may be required to prevent carburetor icing when
operating under boost. TypicaUy, a corred air/fuel ratio will create about a
45F temperature drop when the fuel vaporizes in the carburetol. This temperature drop, combined with a cool, damp day, will frequently cause throttles
to freeze wide open when operating under boost. A fine circumstance, cured
only by addingyet more intake heat.
Sizing the carb for a drawthrough system shou ld take into account. t he basic cfm capability of t he engine without considering the lurbo. Thc reason for
this is thaL cfm ratings of carburetors are bascd On atmospheric pl'essure drops
only, whereas the turbo can vioJate these conditions by changing vacuum conditions after the throttle plates. Consider that the only woy o carb with almosp heric pressure above the throttle plates can flow more ai r 011 a given angine
is to have lowerpressure, created by the turbo, after the tllrottle plates. In other words, the tW'bo creates a bigger pressure drop across the carb.
The draw-through carb system has a hidden piLfaJl in t.he area ofselecting a
suitably sized carburetor. This pitfall is creaLed by the odd ci.rcufi1st.nnce that
allows one cylinder aL a t ime to breathe through the sum of the carb throats
opeo at thatspecific time. For example, imagine a dual-lhroat carb mount.ed in
front ofthe turbo, all ofwhich is mounted on a four-cy)j ndcr engine. Although
the carb cfm rating muy matcll. the system just fine, we ha ve a siiuation wherein eaeh eylinder is breathing through th e two throats. That equates to putting
four dualthroat carbs onto a four-cylinder engine-<..-ertainly a situntion that
would be badly overcarburet.ed, The disasler comes about fram lhe fact that
104
CHAPTER 8: CARBURETION
the one cylinder drawing throllgh two lhroats yields a ver)' s low a.ir ve locity aL
the carburetor vcnturi. This sends a weak vacuum signnl lo the main jet
henee, laus)' fuel meterLng. The situation is somewhal allevialed by having
more cylinders, yet the fundamental problem remains. Tbe propcr solu tion to
the problem is the selection ora carb with a small primary(s) and vacuum-operated secon claries.
simultaneously. This
is akin lo seuere
Duercnrburetiorl and
(uflclions poorly.
000000
Preparin g tlle draw-through carb ror turbo use pl'esents no special probtems. Clearly, thejetLing will need to be developed on 3n in divldual basis. Most
siruaLions wiII call fol' somewhat larger main jets, accelerator pump delivery,
and idlejets than will the norrnally aspirated engine of the same size. The Aoat
needle assembly will usually requ.ire considerable expansion in ol"del' Lo keep
up with the newfound fuel ftow requirements.
Layout 01 a
BlowaThrough
System
The blow-through system permiLs an ideal layout for the distribution of fuel to
the cylinders. AH the classic layouLs of carbureLor position relat.ive to engine
conflguration are llnaffect.ed by the prospect of blowing pressllrized air
through the carbs. 'rhese layouts worked marvelously in their day as norma lly
aspirated engi nes and would certainly do so as blow-through turbo applications. AJthough 8vailable space frequently i!lAuences lhe number and t.ype of
carbs, one carburetor t hroat per cylinder should always be the objedive.
Several design parameters ml.lsl be metin Jayingouta blow-throllgh syslem:
Fuel pressure mllst be controlled as a lunction ofbo osL pressure.
AJI components of the fuel syslem musl withstand the higher fu el pressures.
A compressor bypass v~ll ve is reqllired.
CONTROlLlNG FUEL PRE55URE. The reqllirement for vwying fuel press ure
comes abolll from the fad thaL the carburetor floal bow ls wilJ experience a
pressure change fram rollghJy atmospheric at idle and enlise to the maximum
boosl ofthe turbo. lf'fuel pressure were a cOllstant 4 psi, say, lhen when boas!.
pressure exceeded that 4 ps i, fuel would be driven backward into lhe fuellank.
ObviollSly, the pressu l'e 'equired to get fue l to enter a Roal bowJ occupied by 15
psi of pressure will requiJe [-l.Iel pressure of 18 al' 20 psi. This 18 01' 20 psi, if
held constant al al! condilions, might work fine under boost but would badly
Aoad all known carbs al die 01' cruisc. Tlle answer i5 a fuel pressure reguJator
tha!. varias fuel pressure as a func!.ion ofboost.
105
Plenum
regula/or.
-
Boost-prossure
signal
"FuellO
carburelor
Fuel __
pressure
reQulator
Fuel /
retum Ime
Tank
Thenccd ta How large quanlities arruel while operaLing under boost is obvious. Fue} pumps, pressure ranges, and Aow capacilies
are discussed in Chapter 7.
BVPASS VAlVE. The com pressol' bypass valvc, or antisurge valve, is cssential
lo t he smooth 11.1nning of the blow-through system. 'fhe particular situalion
that. requir s tha presence orthe valve is when the LhroLUc is suddenly closed
all.er operating undel' boosL. This is nothing more lhan Lhe plocess ofshifi.ing
gears whcll dl"iving lindel' boosl. The problem comes abouL whcn Lltc closed
throLUe creates manifold vaCUllm. '1'he idlejeLdischarge orifice is then in a yac
uurn condition when Lhe dIe jeL ntel is sUlI pressuri zed, va lhe HoaL bowl,
from the Lurbo, which is still trying lo pump airo Thl pressure difTcl'cnce
FUEl PUMP RE QUIREMENTS.
106
CHAPTER
8:
CARBURETlON
across lhe elle jet causes a large discharge ol' fuel out of the jet, produci ng a
sudden rieh condition. When thc gear change is accompHshed and throttle reapplicd. e ngine response deteriorates, due to the sudden air/ruel ratio change
to the rieh condition. Tbe situa tion clears up as soo n as the syste m again
achicvcs a const anl bODst condition, wherc pressure is the same on both cnds
orthc idlejet circuit o
The bypass valve is design ed to dump the pressure upstream of t he thrott.le
when tbe throule is dosed, qujckJy bringing the syslem to a stabilized pressurc. The valve does Lhis by using the vacuum signal ge nerated in t he intake
manifold when lhe throttle is closed lo open a valve that 1ets the pressure ,apidly bleed olI.
is closed. residual
' ,
'-----"
considerable {low
Fuel
'---p,essure -
same as boos'
~~~t
~
pressurc.
....
Carburetor
Venllube
L-
th,.olUe.
Vacuum signal
107
any given time.T rus pressure difference musl be held constant u nder all operaLiona! conditions. To accomplish t rus, it is vital that. both control signa Is be
tuen [rom t he intake plenum prior to t he throttle pla tes, lt is best to take the
s.ignals from t he sam e location. To iJlustraLe what can happen if tt s requi.rement is fiat met, imagine hooking both signa ls to the intake manifold a fte!' the
throttle plate oThis is atways the 1a51. place lo see boost pressure, snd it is aJways tb e lowest pressure. Pressure 1055es th ru the carb can be as high as 3 0 1' 4
psi. If t he wastegate sihTflal t hen comes froro t he manifold, t he float bo wl will
see a pressure 3 or 4 psi greater. If fuel pressure is set 5 psi above boost pressure, then the real pl'essure di fTerence across the float neeille wHl be 1 0 1' 2, ce!'tainJy not enough lo run under boos t. ti' fuel pressure i5 raised to compensaie,
the id le setti ng wi ll be off when I.he float bowl sees atm ospher ic pressure. Back
at dJ e, fuel pressure \Vill be 8 0 1' 9 psi, an unstable fuel pressure fol' a float needle assemb ly.
P REPARING THE CARBURETOR. Severa! aspecls of the car buretor need inspection
and/or prepa ra tion tor use in 8 blow-through application.
The blow-thraugh ca rb must have a salid Hoat. Shou ld t he one you choose to
use have a brass-sheet float or other style t hat could collapse under boost pressu re, tbe float must be replaced witb a soUd urut, A variety 01' techniques exisi
to fi.11a hollow ftoa t with lightweight roam. Sorne ofthese come in a liquid and
harden a fte r being injected into th e float, Consult. the Yello\V Pages, under adhesives,
[nspeeL the earb thoroughly fo r load plugs that cap off inLersecting drilled
passages. These plugs are prone to di slodge with boosl pressure, The plug can
be retai ned by sta ki ng it in with a sharp-pointed center pu ncho Set a ring oi'
punches around t he pl ug such thal the base melal of the carb body is faised
enough to create interference shollld the plllg try lO move. Anoth er rnethod of
retain ing t he plugs ls simply Lo cover them with a high-qualiLy epoxy gllle. Be
mindfu] of the fact Lhat. larger plllgs will fail first., as t,hey inherently have a
larger force trying to push them out.
108
CHAPTER 8: CARBURETION
To carbu~re:'l:"or'J"""'~\..._ _
+-Fuel In
Pressure signal
Return
lnspect all the gaskets in the carburetor. Any gasket thal appears less than
up to the task must be improved. It is possible to retain a gasket with a very
Iight coating of Loctite applied to one side ouIy. Undcr no circumstances
should yau use a silicone or similar rubberystyle seaJer) as you will be finding
it in the fucl jets ruter the firsL trip around the block. It is especially important
to scaI aUgaskets 01' other items on the flOilt. bowllid to avoid losing boostpres
sure balance across the mainjets. If any pressure leaks whatsoever accur [rom
the floal bowI, fuel delivery will grow lean on rising boost pressure.
The throttle shafts on t he carb will seep fuel under bODst if nol sealed
against pressure. MosL see pagc wi lJ be in the annoying catcgory and willnot
afTect safety or functioll. Cosmeties dictate that the shafts receive sorne form of
seal. Prabably the easiest 3nd most efTective method i5 to oITer a pressure barrier that w iU tend to force the air/fuel mixture bac.k inta Lhe carb throaL. This
can easiJy be d Olle by bleeding so rne boosL out orthe plenum 011 th e face ofthe
carb, down Lo sma Ll fittings placed i!lto the bosses through which th e throltle
shafts pass.
Ag. 8-13. Wltell fue'
lea/mge al tlle throttle
shafi is CI problem, boast
prcssure (rom above tlle
uenlun, which will
always be grea/er thall
tha/. below tite uellluri,
can be chollneJed to I/W
slwft piuot bares lo bloUJ
lhe mixture back inta
lite Ihroat.
Coldstm1. valves ofthe fuel-dump siyle, rather than the air-restricto'" typc,
may need to be pressure balaneed against a reverse f10w when operating under
boost. Should this be a problem, it can be dealL with by creating a cap ofso1'i8
over Lhe coldstad valve and bleeding presSlIre f1'om the plenllm into this cap.
The cap can be b ndcd onto t.he c8.rb with a high-quality epoxy ccment.
109
Plenum
...---J
p
r-
.......,
/'
l'
(
......
Pressure balance
ValV8
1"
'--,
Capbonded lo valva
r'
Almost
any
carburetor
can
be
easy to use. Manuracturers like Weber, Mikuni , SK, Oel1orto, and Holley all
make carbs thal wi ll, with suitable preparation, runction well in a blowtbrough application. The easiesl unjt to use is certainly the Mikuni series
PHH dua l-throal sidedraft. It should be given consideration in applications
ranging rrom V-Ss a nd V-12s to any inline conliguration. The Mikuni PHH
comes as close to usable righl out orthe box as is avru lable. lt is simple to tune,
responsive allow speeds, nows huge arnounls or air, nnd is long-term durable.
The new SK c8rb is virtually ils .qual, with perbaps even greater fin e-tuning
capability. In siluations where it is not possible lo use dual-throat sidedrarts,
the Weber I OF downdrarts oughl to be given consideration. Allhough the IDF
requires extensive preparatjoll, it is a broad-range, responsive, slllooth-running carb. Perhaps the highesl-quality carb bum in the world today is the 1t81ian Oellorlo series. Avai lable in downdraft and sidedrart configu rations, these
carbs are truly fin e pieces orwork. Prior to seltingyour hearl on using them,
secure your path for parts supply. Holley c3rbs have been used sueeessfully
over lhe years, and Holley ofrer. a wjde variety 01" sizes and shapes. No manuracturer comes close lo Holley in off"" ing special-tuning bjts and pieees to lailor a specilic appJi cation . Motol"cl'aft
two~ barrc l
Have the shape into lhe carb throals npproach thnl oi" an ideal inlet.
Don 'l blow air direcUy across a cru'b throat .
Provide for air bleeds to the Roal bowls.
110
CHAPTER 8 : CARBURET I ON
av inlel shape.
ANO FURTHERMORE
Does an air/fuel mixture haue tl'ouble staying atom,ized throllgh an idling
turbo allow arnbient temperalures ?
Draw-through-carb turbo systems inherently have a long, devious mute fol'
the air/fuel mixture to travel befere reaching lhe cylinders. Ir heat is nol. provided at t.he carb mounL or nea!" the system's low poin!., fuel will pudcUe in t he
botlolll ofthe turbo. In pmctice, carb prehcat a llows the engine to die and run
smooLhly al low speeds whcn ambient t.empcratw'c is less lhan 80F. Under
boosL, su eh a cyclone exists l ha .. puddling is impossible. The prublem can be
avoided complet.ely by blowing t.hrough thc carb.
T he real test of a tW'bo engine and its ability to produce huge amounts of
powcr (without leaving a trail of pungent b1ue-gray smoke andlor alwni
num/ iran shrapnel) hoiLs clown to what's happening in t he combustion chamber. SparlUng off a controUed temperatu re mixture-<:omposed of the right
stuff at t he right time-is the culmination of aU the design effort put jnto the
system. When this event transpires correctly, the fun begins.
Voltage
Spark Plugs
The choice oC a spark plug fOI" a turbo engine application is relat.ively easy. Tbe
heat range of the plllg is lhe key factor to get right. Classifying plllgs by lheir
heat range has nothing to do with when or how they mauage to get the fire go
iug. "Reat range" meaos no more or less than how the features ofthe pll1g are
Lr
(l
'-
TI
'TI
Cold plug
HoI plug
111
112
CHAPTER
9:
configured to conduct heat. away from Lhe clectrode. Presume for a mome nt
thal il is c1esirable to have the materials of all spark plllgs operate al abollt lhe
same lemperatllre, regardJess ofload conditions imposed by lhe engine. Thon
tlle spark plugofa low-speed, low-Ioad, low-compression engine would need to
conduct heat away from its electrode slowly, al' else the plllg wOllld operate too
eool. This is ealJed a hot plug. An engine of om Jiking, e1early, must have plugs
lhat eonduct lots of heat away from the eleclrode. This plug, lhen, will be referred to as a cold plug. The balance to aehieve is to keep the plug hol enough
to continuously burn the sool and deposits off yet cool enough to keep the matcriaJs fram rapid deterioration. A plug that aperates al too h1gh a temperature can also serve as an ignition souree that actually starts the tire prior t.o th e
spark. 'fhis is pre-ignition, and il can ead to detonation,
1n tlle actual selection of a plug for a high-pressure turbo engi ne, the choice
should sLart with a plug about two ranges colder than stock equi pment. Ifthe
plug deteriorates rapidly
01'
Should the plug get dirty and aequire too mueh resistanee to Jire, back up one
range holter.
Installation technique will eontribute lo the plugs' eonsisteney and durability. Certainly aUthreads and washer seats must be thoroughJy eleaned. A proper spark plug lube,like Never-Seize al' molysulfide, should be Iightly applied to
the threads and between the washer and plug. Top tbis off with tightening the
plug to the manufacturer's suggested torque, and you will have done aH you
can toward good spark plugperformance. Torque specs are u uaJJy between 10
Ignitingthe mixture at the righl time is also a ehallenge. The turbo engine adds
one more requirement. to the design of an ignit.ion curve. Turbu lent turbo mixtw'es burn faste.r than normally aspi rated mixtu.res, but the denser mixtures
slow the burn. While eonlrary and confusing, this generally leaves thesiluation
noL needing to begin the burn quite so soon . The igru tion curve can lherefore
benefil from a small retard fundi on as boosl. rises and the mixture becomos
both de nse,' aud more tU.l'bulent. The con-eel ignition liming under a1l C'CUI11SLances is achievable only if the timiug cw"Ve can be designed right a long with
the fuel cm""e. With today's technology, this can be accomplished only with aftermarket engine management systems, At present, lhe Electromotive and
DFl engine managementsyslcms can contl'Ol both ignition and fu el curves,
Electronic
Ignition Retard
113
The boos t~ pl"essure- se n s itive igni t ion retard oITers a limited degree oC adjustahility Lo the ignition sysLem operating under boost . This item can also prove
useCul in permi tting grcater ignition advance aL low s peed and eruise condi~
tions wh ile r educing top-end advance at high boost pressure. T he igniti on reLard ca n easily bejudgedjusl a safety device, but t's noL quite so. It a lso alJows
a rough tailoring oC thc high end of lhe ignition curve to the octane rati ng of
the fuel. A si ngular disadvantage exists with t he pTess ure~activated reLard: iL
will pl'ogressively retard ignition as boost rises, even without the presence of
detonation. T herefore, timing is loss than optimum a Lthese mid-tange points,
so that it will be rightat maximum boosl. This translates te a noticeable 1085 of
mid-range torqu e. Less torque + less power = less fun .
Knock Sensor
The pressure-sensit ive ignit.ion reLard could be ca.lled a passive device, in thal
it does not detect the prese nce of the event. it is th ere to prevent. lt retards the
ignition based on boosL and retard rate setting on ly. The knock-sensor ignition
retard should be called an active device, however, beca use iL de lecLs tbe presence of t he eve nt an d t hon is cha rgcd with thejob ofeliminating iL. 'rhe lulock
sensor does an excellentjob oC rctaJ"ding ignition wltcn detonation is dctccted.
This implies lhat maximUlu safe powcr is beingdcvelopt--d undel the operating
conditions at that instant..
For example. add octane, and ignitian tJming stays fOlward wh ile power
slays up. The knock sensor is an aven ide sa f'e ly device that is noL the leasi. bit
concerned with maximum power. [fused in an absolu lelycorrect environment,
the knock sensor would r ema in quietly in the background and never be needed. Neve l; lhat is, until someLhingwcnl wrong, wrong, wrong. A knock-sensorconl roll ed ignition curve can display a less-than-fun characteristic. A check on
t he l"unctioningofthc syste m, as rl"equently stated in scrvice manuals, is to rap
on lhe cylinder block with a ham me!". If Lhe sensor detects the knock and retards the timing, audibly slowing the ellbrine, it is working as designed. Clearly,
harn rnering on the side 01" the block is nat detonation. Why, t hen, should the
I'etard be activated'? ls il possible that 3 I"Ock boullcing oIT the block could also
retard t.he timing? How about a failing hyd r8uli c lirter, a wale' pu mp bcaring,
or a broken a lternato r mount? 1t is necessary to keep in mind lhat. relarding
the igniLion raises exhaustgas temperature. This is decidedly abad thingto do.
unless dctonation really is presento 1l is probab ly sll"ekhing the point a bit tri
114
suggest that a fast trip down a long gravel eDad might I'clard ignition to the
point of melting an engine.
Mechanical noise of a high-revving engine can cause sorne knock sensors to
actvate when no knock is presento This t hen becomes a rev-based l'ctard,
which is 110t a desirable device.
The developrnent of 8 knock sensor into a full-fledged computer that does
what its software teJls it Lo do is the mosl optimistic development yet secn.
1'hese are in their infancy, but much progl'ess is being made by J&S Electroncs. Prograrnming will, wou ldn'l yau know, be the key. Perceived downsides of
the knock sensor are nol a1ways presento lt is, however. necessary lo consider
these possibilities upon pUTchase, adjustment, and use of a knock sensor.
Mueh can be said about the pluses of a knock sensor. The eontribution it can
make toward pence of mind is not withoul meriL. 'l'he vast majorit,y of turbo
system installations are not maximum-eCTort sysle ms; tberefore, small power
compromises are notcrucial . Therein probably lies lherusLinction ofthe knock
sensor's value in Lhe scheme of th ings. Overall, the knock sensor is probably
the besl thing going rOl' control of ignition timing.
Fuels
The quality ofthe fuel alTered up lO the burnillg process is key to the functioning of smooLh , powerful turbo engines. High octane, quality refinemcnL, and
fast burn rate are t.he distinguishing chnracteristics ofgood turbo fuel. An octane ratingis solely a measure ofresistance to detonation 8S tested in a lab tesL
engine. Quality refmement is the production of gasolines without unwanted
contaminants, often referred to as 'la bad tank of gas." '['he combustion rute is
just the relative rate al which thc fuel burns. Combustion nJte hasa significant
eITect on detonation charactel'istics of Lhe fuel And chamber. Ir the hum !'ate
can be significantly sped up. lhe little pockets 01' mixture hidden 00' iu the extremes of the combustion chamber \Von 'l have time to overheat aud explode.
FU ELS
115
ANO FURTHERMORE
116
10
T he exha ust ma nifo ld plays a key role in aJJ perfo rmance aspects orthe turbo
system. The turbo man ifold has many and var ied duLes to perfo l'm. Direct re
sponsibilitics nelude sUppol't of the turbo, guidance of exhau st gases to th e
turbine, kee ping exhaust gas pressu l'e pulses moving along intact aL a s'Leady
pace, and trying hard noL to Jet. a ny heaL escape t hrough th e manifold waJls. To
accomplis h these chores while glowing cher ry red, tryin g Lo remai n s traight,
not developing CI'8cks, a nd han!,.Ting in there year after y eal' i5 naLexa ctly s n
assignrn ent ror boys. An exha ust manifold leads a hard life.
designing exhausl
malti(olding don "
hesi.tate lo copyjusi be s ure you 're copying tILe best.
J
Application
The app lication, wh et her t.'o mpetition 0 1" hi g h ~ pe do r mance strcet, will strongly
influence materia l selection , design styIe, and method of manufacture. Any
maximu m-eITort turbo system will be conflgured al'ound a tube-styIe, fabricat ~
ed mani fold. One-off designs, for cost t easons alanel ll1usl also be fa bricated. A
cast man ifold i5 the obvious choice when a large nu mbcr ofpar tsare lo be made.
Desi gn Cr teri a
H EAT RETENTlOH. Clearly, performa nce of the tu rbi na is in part. deter mined by
the temperaturc al' th e exhau st gases. 1t i5 reasonable, lhen, t.o expend sorne
efTorl towa rd getting the ex haust. gas from lhe combustion chambcr lo t he t.urbi ne with the Icasl possible temperature 1055. This is fundamentally true, although t.he slt-e ngth oCmaterin ls at elevated temperatures musl sometimes be
considered and sorne form of cooli ng provided. The thermal conductivity of a
material i5 a mensu re oftha1 material 's ability lo conducl heal. Since the ohjective here 15 to kecp the heal inside the manifold, it i6 I't'usonable totry to lUie
a mat.erial with lhe pooresl ability to ll'ansfer heal.
117
118
Flg.
~o-2.
Top ef/:
cross-tllbe {.'onnection
from the opposite bauk
o{ cylilUlers. Bollom
THERMAL CHARACTERISTlC S
119
shapes. The limi ts lie with the ability ofth~ pattern makers.1'be casting process i8 the only viable way to make an exhallst manifold with a wide var iety of
section shapes a nd wall thickne5ses. An experienced or t houghtful designer
can take udvantage o[ this cha racteristic t.o produce u low-slIrface-area, thinwalled, smooth, constant- ection-passageway manilold.
A wide variety of iron alJoys exist, bul perhaps t.he most useful for ex.haust
manifold design i5 the alloy called "dllctile iron." Ductile iron 's charact.e ri stics
ra nge from good crack resistance and high-temperature shape stability to free
machining, all wlth a reJat.ively high basic strength.
Cast manifolds remain the territory of the volu me producer, due to t.he expense of creating the necessary patterns and tooling.
Mild steel. Althougb mild steel has no particular characteristics that make
it an ideal choice of exhaust. manifold materials, it does, indeed, do aLmost everything welJ. 1'hi5 mate rial ls inexpensive, easy to machine and weld, and
readily available in a wide variety of'sizes and shapes. Perhaps its poorest characteristic is corrosion resistance. This can be helped significan tly by ch rome
plating. Ask for industri al -quali ty plating, which is many times thicker than
decorative chrome. Perhaps better than chrome are sorne of the modern ceramic coatings.
Aluminum. Because of aluminum '5 poor high-temperature strength and
high heat-transfer coefficient, rule it out as a suitable material ror an au tolllotive exha ust manifold. In some boating applications where exhaust outlet. and
manifold surfaee temperatures must be closely controUed, a cast aluminum
manifold with water jackets becomes sn ideal choice.
Therma'
Characteri stics
The wsll thickness of a particular material wiH strongly nfluence the beat
transfer, in that the thicker the material, the raster heat. wiII travel through it.
This seems contrary te logic at first t hought, but consider how fa5t heat wOllld
be drawn out ofa high-conductivity, infi nj tely thick aJuminum manifold, as opposed te a vely thin piece of stainJess sWTounded with a luce insulator like airo
Heat transfer i8 diTectly propOI-tional to surface area. It is therefore reaso nable
to giveconsiderable thought lo keeping the exposed 8urface area ofthe exhausl
manifold lo a n absol ute minimum. Clearly, the less slIrface area, the less heat.
1058. Reducing the amount ofambient air flowingarollnd the exhaust manifold
aud t urbocharger will further reduce heat.loss from thc system . lt is generalJy
Dot feasible lo direcUy wrap the exhaust manifold with nn insuJating material,
as the manifo ld material itselfwill overheat te the point ofstructural failure.
A further eITect on heat transfer oul oftbe exhaust manifold is heat distribut.ion inside the manifold. Hot spots nside the manifold should be avoidoo, because they can quickly pllmp a lot of heat out. They are creat..d by sharply
an,gled intersections or by too many exhaust pulses through onesegment ofthe
manifo ld. Keep in mind that the temperature dill'erence between the inside and
outside of the man ifold is lhe force that pushes heaL through the manifold.
Reversion
ReversaJ of the exhaust gas flow back into the col1lbust.ion chamber during
valve overlap is called rcvel'sion. Creating an aerodyoamic barrier that reduces the reverse How yet does 110t impede outward-fiowing gases can pay dividends in performance.
Style of
Manifolding
In general, mueh gl'eater 'ecdom exists in the choice of manifold styles whell
lhe manifold is fabricated. These choices range froID the simple log styJe t.O Lhe
120
R g. i0-3. Durability of
(In exllClusl manifold
can be illfluenced by the
basic designo A log-style
manifold is subjecl to
more Iteat abuse alld
high-expanslon manifold
Ouerlappillg heat
pulses in lhe log style
create extra, Iwt spots
and greater expansio1l.
Three pulses
pe, cycle
Cooler -
low-expansion manifold
por cyele
'"
a reduetion in exhaw;t
~
~
or flow.
'"
equal-length, rnultiple-tube, individual-n..IIlner style. A gl'eat amount of research has been done on the performance benefits of various manifold slyles.
Mosi of this research, plus the tremendotls efforts pul into the recen t era of
turbocharged Grand Prix cars, stron gly indicat.es t hat the best manifold.ing is
multiple-tube, individual-runner style.
TUBING SIZES. Almost all app licat.ions of a bu'bo are to an existing engine.
Therefore, the choice oftube sizes wiU usualJy be dictated by port size and the
size 01' the tUl'bine inlet on the turbocharger. Wbel'e a clear-cul choice does noL
exist, ii is best t.o select tlle smaUer of the sizes available, thus increasing exhausL gas ve locity,
Cilr'
RULE:
When a choice exists as to tube size, always opt fol' the smal1er, to
keep gas velocities high.
STYLE OF MANIFOLOING
Ag. :10-6.
A/l
cmmple
of good, compact
manifolds. These
desigl/.s also
els.
Ag.
~o-7.
LSe
weld
V-12 cuslom
121
122
FeuL~
011
expaftswn.
therm.al
S TYLE OF M AN I FOLDING
ofarl
lns ide
Wall
pipe size
Bend
radius
Outside
diamete r
dirun etcr
thi ck.ness
1/2
1 1/2
.840
.622
.109
3/4
11/8
\.050
.824
.113
1 U2
\.3 15
\.049
.133
1 U4
1 7/8
\.660
\.380
. 140
1 1/2
2 U4
1.900
1.610
.145
2.375
2.067
.154
21/2
3314
2.875
2.469
.203
41 /2
3.500
3.068
.2 16
Nominal
123
124
Nominal pipe
Nominal pipe
size
Lcngth
3/4 x 3/8
1 112
2 x 3/4
3/4 x 1/2
1 1/2
2xl
1 x 3/8
2x 11/4
3
3
1 x 1/2
2xl1/2
1 x 314
2112x 1
3
31/2
1 1J4x 112
2 112 x 1 1/4
a 1/2
1114 x 3/4
21/2x 1112
31/2
1 1/4x 1
2 112x2
3112
1 1/2 x 112
21/2
3x l
3112
I 112 x 3/4
3x l1/4
3112
1112x l
2 1/2
2112
3 x 1112
3 112
I 112 x 1 1J4
2 1/2
3x2
3112
3 x2 1/2
3112
s ize
Len gth
Cast Manifold
T he castingprocess lends itselfto simpler designs, due la rgely to the compli cations and costs or patterns. These designs usually adopt log-style maniroldsgood f OI" production but nat qui te SO good fol' maximu m performance. II is nceessary lo und erstand that a cast ma nifold can deliver very good perfo rmance.
but it is nol race car hardwru"c.
Wastegate
Early in lhe planning ol" the exhaust manifold design, co nsidel'ation must be
given to location of, and bleed-oO'to, th e wastegate. Thc principies nvolved in
integrating the wastegate into the system are t hat bleed-ofl' to Lhe wastegate
J11ust occw' alt er aH exhaust pulses headed fOl' tbe turbo have bec n combined
into one tube, and the ftow path must be stl'eamlined.
Integration
WASTEGATE I NTEGRATION
Poor
Wrong end -
Poor
Good
CVf.'r.
ideal angle.
125
126
Changes in tbe shape of a manifold a'5 its temperature rises froln ambjent to opera Ling must be considered during layout. Heat-induced warpage can cause se-
vere problems with constant exhaust gas leaks. Warpage 18 caused by unequal
temperaturc dislri bution through the matedal ol'the manifold. A1:3 an example,
the header nange will not reach the smne temperature as a segmentofthe tubing 0 1' the coUectors; thel'efore, il will not change length as mucho These varying
cha nges in length will induce warpage if t hey are not accounted for in t-he designo Each port Hange, for example, should be separate [rol11 the others.
~__- -
Temperature :: 400F
warp due lO
WleuelL
Temperature = IOOO"F
Temperatura = 1200"F
Temperature ::. 1400"F
d + .060
d+ .12
be auoidcd by making
lIJe boil hales progres-
Higher temperature
allubing creales
more expansion, forcing
Ilange mo ln ate
d + .060
d + ,12
illcreases.
Thermal - - - -_
expansion
01 ... 1 in.!11
Thermal expansion characlerisLlCS will requ il'e attention to bolt hale sizes,
parlicularly ai the cyLi ndel' head. Tight, c1ose-tolerance boll paLierns can aclAI aUy cause fastener railure by placing thc fast.eners under severe bincling when
a manifold resehes maximulll operating tem perature. The soJulion to this
FA STENERS
127
problem is enlarging t he bolt. hole size as it gets farther away from the center
of the man.ifold. This is essential when stainless stee! is t hc materi a lllsed. On
long engi nes, Iike six-cylinder nHne, the designer should consider using lwo
manifolds, wth interconnections from a tubular fl ex joint. This Lype of slip
jojnt is common on ail'craft a nd large industrial cOb.oines.
Fasteners
128
Gaskets
RULE:
Bolted t urbojoints are troll ble. Give them youl' best 5110t.
Although the function ofa gasket seems obvious, t he gask t can a lso be used as
somewhat of a thermal barriel'. Somejoints need gaskets rOl' sealin g, while otbers benefit soleJy from the reduction of heal transfer. T he mating s urfaces of
two pa rts ope.l'ating al about the same temperature don 't necessarily nced a
gasket. The turbo attachment to the manifold is such ajoint. A wastegate attachment is quite the opposite, however. It is desirable to reduce heat in t he vicinity ofthe wastegate diaphl'agm, to improve the diaphragm '5 life expectancy.
A gasket here serves as a llseflll heat block. T h.is same condition ex.ists al the
tailpipejoint Lo the turbo and the wastegate venL tube Lo tbe wastega te,
Gaskets obviously take a ser ious beat'ing in any e.'(haust system. Thc presence of the turbo doesn't help the situation. ln certain situations where t he
quaHly of t he machining permits, th e best solution to a gasket. problern is to
leave the gasket out. This is particularly viable betwee11 two cast iron su rfaces.
Steel flanges upward of 112 inch thick wiU likely be stable enough to seal longterm withoul t.h e gasket.
GASKET S
129
Eliminating gaskets is a valid design objective. WiLh th.iek flanges and CID'efuI surface machining, by and large, mosL gaskets can be eJiminated . There is
a n elemen t oflogic to the idea Lh8L an absenL gaskei ean' Lblow.
ANO FURTHERMORE
130
11
EXHAUST SVSTEMS
odds with each other. At last gla nce, the situation is a bit better than generally
believed. fth e tur bo could step u p and dictate terms for design of ex.haust systems, it would categorieally state: Non.! fthe red. could step up an d dicta te the
design of exh.aust systems (which they can, have, and will con tinue lo do), they
wouJd state that t he best taiJpipe is one thaLnothing comes out o[ Somewh ere
between these t W Q dissimilar requ ircrnents Hes a real good exhaus t syste m for
street use t ha t \Viii keep both pa rties happy. Well, relatively happy.
For our purposes, we shall call the ex haustsystcm everything rut.er the tu r
bo. Virtually all turbos require speeial tailpipes. Stock , non-turbo tailpipes
do n't cut it. Seldom do afterm arket tailp ipes prove satisfactory e ither. An exhaus t sys tem is an accumulatio n of optimizcd, carefuJly thought out features.
The object ive that mu s t be met in correlating these design featmes is the ere
ation of a c1ea nrunning, acceptable noiseleve l, lowest possibJebackpres
su ra tailpj pe.
""" RULE: Back pl'cssure in no exhaust sys t.em is evil.
131
132
Flg.
ll~2.
Turbas do
Design
Considerations
This part of the exhausl system is s ubject to tempe ratures ranging up to 1500F, a factor that dictat.es mu ch oftheconfigurat.ion of
lhe components. 1' his 15 perhaps the most h ighly stressed section of the exhaust. system. 'l'herefore, strength 15 of prime importa nce. Strength swrts
\Vith t he t hickn ess or the tUl"bine outlet Range. This flange can arguably be as
th ick as 1/2 inch a nd still caU fo r additional ribs oc bruces.
TURSG-TG-TAILPIPE JOINT.
DE S IGN CONSIDERATIO NS
133
el' than the tubes fol' the cooler inta ke side. Base the calculation on the same
conditions as for intake tubes, bu t use a maximum velocily 01'250 ft}soc "ather
than 450 fl/sec. To size a tailpipe , yau can ad here to this exhaus l gas velocity Ol"
4.0
=m
3.0
:.
3.5
.<'
<>
m
-,
e
.~
2.5
m
<>
'0.
3.0
~E
2m
~ 2.5
2.0
i5
2.0
100
200
300
400
500
600
700
Engine power (bhp)
J....,'{
Q)
Q)
600
900
1000
134
PosmON.
tllrbo .
Fig. 11 7. Tbcl'mal
4
Engine
expcl/lsion of the
exJwust system m usl
be allOlucd, lo auoid
cracking.
DESIGN CONSIDERATIONS
135
Transmission
\)
Exhausl gas
Ilow direclion
A deb'T'ee of flex can be built into a tailpipe, with swages used as connectors
fol' the pipe segments. Swages pel'lrut easy angular acljustrnent as welJ. The
pipe cla mp can also readily sel-ve as a hanger anchor.
HANGERS. As simple as the idea may be ofhanging a tailpipe under a ca1', you
need only lok under a Ferrar i te get a good feel for the fact that thi8 subject
can be takeu very seriollsly. Severa l prblems erop up in properly locat ing a
tailpipe. Vibration, hea t, engine rocking mations, thermal expansion, and
hanger design are a ll problems that need te be addressed before one has a durable, unobnoxlous tailpipe.
Vibration can usuaJly be damped by frequent hangers and 50ft s pots. Soft
spots are flexjoints that will not transmit vibration. Aswagedjoint is an exampIe of. soll spot.
Reat is only a pl'oblem ifa vul nerable compo nent lS within range. In ge neral, it is far better to insulate the item t hat can get damaged eather than the
tailpipe itself: Heat can damage such things as undercoat.tng, fiber materials,
and painted surfaces. A bit of time spent looking fol' such vulnerable things
and providing a few shields will prove valuable in the longl'un. A simple sheetmetaJ shield will provide a temperatul'e drop ofsevel'al hundl'ed degrees.
Fig.
~1~O.
Swages,
2" 01 ,nollon
\\~-----===~~== :
4"of motion
136
Trap.
DESIGN CONSIDERATlONS
137
restrictioll. Bo/lom:
This muffler layout
mayofferan adlJontage
in tight spru.'f!S.
-.-'
Nel
size
---.L
Flow direcllon
===;,;:F:J
, :::'=================
e'
Orilled eore
===~~=,ppppppppp
Nel
size
Louvered eore
138
Fear or excess ive noisc with st.raigh.t-through Ol u fflers 18 us ua lly va lid. This
is not t he case with a tu rbo engi ne, as the t.urbo a lane can be considered approximately one-third ofa mufller.
WA STEGATE INTEGRATlON. Tr he was t.egat e , diSCllSSed more extens ively in Cha pter 12, presents no speciaJ requirements wi Lh respect to si lencing bu t daos Cr eate a n op port.un ity that can benefit perfo rm ance. In an y ca taiytic-col1ve r terequipped car, t he wastegated ischar ge mus t be put back in to t he tai lpipe before
t he conver ter, because a ll the exhau st gas must pass through t he conve r tel'.
Where no conver ter is ret.luired , t he oppor tunity exists to make a completely
separate tailpi pe solely ror the was tegate. A s imple muffl er may p rove n eces~
sary lo keep noi se withi n lim.i ts whe n th e system IS a t max imu m boost. T he
value in creati ng a separate tailpipe here is that it efTeetively increases the ex
hs ust system's total flow area. ln gene ral, a wastegate will be more positive in
response and somewhat mor e effective in contro Uing boost pressure when ae
eo mpanied by its own tail pipe.
The wastegate vent.lube or tBilpipe wil l suITe!' lLOusuaJly large f1uctuatiollS
in ope ra ti ng tempe rature. This sit uation ex ists beca use t he wnstegate 15 clo5ed
mos t of the ti me, a nd lhe ven t tu be will th us be cold , 5in ce no ex ha ust Row 15
()
gal e is /)es t.
.,
)l
"
)~
r
:;::; ,9
~:
TAILPIPE TIP S
139
presento Al; soon as the wastegate opens, the e ntire vent tube experiences a
rapid rise in tempera tu re. This fluctuation will occur every time the wastegate
apeos. T bis requires th e vent tube design to be such that. it can expand and
contract without putting itselfin a crack~inducing bind . Expansionjoints can
take the shape ofswaged or bellowed connections. BelJows, to prave long~ term
durable, must be stainless steel and oC sturdy constl'uction. The material
should be a mininmDl of .03 inch thick. A bellows must be supported so as to
eliminate vibration, or it will fail due to metal fatigue.
MATERIALS AN O AHISHES . Mild steel is sn entircly adequate material for exhaust system construction. Stainless steel, while distinctly superior, presents
the problem of obtaining all the syst.em components {'om this material Staillless tubes welded to mild steel mufflers accompLishes liU.le for long-tarm durability.
FASTENERS ANO GASKETS. Bolted-togcther joinls are s UI'cly the 0105t Ll'oublesorne palts of any exhaust syst.em. lf properly configured, Lhe fasleners and
gaskets thaL hold the joinl..s togethcl' can go a long way towal'd ins uring th8L
these joints remain in scrvice without trouble. Cl'cating the correcL setup is
largely a maLter ofseveral do 's and don'ts, list.ed in Cbapter LO.
FLANGES. A flange has the twofold I'cspon5ibility of kccping t he gaskeL se~
cllrely cla1l1ped at a1l times and insuring that the tailpipe tube receives adequatc SUppOl't. Th ese rcquirements are easily mel by using flanges 3/8 ineh
Lhick 01' greater. A small flange, stlch as fol' a wastegaLe, can survive as Lhin as
5/16 inch. In general, lhe thicker Lhe flange, the longcr it. and its gasket. will
5tay there.
Tailpipe Tips
Since LheonJy visible segme nL oflhe enlireexhaust systen"t is the last few ineh
es, it is tcmpting lo lel style do a number on eflicicncy. Style IS almost always
niccl but not when it costs power. Make s ure t he exhaust flow arca is mainlained through the Lips. 'rhoughts 01' tip designs Lhat ucxlract" exhaust gases
might. be alluring, but. wait un t il lhey show up on Formula ll'ace cars before
ge tting too entbused about t heir mel'it. Most. Caney tip oTerings will prove less
Lhan satisfaclorv.
140
Special
Requirements
for Front-Wheel
Orive Cars
A front-wheel driver is mosl often a transverse engine layoul. This prese nts a
new problem to the designer, in that the tailpipe i5 required to flex up aud
down when the engine moves relative to it5 mounts when transmitting torque.
It i5 Dol feasible to bend a tailpipe and expect il Lo survive mQl'e than one fasl
lap around the block. The flex joint Lakes on a whole new meaning with the
fronl-drive trans verse-engine vehide. Don 't pul youTsclf in10 the posilion of
buildi ng pipe after pipe with the strength to stay in one piece and t..ly ing lO gel
one to Uve. The problem 15 to design in enough flexibility of joints so that the
engine can move virtually anywhere and not overstress the tailpipe. Anticipate 10 of flexibility and provide for il.
AND FURTHERMORE
12
8005T CONTROL5
T he need for effective and pos itive boos Lcontrols in a tUl'bocharger system is
brought.. ubout by the turbo 's characleristic of incl'casing its rate of ail'ftow
raster than t he abilit.y ofthe enginc to accept that flow. Irunchecked, the t urbo
can quickJy produce damagingly high boost pressures that lcad to engine
knock. The methods and details by which boost pressures are held ln check are
key elements in the success of any turbo system designo
BoosLcontrol devices vary in st.yle and efTectiveness, from t h e angla of the
driver's right foot to the sophjsticated variable area turbine no~ z l es. 'I'he fol
lowing discussion will outli.ne tbe sch emes and their merits for keeping boost
produ ct ion unde!" reasonable lnit.s.
Restri ct or
Fig. .12.1.
Boost COII
be con! rolled by a
comp/"essor nJet 01'
oullel restrictOI: While
0=
.0 ~1=
o
Flg. :1,22. A I,ail/Jlpe
restricto/" eOIl control
boaSl, hui " eai goes up.
142
lo scrap Lhe Aow al the orifice. 1'his restl'icl.or Cn lake the farOl al" a large
washer al t.he turbine autlet or eve n a muffier tha1 hates performance. Any rest.ri ctio ll to exhaust. flow will dri ve combustion cham ber tempe ratures up, because exh aust. back pressure, and t hus reversion, will be gr eater.
The fundamental Dolia o of adding a turbocharger to increase flo\\' through
an engine a nd th en adding a restrictol' to control tha!. fiow must, in the final
anaJysis, be considered adopey scheme. No Formul a 1 cars have flow restrictors.
Vent Valve
A rather sophisticat.ed radia t.or cap can be used as a boost-co ntrol device. GeneraUy, these types of c0l1tro15 wi_1I prove inaccurate and often noisy_ While far
superior to any form of restrictor, these valves probably have th eir greatest
value as safeLy cont rol s in the event of a wastegate fai lu re. They can conullonly
be found on produ ction tUI-bo eru's as overboost safety devices. The vent valve
has no bu siness bei ng a primary boost-control device. l;urthermore, it cannot
be used on a draw-t hrough car b system, as 11. would be required to vent a fueV
air mixture.
Wastegate
o
'('he wastegate derives ts llame from the faet th,lL il. fULlctions by wasting a
portian of the exhausLenergy. By wasting, 01" bypassi ng, a controll ed amouut
of exhaust gas energy 8mund t be turbine, the actual speed of the turbine,
hence the boosL, can be con t rolled. Imagi ne the wastegate, t hen, to be nothin g
more than an exhaust bypass val ve that aHows on ly en ough exhaus t gas fi ow to
the turbinc Lo produce the desir ed boos t.
-;- L
\.
~,
'---'
"
Talpipe
(I ~
r ~J
ilo ;r
LJ
ego )...
e.~"-O:
,\..
L! UILr
,"
Il1111 1'
Ir
143
Although the w3stegate is cUl'renUy the hest choice fOI" thejob of boosL cont.rol, it is not a perfect concept. That it runclion s by wHsti ng e nel'gy is obviously
a Aaw. A secon d naw is the need fol' lhe wastegaLe valve Lo sLarL opening quite
early in the hoost rise time, so it will reach a posit.ion t.o st.abilize boosL when
hoost. reaches tho desired maximum. In other words, a wastegatc seL aL 10 psi
wiIl usually starL to open at ahouL 5 psi and dendy w8sle a bunch of energy
that could otherwise he used lo speed the turbo up . 1'rying to gain turbine rpm
while the wastegaLe valve is open s, in part, chasing one'g tail.
1'he thousandhorsepower Formula 1 cru's used wast.egales, and so does evel'Y proper lurbo system in the wodd. Unti l the VATN-controlled turbo becomes widely avai lable aL a reasonahle cost, the wastcgate is the bcsl boost
control.
Selecting the
Wastegate
Two sty les ofwasLcgate CUfl'ently exist: integral and remolco LntegraJ implies
that. thc wa8tegate is hui Il nlo thc lUl"bocharger itselr. The remote can be
placed wherever one feels t.he need. Or, al 1ea8t, in a lUore ideaJ placc.
The decision as to which sLyle f.o e lllploy is one ofb.1.lance betwecl1 economes and performance. The nod on economics goes lo thc integral st'y1e. 'rhc pero
144
Exhausl
aullel
tt--t----- _ Open
Closed
AClualo r
puSh roo
Exhaust inlet
rOl'manee advantage, while s mall , is usually with the remote wastegatc. Show
me nn integra.l wastegate on a race cal'.
Integrating the
Wastegate i"to
the System
One of lhe key items in integrating the wastegate into the systcm is the locatian of the ex haust gas bleed-ofT from the exhaust manifold. Th is [eatu re is
critical, because it determin es such things as load balance between cylinder s,
accurate and quick response of the gatel and, in part, lurbine nle l pressure.
'rhe bleed-oIT must ve nl from H localion where lh e pu lses ('rom a11 cylinders
have been collected. This virt.uaUy ahvays means the manifold, clase to the turbine mounting Range. Symmetry and easy fiow paths are ideals fol' laying out.
a wastegate system.
It is vital that exhaust. gases be given an easy job ofchangingdirect.ion from
the mute tow8l'd t.he turbine to the bypass through the wastegate. Ir Oow has
any difficulty whatsoever changing direction to exit. th rough the wastegate,
the ahility to control baosL in the higbe r rev ranges may simply disappear.
(
'n
.::m:
145
1. .
'"
(\
'\..
Poor -
righl ang
,.
l'
H
~
~
11
t<
\..
Best - symmelry
Exhau!:Il gas relurn rrom lhe wnstegate to Lhe lniJpipc arter lhe turbinc
shouJd r~civ e the same rorethought as gus entering t hf' waslegate. 'fhe principie here 1S to avo id inlerfcring wit h cxhaust. gas Aow e ilin~ the turbine. In-
146
wastegates us[ally
du.mp uenled gases
Turbine
immediately behimllhe
lurbine and create high
lurbulence, reducing
oueraU flow.
: '~,1;':;v..~.
(t ',-'"
-'." ';' ,'
'~-:'~:," '!~
..
....
_...--
EJI: haus I
!lo
oullel
_-"Jt~P"=:::J'~'~';:!
.~,'/,~--:'_:'_.'-;.,'~. ............. . . . . . . .
::;~" r
Area 01 extreme
!\Jfbutence stighlly
reduces
now
1It-- - _ Opeo
Glosed
Actualor
puSh roo
Exhausl Inlel
Fig.12U. Integral
waslegates l/wl keep
vnted gas awG,.Y (mm
ou tpal.
superior power
/ ,-------.,
/ ,_------,,
,
,,,
, 1\
,
,,
,,
,,
,,
-----.-------l
'--------:1-1
o
,. --(
~--
,,,
,
,
,
,,
,
,,
"~i----------
,
,,
,,
-------------
:,----L r:;:b
---,,----,
=
o
Poor -
Good -
147
through the turbine. Perhaps not cheap or easy. buL a max.imum-eITort turbo
system will have a separate iailpipe for tbe wastegate, with s uit.able co nsideration given to ther mal expansion ofthe tube without any crackingof thejoint
beLween tube snd tailpipe
Wastegate
Actuator Signal
Boost pressure applied to the wastegate diapbragm is referred to as the acLuaLOI" signal. '.I'he source ofthi s signa] can i!lfluence wastegute response, u]timate
boost pressure, ancl, under cCltain circumstances, even fuel flow raLes. lt is
thcrefore imporlant to consider where Lrus aduator signal should come om.
[1 is vital lo know and understand that. the wastegate will control ihe pressure
aL the point wh ere ihe actuaiol' signal is taken from thesystem. l ft be sibrna l is
taken at the co mpl'cssor outlct, lhat is the point in l.he system that will expcrience boost pressul'e dicroted by the basie setling of the wastegate. Likewise, ir
ihe signa l is take n from the cxhaust pipe (don 't laugh), pressure in the tailpipe
at that point will, agai n, be dictated by the basie setting of the wastegate. lt is
known thlt pressuJ'e distribution t hrough the engine/turbo system varies due
Lo such flow-restricting devices as in tel'coolers, throttles, sametimes ventu ri s,
and just pJain plumbing problems. Obviously, t,h en, pressul'C through the entire systcm will vary based on t he localion 01' the aduatol' signal SOllrce. So,
where to put thc signaJ saurce?
EssentialJy, three choices exisl fol' soureing the signal : l he compl'cssol' out.Jet, a plenum enterin g the throttle bodics, and the inlake manifold. Each of
lhese has merit and problcms.
T he signal origin ating al. the co mpressor outleL offers the best control over
lhe wastegate with regard to its response and ability lo COllsiste nily conLrol
boost. lo a f,riVCIl valuc.
Thc bad side is that lorque-cul've rise will suffer slighily, as tltis source will
ereate lhe carJiest possible wastegatecr8ckingpoint. This carly cracking point
wi ll offer sorne relief t.hermally, because Lhe entil'e systcm will virlual1y neve!'
see more boost thao the basie seLiing of the wastegate. 'l'his can be importanl
in a voidi ng a quick heut. soak i ng of the i ntercoolel'.
148
'"
.-#'
,---..
O
1J.1
The intake plenuru s ignal SOllrce will slighl1y improve boos t response, since
t he turbo is free Lo make all the boost it can until the pressure reaches the signal saurce and is transmitted Lo the wastegatc. The fad thal the tu rbo is free
to make a briefspike of boos t \ViII cause the inlercooler to be hit by a greater
slug 01' te mperature. Gl'elltcl' tempcraturc is always lo be cons idered a nega
Uve. For a blowlIwough cal'buretor system , where tbe wasleg-ate and fuel
p ressure regulator mma, see the same signal sirnultaneollsly, th e plenllm ig
na! source is besl.
Soll rcing the signal rrom the inlke manirold s hould be considered only
whcn turbo response is 01" the highest impOltance and lhe shol't blast. 01' exlra
heat can be toleraled 0 1" ignored.
Al llhi ngs considered, heat should be lhe controUing factor. Unless u Ilusual
ci'cumstances diclatc, hook t he wastegale s igna) to the compressor outlct. and
caH it a day.
Design Features
of the Wastegate
A variety 01' cles ign lea tu res nfluence th e functioll and ca pabi Jity 01' lhe wastegale. Mosl wastegates on t he market today have a gaod balance ofteatures vers uscosl, but a close analys is ofthese reatu res may show one un it to be superior
lo anoth er rO l" a s peci flc applicalion.
COMMON DIReCTlON. One genera l characteristic all was~egates must have i s a
common dil'eclion 1'01' the pressures applied to the va lve and diaphragm. Ex
h81.1s1 gas pressure applied lo the wastegale valve absolutely must push in the
same direction as boost pressure applied to the diaphragm.
wasteca/.e
r
Feedback pon for
emote baos! control - .
>=-J
,/
r-
149
Spring preload
adjulabilily
J
~
'
La,ge diamelar
diap
h"9~
P,.
ssure
nle.port
,,
. ~H[Dly~~ -'
s, 'he ben.,
: \H
'- ~
""
'-----
\ r
11
SmaU heaHransfer
area lo diaphragm
section
Thick lIanges
,I
I
Discha,ge a,ea
I '---"""'1
150
Lates a range of adjustrncnt ofthe basic wastegate limited to about, 2 psi withou t changing the spri ng itself. VirtuaUy all gate manufacturers arrer a variety
of springs ror diffe re nt boost press ures. Ge ncrally, remote wastegates afTer nn
adjustment feature; integral units do noto
MOUNTlNG FLA NGE. Mounting Range styles can be an important consideratian
when selecting a s uitable gateo Rigid , strong, clamped-up ftanges are long-term
reliable. AH elsc is somewhat. le88.
Fooling the
Wastegate
Turning up the boost. is becoming the favorite pastime al' serious power enthusiasts. lt is simple Lo think in terms ofmaking more power by just turning tbe
boost screw. Alas, this is nol the answer. The premise under which one must
operate ir one desil'es to turn up the boost is lo remove sorne heat from the intake chargc, makc surc the air/fuelmtio sLays correct, and, when possibJe, add
octane. Then, and only then, is one entitled lo lurn up the boost Lo a new level
that adds back to th e system the same 31110unt or heat that was taken out. by
improving the syslcm's efficiency.
For example, a more eflicienl intercooler that can remove anothe!' 45F
from the intake charge will permit the boost. to be raised about 3 psi- provided, or course, that the ai r/fuel rutio I'emajns constant. Arbitrarily tllrning up
the boost. without any pl'ecalltions whatsoever essentially states that you
thin-k the designel's \Vere conservative bordering on fooli sh. We are generaJly
agreed that accountant.s and lawyers determine tolerable boost presslIres, but
suppose fol' a moment t.h8t the cngineer with a graduate degree in thermodynamics was actually the man responsible. 'rhen we are in trouble ir we al'bi
trarily turn up Lhe boosL. Take youl' pick. Chances and logic suggest \Ve would
be advised to lake so me heat out before we Lurn up the boosL With this bit of
soapbox.ingcomplcLe, hcre are Ule schemes by which boost can be tUl'ned up:
AUERED SPRING. A simple modification for a permanentchange of'boost level
i5 lo alter the spring in the wastegate acluatoT. 1'his can be done in Lhree difIerent ways: shim th e origi nal spring Lo a higher preload, replace the ol"iginal
springwit.h a stiffcr one, 0 1" add i;\ supplementary spring to aid the original.
Estimating t.he stifrness of the spl'ing requil'ed fol' a spccific boosL gai n is a bit
of a lengthy calculalion. Perhaps tria! and error is easier fyou are not keen on
calculation. A rclativcly easy app roach to selecting a supplemen&ru-Y spring is
151
irltegral wastegate
modificatiou {O,.
incl'eased boost
Boost presSure
to cboose one of approximately tbe same length as the origi nal but about half
as stiff. This will result in a boost setting about one-trurd higher than stock.
DIAl-A-.OOST. Another easy form of variable boost control is tb e concept of
dial-a-boost. This device is nothing more than a controlled leak in the actuator
signal line. Ir, for example, a 2 psi leak can be created in the signalline, it would
t.ake 9 psi ofboost to open a 7 psi wastegate. An adjllstable Jeak can be created
by llsing a pressure regulator as the leak adjustment. Turn tbe knob, vary the
leak, and presto: dial-a-boost.
TW(HEYEl B005T SWITCH. Dial-a-boost with a variation can become a twoboost-Ievel, high-and-low switch. Dial-a- boost works by creating a leak, and
the eak can be turned on and oITby a solenoid controlled by a switch from the
cockpit. This same scheme could be expanded Lo any number of boost levels
deemed necessary. The logic oftwo or Lnree boost levels is not tough, but the
logic o" ten differe nt ones would escape me.
BlEED ORlfICE. Perhaps the simplest means yet devised of upping boosL is the
simple bleed orifice that. lets out. part of the signal the wastegate actuator receives. Start with n bleed hole of approximately .06 ioch. Merely adjust the size
up until the desired boost is achieved. A restrictor Ql'Uice mny be required in
the sibrnalline. as turbo systems generate such huge volumes of air that a bleed
hole of .06 11ch is uSllally meaningless without somchow reducing the overall
~~j
/'
Wastegate
actuator
152
Ao,," avai lable to l he acluatol'. 1t is best lo keep the cfm restricto!' hole to ahout
.06 inch also.
EUCTRONIC/P NEUMATlC WASTEGAlE CONTROLLER. Th e electronic conLrols recenlIy available rOl' the wastegate alTer an additiona l benefat. Not onJy do they provide several difTe:renl bODsl pressures aL the pus h oI a button, they a lso kecp
the wastega te valve cloBed until desired bODs l pressure is ronched. This is aecomplished by blocking t he pressure signal to the wastegate, preventing it
from cracking open 5 01' 6 ps i before maximum boost. Boost rise fr om mid
range to maximum is sign ifieantly faster. While diflicult to pc)''(;civc in first
gear, th e benefits aro obvious and su bstan t.ial from th ird goal" up .
Electro",ic VaLue
Conlroller is a multi
level boosl-change
deuice that aLso
produces (aster boast
rise by blochillg lile
Override
Safety Device
1t is hard to argue against somo form of eme rgency boost control that wi ll t.akc
over s hould the wBst.egate experie nce a failure. Don't thin k fOl" an insta nt,
howcver. that ir this happens. the en gine is destincd to melt. down. Whe n a
wast.egale begi ns to fail. it docs 110t take a rocket scien tisl to see the hjgher
readings on a boost gauge a nd deduce that. something i 5 amiss. 01 does it take
Mario Andretti t.o t.ell that. the vehicle is acceler ating a bit fasler and that per
haps a change has occlIl"l"ed in sO l11cthing thal mel"ls a c1ose l" look. Fundame ntaliy, ir ono bloW5 an engi ne because of a fai lcd wast.egale, one ought lo turn in
one's driver's Iicense. Nevertheless, it i5 easy to have an overridc safe ty, keep
your fooL in t, andjusl not worry about a thin g.
Severa l sehemes fUllction satisfactorily as 5afety devices. In OEM turbo sys
tem s, lhese vary from pop-off r adialor-s tyle vent. va lvcs to eleclronic fu el cut
ofTs or ignition cuts. If one has done onc's homework and wishes to raise the
boost of 8n OEM syste m, the fa ctory overboosl safety device mus l be defcated ,
bul il 15 s lill a good idea to install a ncw o lle to aCCQun t rOl" the highe r boos llevel. The individual approach lo b locking thcso devices is ikely a sca l"ch of the
factory manual 01" consu lli ng someone in the aficlmHrket wbo has done s lI ch
linkering.
lfyou are dcsigni ng yOU1" own t.urbo system, ii is a1so adv isable lo create 811
ovenide salety dcvicc. A boost-pressure-sensitive switch can cullhe J2volt
puJse lo a coil, ignile r, 01" e\lcl pump. Merely idcntify lhc proper wires, inser a
pessu rc-actuated s wilch se t. L- 2 psi above tbe wastegate seLting, and supply ii
with a boost. signa!. K illing the fuel supply ls probably the b eLter of lhe two
choices. These clev ices ca n cau se aje rking on and ofTif the rool is kept in it (as
boost repent.edly <:ome5 clown to a safe level, closi ng the circujt, which causes
boost lo rise agnin ), b\lt safety l hey do oITer. 'l' his approach is nol, of course,
15 3
Fuel pump
Pressure-aclu8led SWitch,
normally closed. opens al
deslred salety-cul pressure
BooSI pressure
+
Coil
Boos! pressure
qui ck enough fo r carbul'eted engi nes and is therefore limiled to those that are
EFI-equipped.
ANO FURTHERMORE
Why is a. waslegale importan!?
A gasol ine-application turbo sys tem Illl1Sl have a boost-contl'ol mechnnism
lo prevcnt the passibiliLy oftaa l11uch boosl causing da maging dctonation, The
wastegate is the standard-configurution turbo's only tcchnical1y corl'ed boosl
control. The only other viable alternative is lhe VATN turboeharger, which
controls Lurbinc spccd, a nd lhus boost, by vane position (seo Chapter 16). This
typeo ft urbocharger has fuI' greater technical merit lhan st.andaJ'd tUl'bos with
wastegates.
How shou,ld a wastegale i n.legrale /llo tite syslem ?
A waslegate has lwo plllmbing l'cqllirements: where il vents fl'om and
where il vents too r[,he wastcgate should dl'aw from tbe same area of the exhaust manifold as t he turbo. The vent. from the wast.egate 51101..l ld ideally have
a separate exhaust pipe and m1..lfficl'. This causes lhe easl disrupUon lo the
now through t he tu rbo and tailpipe. 'rhe vent lubo back inlo Ule lailpipe ought
to be located welJ down the pipe from thc turbo, a minimum of 18 nehes. For
lhese reasons, the remole wastcgalc is alwayssuperiol' to the integral type. Serious tU1'bo people, Iikc POl'sche) haven'l ye t slIccumbcd lo lhe cosl savings of
an integral wastegate. Furlhermore. no race cars have integral waslegates,
ancll doubt lhey ever will. ]ts fun lo see ads rOl' lurbo kits touting one of the
least dcsil'able fcatur~s oro turbo syslem. the inlegral wastegate.
154
13
Compression
Ratio
boosl-press"re allow-
15
O+-----+-----+-----+-----r-----r_--~r_
12
7
8
10
6
9
11
Compressloo r3lio
155
156
Do not be hasty lo lower compress ion ratiosjust. because most OEMs ike lo
do so. The proper co mpressio n rat io for the job is detcrmined by lengthy thermodynamic caJcuJation and comprehensive tes Ling. AlI tha1. good technology
has ls place, bul usable numbers can be generated by sorne experience and
wiH bold for most general applications. Th e two larges t influences on compression ratio are boost pressure desil'ed and inlercooler erficiency_ Fuel octanc
ccrtai n1y plays a big part, bul we are usually limited lo using corn merc ially
available pump gaso line.
"' RULE: A turbo engine mllst never be reduced lo a low-compress ion slug.
CR=7101
20
CR z BIOl
illlercooler cf'ciem;y
---
CA", 10 lo 1
0+--1--1-~r--r--+--+--+-~--1--1--
50
100
Compression ratio
or
CR =
where
Vd = displacement volume
Veu = c1earance volume
Some minor manipulation ofth e equstion will pul it into a form thaLallows
easy calculation of c1earance volumes ror specific com pression ralios.
Clearance uolume
_ ol1.e-cylinder displacem,ent
compression ratio - 1
Example:
400 cid V-S with CR of U .O to !
400
Clearonce uolu,me
157
Clearance
volume (V cv)
o
To chnnge the CR to 8.5 t.o 1, Lhe new c1earance voltlme will be
400
'
Clearo nce uol wne = 8.58- 1 = 667
. <n.
Clearly then, to get from the 11,0 Lo 1 comp ression ratio to the 8.5to 1 ratio,
6.67 - 5.0, or 1.67 cubic nches, must. be added Lo tbe combuslion chamher volume. How olle adds Lhis volume can vary, but the maLh rcmains tho.t ea.sy.
CHANGING A COMPRESSION RATIO. A variety 01' meLhods exisl lo change a compression ratio. AJmost aH are unacceptable. The CI"UX ofthe malter is upsetting
the "squish valume" nrollnd the rim ofthe chambcr. A chamber is designed so
thaL lhe charge is push ed t.ow8rd Ls cent.eras the piston achieves top c1ead center. 'fhis is perhaps the strongcst. deter rcnt. t.o detonation designed int.o tb c
systcm, as it tends t.o cil hcr eliminatc end gas 01' keep charge tu rbul ence high.
T his sq uish volume is a rim abouL .3 to .4 ineh wide around the chamber, and
approximat.ely .04 lhick-a big, washer-s haped volume bet.ween pistan and
head. Cons ider "squi sh volume" sacred and do not.lamper. II is possible to en
so badly in rcmovin g lhe sq ui sh t.hal a res ul l ing 7-to-l compression ratio may
ping worse than a 9-to-l with proper squish. Cleady t.hen, choices fOI" reducing
com pression ratio are limited to opening up selccled parts of the hoad side 01'
t he ehambC1~ inst.alling a new pistan with H dj sh in lhe center, or remachining
lhe original piston to ereale a dis h. 1t. is perhaps n litUe r isky lo underlake remachining a co mbuslian chambcr, because the thickncss af tbe material is
us ually unkllown . FUl'lhcl'mare, chamber shapes are c10scly canlrolled featu res ofmost modern enbrines. Iflh c chambe!" must be recul, ullrasonic inspeclion can detenninc l hc material thickness. Commercial inspection service
companies fl'equelltly afTe!' this se rvice. An cnthely new pistan, with lhe re
quired dish that maintain tlle squj sh volume, i5 a praper appraach. Machining a di 5h ioto lhe original pistan is sound. p1"Ovided the lop lhickness is
adequalo. A I'easom:able rule wouJd rcquire lhe lop thickness to Le al least6P.f
ofthe bore. Approachcs lo lowering the campression ratio that do nol work are
thicker head gaskets oud s horter connecting rods.
Preparing the
eylinder Head
158
Seldom will a cy linder block need speciaJ attention j ust because a turbo enters
the scenc. A good s tock block will serve most applications well. But somewhere
between higher performance, longer durability, and plain oId pride of workIllanship exists a logica! reason lo give thought to cylinder block p.ep8.ation.
Val lhe block i 11 hot solvent tor conve l1.icnce of handling, deburr everyth ing,
and retap alllhreads. Decks Olust be flat.lnsure that th e decks are equidistant
fmm, and parallel to, the crank centerline. Crank bores must be concentric
and round . lt is cxtremely important that cyli nder bores be round. Val the
block again when 811 the above is done, to make sure il rcally is clean.
Ir one characteristicofa cylinder block could lend a hand to Lhe turbo appli*
cation, ii would be rigidity orthe deck surfsce.
Head Gasket
Improvement
The thoughtoftrying to improve a head gasketshould not imply tha Lthe head
gasket is a weak link. A new stock head gas ket., mated to f1at surCaces and accompanied by properly torqued head studs, is s gaoel jaint. Head gaskets in
general do l10t tend t.o 'lb low." Rathel; one could say thaL detonation will blow
anything, ami lhe heacl gasket is orten the firsL thing slanrung in lineo A1mast
always, the most effective cu re for blown heacl gaskets is conlrol of detonatjon.
Clearly, however, maximu1l1*cffort. engines musi be equippcd wit.h maxl*
mum-efTort head {,'B.skets. Several metbods exist. for subst.anlially improving a
stock head gasket. 'fhe fundamental idea is to oITer some form of motion barrier lhat will help the gasket sLay put ir it is subjected to a. rew detonation blasts.
'l'his barrier llsual ly t.akes t lle form oC an intedock 01' mechanical barrier, as
showll in figures 13-5,6, and 7.
1 59
O-ring
1/
Delormation creales a
mechanicallock
LJ
Typical dimensions:
strellglhelled byalL
Q-ring
.033-.035 LS...LJ
t
.039-.040
160
~~~
double Q-ring
Improving Mead
Clamp-up
'-
===:::===:::===<:;/
.004-. 005~
RULE:
It is rcasonable to instaU head studs of th e nexL sizc up and galn t he additionaJ clamp-up fo rce availahle o'om higher torq\le valucs. Sel'iolls rore
Tho pu rpase of tightening a bolt, 01' a nut on a slud, is to put tension into the
shaft. oflhe balt or stud oThe exte nt to which tOloque gcts con verted to tensioo
is almost solely depende nl on the fr iclion between the threads of lhc stud a nd
the lhreaded hal e a nd the friction bet.ween the washer ~U1 d nuL. 1'0 achie\'e
TURB O PSTON S
161
maximu m tension in the shan for a given torque, friction must be rcduced lo a
mi nimum. 'l'his is accom pljshcd by making sure the threads are in perfect. condition and the bot.tom side of t he nut. is smooth. This limits the !lumber of
ti mes a holl. or stud is used , because it becomes scar ed, gouged, ar atherwise
damaged. 'rhree times is pra bably stretching it.
A second and maslo importanl means of reducing fridion is a proper lu bricantan the threads and between the batlom of the nutor ball head and the top
ofthe washer. Molysu lfide lubri cants are best. Light oil wi ll do in a pincho Consu lt the shap manual or fastener suppliers for t.orque values. Unlessot.herwise
specified, these values are for clean, dry threads. When using molysu lfide, all
specified torque values musl be reduced by 10% because 01' mo lysuJfide's extreme lubricati ng quali t ies. Light oill'equil'cs torque values to be reduced by
about 5%. Lubricating tbese surfaces is of such extreme importance that ifforgotten, onc muslredo thejob before start-up.
Compresslon stress
Turbo Pistons
Tensile stress
oo.
No stress
F+
The piston is the weak link in a turbo engine. Whcn turbo systcm functions go
astray, il is the poor piston that usually gets beal up. Heal. and heat-induced
detonatjon are the two things that. do the most damage ta lhe piston. These
lwo enemies can besl. be I'csisl.cd by high-temperalure-strengt,h material, the
mechanical design oflhe piston, and heal removal.
PISTON MATlERIAL$. Porged aluminum, cast a luminum hypereuteclic, and 'f6
heat-lreated hypereutect.ic allays a re cornmon choices in piston materials.
Forged aluminum is, in somo cuses, cOllsiderably stronge r lhan the cast material. Jt is nat, however, without ts own peculiar problems. Forged alloys are
sim ilar in stl'ength to T6 hypereutectic alloys. witb t.he hypereutectic having
th c advantage in the ri ng land urea, where gl'cat strength is most important.
162
Rg.
~3:1O.
A good
pistan will haue
thick. strong rillg
l/L1bo
laruls.
163
on vehicles as varied as M~B dieseis and early '80s Grand Prix cars. Although
not all easy installation, oil spray s bould be given the nod first. 1t shouJd be ac~
companied by an increased-capacity oil pump, or aL least by a stiffened oi1
pump relief- valve spri.ng. Nozzle diameters will need sorne experimentatian,
but .03 inch should be a good place to start.
The rush lO ceramic caat everythi ng that sees lire in the engine ls, in tls
writel"s opinion, a bit premaLure. Keeping beat out of tbe piston i5 generally
desirable. Conductingheat out orthe chamber is equally desirable. f fee1 quite
capable ofargui ng both sides eloquent1y. Two things areclear: Frst, ifthe detonatian characteristics ofthe combustion chambe!' can stand more heat left in
the chnmber by ceramic coatillgs, then raise the compression. Second, when
Formula 1 engnes use ceram ic cO<ILings and we are permitted to knaw that, we
should, too. UntiJ that time, ceramic coat the exhaust pOl't froln Lhe valve Lo
the manifold face and get on with other detail s.
Balancing the
Assembly
'l'he turbo has Httle regard rol' mechanical smoolhness. The [act remains that
any engine destined for high-performance preparation gets a complete and
thorough balancing, 01' the end user is simply nat serious.
Camshafts
Make no mistake in the fact that turbo performa nce caros are VC'y different
from atmaspheric performance cams. The characteristics of long duration and
high overlap for atmo cams are unwelcome in a tW'bo system. 'rh e street turbo,
which is generaJly s mall, operates with exhau5t manifold pressw'e somewhat
higher than intake boost p,cssure. 'l'his situation, when presented with longduration , high-overlap CrullS, creates a huge amount of reversion. Thus the
"turbo cam" tencls to become a low-duration. very Limited overlap cam.
l.W'
Related Systems
RULE : It
i5 hard Lo fiJ)d a turbo cam thaL works better than the slock item.
'l'he selection of such items as va lve gear, cOllnecting rods, bearings, and rod
bolt5 is independent al' the twbo. These items should be selected based on expected rpm lirnjts. In general, stock equipment wi ll prove adequate rol' virt.ual
Iy any turbo system that keeps rpm Iimits within the origina l manufacturer's
recommcndaLions.
164
,,
,,
\\~,I
,-~
V-~
\,--,?-..:::::~,
1'\ ,/'\
ExhauSl lobe
Intake
apens
Inlake lobe
Exhallsl
closes
Exhausl apens
o;,eCH~-~~
Intake clases
cam rotation
ANO FURTHERMORE
the lower the compression ra tio, the easier it is to produce a lat of boost
with no detonation
the higher the compression )'atio, the greater the fue l efficiency and
nonboosted response
Suppressing detonation is more difficult with a high comprcssion )'atio. Por
all practica1 purposes l one is forced to use the compl'essio n rat.io of 1.he standard engine. Serious efforts with intercooling make this both possi ble an d
practical .
14
Most of the measurements are oftemperatw'e and pl'essure and will illvolve a
lools
variety of gauges. T heTe are no expensive picees of equipme nt here except a realiy good aiJ'/fu eJ ratio meter. The local hardware stor e wiIl have a variety of
Air filler now losses can gang up on an othen vise healthy engine and produce
llildesirabJe s ide efTects. The simple idea that a restrictive air HHer can cost
power bccause it won't let IDI' in is quite easy to glasp. The presenee of th e turbo, however, co mp lieates this simple sit uation. As far as the t urbo is concerned., after sir has been through the filter, ii is ambiento This situation is
particulru'ly s ignHieant because all caJcu lalions ofternperatuTc changes, presSUTe losses 01' gains, and efflciencies are basad on what the turbo sees as ambient conditions. For example, suppose boost preSSU1'C is sel at 10 psi and the
mythica l zero-Ioss uir fi ller is upstl'cam . Us.ing the fOl'll1ul}1 rOl' pl'CSSUI'C ratio
from Chapter 3,
PreSSlll'e ratio :;: ;:
14.7 + 10
:;: ;: 1.68
14.7
Now insert an air filter that. causes a 2 psi loss ai Lhe same maximuITI load
conditions:
14.7 + 10
Pressa re ratio ;;; 14.7 _ 2 ; 1.94
111
1t2
ga.uge is llsed lo
determille {low losses ill
Air filter
Mass flowmoter
Turbo
/
165
166
So here Lil e odd circum stance exists thaL now is down, boos t. remains t he
5ame, and the pressure ratio is hi gher. Any t.ime the press ure ratio goes up,
heat goes up , Net result is that. power is clown and heat is up. Sounds rum ost
like a Roots blowe r. 'rhis may seem Like science or 50me such , but t's not really.
1' he idea that the t.urbo is told to make the same a mount ofboost out ofle55 air
logically mean s it must work a bit harde!" to do so. The harder it has to work,
the more heat it makes. We've aU experienced similar siLuations.
To measu_re flow losses through the intakesystem upstream oflhe turbo, inserl a vacu um gaugej ust in front ofthe compressor n let. Then
filte ,. fl ow Ioss =
Atr
30
Air filler flow loss ; 30 _ 3 - 1 ; 11 %
Obviouslya zero loss ls elusive, but t he errort to create a low-re5triction intake system will be rewarded with more power and less heat. AlI the same arguments apply to keeping the ai l' filter elemen1 clean.
Compres sor
Inlel
Temperature
Flg.1.4-2. 'femperlLlure
"
"
al"
lemperature Cluailable
to lhe turbo. GalLge 2
m.irW$ gauge 1 ind-
Mass llowmeler
Turbo
Alr filler
Compressor
Outlet
Conditions
Two qU3nLities must be knowll ai the outlet side of the Lu.r bo: press ure and
temperature. Compro5so!' out let pressure is the true boost produced by Lhe
turbo. Al I meaSlI remcnt.s ofthe f10w as it gels claser t.o the engi ne wi U be rerel"-
167
eoced Lo Lhis pressu re for flow 1055 or efliciency calculations. 1"01' example. this
pressure minus the pressure entering the intake manifold willl11casure flow
1055 characteris tics orihe intercooJer a nd associated plu mbing.
Compressor outl eLLemperature i5 the othel' facto!' required in caJcuh:.tting
the turbo size to fit the en gine. It i5 used Lwice in the equation for le efficien
eies, so measure it carefully. Once pressure and temperature aL the compressor
outlet are known, the real pressure ratio can be calculaLed, provided n o in ter caoler is presento With an intercoo]er, prcssure ratio calcuJation s houJd wait
T emperature rise
where
PR = pressure ratio
T abs;; compressor nlet temperature on the absolute senle (see glossary)
Because th is is a thermodyuamic formula of general applicabi lity, it is nec
essary to insert the relevant temperature ri se in the denominator (from Chapter 5);
Example:
Lel cngine displacement = 200 cid, boost = 10 psi, and compressor inlet
temperature = 90F (= 90 + 4600 ; ; 5500 absolute). At or near lorque peak
(4500 rpOl), let outlel temperature = 21O"F; at maximuOl load (6500 'pm), let
outlet Lemperatw'c = 235!':
Usingthe formula for pressu re ratio (ram Chapt.er 3,
.
Pressure ralw
14 .7+10
14.7
;- 168
.
Then
E,
U
( l.6S .28 x 550") - 550
120.
= 0.72 = 72%
168
fl ow ru.
-,"e ;: 200 x 0.5 x 4500 x 0.85 :;: 221 cfill
AtI'
1728
Calculation ofEe at maximum rpm:
Using the formula fOT temperatul'e riso from Chnptel" 5,
Temperature rise :;: 235 P _ 90F :;;: 145P
rrh en
28
E, =
( 1.68.
550) - 550
145 0
= 0.59 = 59%
These calculations give the pressure ratio a nd airflow for two points tha t
can be plotted on the compressor flow map, with pressur e ratio the ver tical
axis and ai rftow the horizon tal axis (see Cha pters 3 or 17). Compare the efficiency predicted by the cW've on the flow map to t.he ca lculated values. If the
pl'edicted efficiency is two or three points higher or lower than the calculated
values, aIl is wel l. Ifthe numbe rs calculated are four 0 '1" flVe poi.ots higher than
the map, we are in wonderfuJ shape. U they are more than four or five points
lower, performance has been compromised, and t.'s back to the dl'8Wing boar d
Ambient
Temperature
in Front of
the I"tereooler
Accurate determination ofthe lC's real capability i5 in part based on determioation ofthe temperatm'e of the air that cools Lhe cores. AJthough 1his factor is
oot used directly in calculations involving the t urbo system, it is of intel"est in
really get.ting i.o to checking the merit of one core design vers us another with
respecto to heat. transfer coefficients.
Thermomeler
.,--_ ~/_...llO
eleLe,.mining nlercoolel'
efficiency
Intercooler
Intereooler
Outlet
Condltions
Intake Manifold
Pressure
P In!ercooler ouUel
T Inlercooler aullel
P compressor auUet
T compressor aullol
169
P compressor inlel
T compressor lntel
tnlercooler
o
P intake manilold
Air fitler
ror the job, and he re is the way to fin d it . If more t han 1 psi djfrcren te exists
between tlle
outlet and the in take mani fold, it wil! pl'obably pr ovel'evealing
Lo ch eck the pt'essul'Cr ight in fr on t of the t hrottle plate versus t hat in tIJe mano
ifold. rrhis will determin e fth e loss is in the reLllrn tube 01' ifthe throttle plate
is the problem .
T he boos t gauge in the in5iru ment pa nel is set. IIp to read intake ma nifold
pressure. T his is t he a mount ofp l'essure you have left ofthe original pr eS5ure
cJ'catecl by the turbo less a lllosses incuned on the way to the intake manifold.
rrry to keep the totaJ los5 under 2 psi-OI', beller yel, 10% ofthe boost p reS5ure .
le
Turbine Inlel
Pressure
"
170
race turbo system is that. the'rIPIIMP ratio be less than l. When ihis cl'ossovel'
point is reached, where intake pressure becomes greater than exhaust preso
Bure, a turbo can begin to make serious power. This is oneorthe !"easons lhe '87
FOI'm uJa 1 racers could generate Qver LOOO bhp from 90 cu bic inches. It may
come about one day that we can have our cake and mor e cake again when vari
able area tu.rbine nozzle bu"hos are commonplace. They wilJ permil low bODsl
thresholds while allowing boost lo exceed TIP once boost has stabilized al its
maximu.m setting.
Measuring turbine inlel pressuJ'e requires a bil mo ro eflort than othe r ptessure measw'emenls, as exhaust gases are obviously ver)' hoL.
r.
10 01 5132- sleelline
~~=="===u
Silicone hose
17'-'/-<.{, -
o
Tailpip e
Back Pr e ssu re
Flg.
~4-7.
Inlake
Whe re do you supposc the fairy taje slarted that tailpipe back pressurc was
needed to prcvent burned exhaust val ves? Someone ought to quickly inform all
those racers out there thal tbey are in sedous trouble. Tailpipe back pressure
can bejusl as evil as T Lp' bllt at lensL it is easy to do sOlllcthingahout. Pote nbal
gains are more pOWOI' a nd less heat in the system- exactly the r ight th ings to
ach.ieve.
In measuring tailpipe back pressure, iL is also necessary to measure restriction distribution, as indkated in figure 14-7. In so doing, one can determine
wha.t contributjon to the lotal back presslIre is crcaled by the pipe, catalyLic
oonverter, and muffler.
Tailpipe back pressure is partly rcsponsible fOl" the magnitude 01' the turbine inlet pressure. Any decrease in tailpipe prcssure lhat can be brought
about \ViII be reflectcd in a nice decrease in TIP.
Determitung tai.lpipe
#1
#2
'3
Converter
Muffler
171
15
TROUBLE
When you e nco u.ntel' sny pmbIem thal even remotely hints at pos5ible engin e
damage, il 15 best to check it out pronlo. Ge l proo I' lhat lhe cnginc i5 undalllaged, or focus on fixing jt. Wo rrisom e signs are rough running al. die, 1055 of
powel', or bluish-gray or while 5moke i5suing from the lailpipe. Excessive pu fTingof oil vapor from lhe valve cover 01' crankcase breather is al50 cause ror con-
173
174
cerno The proper melhod of checkout. is a leakdown LeSl, which indjcales the
condition ofi ndi vidual compl'ession rings, inlake and cx haust valves, and Lhe
head gaskel, and the presence 01' cracks in Lhe block or cylinder head. This is
done by pressw'izing the combustion chamber ami obscrving lhe amount of
lcakage and where the leaks are. 'rhe amounl of leakage is mensured by regu
lating the compressed air going into thechamber to a eonvenient numbcr. One
hundred psi is the most usefuJ pressure, as the pressure remaining in the
cham bcr is the percentage seal orthe chambcr. Tlle oeatioll ofleaks can be de
t.ermined by listening at. the tailpipc for exhaust valve leaks, ai the air fi lter fol'
intake valve leaks, and through the oil filler cap for blowby post the rings.
Damage to the head gaskei or cracks that int.ersect the water jacket will show
up as bubbles in the cooling system .
1'he leakdown must. be done on 8 warm engine, with both val ves closed and
t.he piston al top dead center. Judgme nt of the measured numbers is somewhere in this area:
97- 100
Very good
92-96
89-91
88 or less
Serviceable
OK but impaired
Fix it
'rhe leakdown check is superior to the old compression check in a varie t.y of
ways. The eondition 01' the battery and slacter motor don't maUer. Valve lash
variance won't malter. Cam timing doesn't counl.
Regulalor
'2
100+ pSI
air-pressure source
o
Cylinder head gasket sealing can easily be cbeckcd by a chemicaJ process
that idcntifies traces of exhallst gas prodllcts tbat find their way to the coolan L
Check tho parts store for the producto
'l'he area around the eombustion chamber isjust abou l the Iim il for turboinduced engi ne damage. It is ex tremely unlikely that any other damage can be
even remot.ely related to the t urbo.
175
Inspecting the
Turbo System for
Malfunction
W IU NOT S TART. The turbo can cause a starting problem only ifthe problem is
related to en air leak in the system. This is even limited Lo EFI cars equipped
with an air-mass flow sensor and to draw-throu gh carb systems. An air leak in
the presence of a mass ftow se nsor will rob the sensor of some of its signal, ereating a lean conditionon s tart.-up. It'sa similar deal for a draw- through carbureted system. Frequently the f10wmeter is responsible far turrung the fuel
pump on. Thus, a large leak can orten appear as a fuel pump faiture. A speed
density EFl, which em plays no air-mass sensor, cannat. fai) to start due to a
tW'bo problem. as air leaks are ofno consequence. A dl'8wthrough carb system
can have one ad.ditional pToblem : trying to gct a rieh cold-start mixture
tbrough a mass of eold metal. Not too bad in Yuma in August, but Duluth in
Decembel' will rule out goi ng anywhere. This is not a turbo problem, but a de
sign problem- reason enough not te build a draw-thraugh piece in the fll'st
place.
Findjng a vaclIum leak LS a stalldard tl'Oubleshooting procedure. The same
technique applies when a turbo is present... except fo r leakage upstream of the
throttle. Leaks upslream must be huge to aITect starting. Look fOI" disconnecl
cd hoses, bigcracks in hoses, tubas dislodged, and items ofthat magnitude.
P OOR IOLE QU ALlTY. Less significant )caks than those generally associated
with hard starting can upset idle qllality. die air/fuel ratio wiU a1ways be a c,-itical adjustment. Consult the proper instruments and adjust accordingly. 'rhese
leaks willlikely be downstream of the throttle.
MISARES. The tW'ba can create two cond.itions in which the engine will misfi re: a lean candition a nd a l'equirement fol' higher voltage to spal'k off the
denser mixture in th e cOl11bustion chamber. The turbo can occasionally cause
a n EFIequipped cal' to suffer e lean spot at 01' near atmospheric pressurc in
the intake manifold. This is brought about by the faet that the turbo wiU .etually be pumping pressure up from . say, 15 inches ofvacuulll to maybe 10 inches. To keep the veh icle {'rom accclerating, the throttlc position must be redueed
sJight1y, thus rcducing the thl'ottle position sensor 's signa! to the EFl comput.el'. This r-cduced signa! will slow down the fuel liow fol' any given air(iow, producing a lean condition,
Any misfires atfull throttle induced by a lean condition are serious and musl
be dealt with prior to ope..ating at that boost level again. A lack of fuel raises
176
177
cxhaust housing is too small, Lhus ove. pceding the tUJ'bine and making too
much boost, The answer is to increase t he NR ,'atio or Lhe exhausL housing,
slowing t he turbine, which in lurn "educes the tendency lo overboost.
Low or Sluggish
Boost
Severa] aspects orthe turbo can cause low 01' sJuggish boost response.
Most or the causes are applicabJe to either a misbehaving new setllp 01' sn old
system with a new prob Jem.
Size. Ifthe tw'bo is loo big, certainly the response will be sl uggish. ll is possibJe Lo geL the turbo so large Lh8t it does not produce any boost alaJl, because
exhausl gas (rom the engine is insufficient to power il. Although this is highly
unlikely, it. is almost equally un li kely thaL th e oplimum siz a tUTbo was selected
on the first try. The fix is geoeraJly to reduce the size 01' t.he exhausL housing.
Exhausl leaks. Large exhaust gas leaks berare the turbine can contribute to
sluggish response. Leaks this large will noto only be audibl e, lhey wiJI be obnoxiDUS. UnJess a bale is fo und that you can stick a penel thl'ough , don ' t expect
the exhaust leak to flx n response problem.
Compressor nu.l. Thecompressor relainer nut, floase, will allow the shafi to
spin inside tbe compressor wheeJ. Accesslo Lhe turbine wheel is neceSSal-y t.o
anchor the shaft. whi le tighteningthe comprassor retainel' nut. These nuts are
generally tightened to about 25 in.- Ib ortOlque. This can be approximated by
lighteningthe nut unt.il it touchcs lhe compressor wheel and th en an addition
al quarler turno When tjgbtcning a compl'essor nut., iL is important 1101 to permit any side load to rcach the turbine shaft. 1'his eljminaLes the p08sibiJity or
hcnding tbe shaft with the torqu e wrench.
No air filler. Damage lo a compressor wheel can reduce boost.. Operating
withouL an air filter will eveolually cause the compressor wheel lo erode to the
point t hat it can no longer pump airo When the eroding process is occulTing,
Lhe compressor whee'l wi U lose its eITIciency, causing lhe air temperature lo
rise, which in tU1'O can lead to deto nation pJ'oblems.
WASTEGATE. A mechanical pl'oblem that keeps the wastcgate from closing
properly will creat.e a large exhau sto leak Rl'ound the Lurbo, producing sluggish
TURBO.
178
lowspeed response. A failed wastegaLe vulve will seldom kcep the turbo from
producing about the normal amounLofboost, but it willlake a tot more I'evs Lo
I'each that normaJ amount. Ir, fol' example. ibe wastegate vaJve seizes at t he
posit.ion it reaches to control ma.xi mu m boost, t he system must produce
enough revsjust to overcome the Icok befare producing sny boost.
TAILPIP E. Any failure in the tailpipe l hat creates a blockage ror the exhaust
gases wiJl tend to produce a higher boost threshold andJor lesB maximum
boost. Check the pressul'c in t he pipe upstream of any possible blockage. In
general, hack pressul'e greatel' t ban 10 ps i will cause aJmost a complete loss of
boost. Back pressure b'Teater lhan 2 psi is undesirable unde r any circumstanc
es, even
An air filler that is too small or too dirty will keep the system
from functioning up lo expectations. This condition will ruso create the bad
side~e1Tect of raising intake temperature.
COMPRESSOR INLEl "OSES. Almost always, t he a ir filter or airflow meter wiU be
connected to the turbo compressor inleL by flexible hose of sorne so r t. If the filter 01" flowmeter is restrictive, i1. is possible for the vacuum th us created Lo col~
lapse the connecting hoses. Usually the symptom oC colJ apsing hoses i5 a
sudden loss of aIl boosL. The forces on large hoses froln small pressu re d ifferences can be decept.ively large.
M ISFIAES. Any m isfire while undcr boost will be causcd by a faiJw"e to ignite
the mixture ar by un air/fuel mixture loo lean Lo burn. FailW'e to ignite the
mixture can be abad plug, wire, coil, ar a1l those stock ignition problems. Ifthe
ignition check5 out properly, then the problem will be found with the air/fuel
ratio.
B OGOINO. A di sti nct. t.ype ol" fu ll ~thl"ott.le malfunction i5 so ovedy r ich wr/
fuel-ratio~induced bogo 1'his 15 manifested in a loss ofpower al. full throttle , often acco mpanied by black smoke from the tailpipe.
Another frequentcause ofbogging, wilh simiJar fu ll-throttle fee l, i5 an overactive ignition retal'd. A failing k nock sensor can induce the same 5ymptom5. A
dangerous s ide effect. of retardad ignition is a d.ramatic rise in exhaust gas temperaturc. Exhaust manifold andJor turbine damage can result fram retarded
timing.
DETO NATIO N. The audible Illctallic pinging 50und ol" detonation i5 n elea .. sig~
naJ that. the cngine's life i5 thlealened. Evel'y eTort must be focused on ridding
a system of detonation problems. Thc wide val'iety of delonation causes can
prave lengthy to troubleshoot, bul a turbo engine that. pings u nder boost must
be considered a pcnding serious expense. In general, a ll detonation problerns
wilJ 5tem from one of the six items discU5Sed in the folJowing paragraphs.
Their likelihood as the saurce of the p roblem i5 approximately the same as the
arder in which they are listed.
Oetall.e. A fuel ' s oclane raiing ls a meas ure of its l'esistance to 5pontaneous
cOlllbustio n, 01' detonation. 'l'he greater the octane, thc greater the resistance.
Fuel quality i5 relatively consistent, bui it is advisable when qualit.y i5 suspect
to change brands.
19nitioTL timing. Improper ignition timing is l'arely u syst.em failure but,
rather, un adjust.l11cnt error. A check of both st.atic and maximu m advance will
virtually always uncover any djscrepallcy in the ignition 5ystem. The knock
AIR FILlER.
sensor-conlrolled ignition timing retard can be subject lo many types of faiJure, one of which is failure lo recognjze knock and do something about it.
179
ANO FURTHERMORE
vnll
lift W
lIlI"
IMI
180
Trouble
a lld symptoms
Probable causes
cocle nu.mbers
1,4, 5.6, 7,8. 9, 10, 11,
18, 20, 21 , 22, 25, 26,
1, 4, 5,6, 7, 8. 9, 10,11,
l , 2, 4/ 6, 8, 9, 17,19,
Sllldged or co ked
center housing
16
Today
DEVELOPMENTS IN
TURBOCHARGING
High-performance a uLomobiles have no right to abuse our environmcnt. No
individual has the right to iHer the atmosphere with emissions, a ny more
th an be would Ii tter th e side ofthe road with becr cansoEveryone living in this
abnosphcre must. exercise a cerlain level oC responsibilily toward kccping it
clean. 'l'hrough tu rbocharbring, the high-performance, emissions-compatible
automobile oC toclay has increased performance more thao aoy other c1ass of
vehicle from a ny era. This situation is not coincidental.
'rhe response orthe automotive e ngineeringcommunity to federal a nd state
e missio ns laws has created a set of co ntrols with such exccptionallechnology
lhal today 's powerfu l street car can achieve more mpg than ycsle,-day's
econobox, and today's econobox can often outrun yeste rday's supercar_ Good
technology appl ied to an urgent pl'oblem, with tbe pcrfOl'mance car en th usiast.
constantly pushjn g the c nvclope, has resulted in a Aeot of ve hicles thaL perfonn bctter, are more cconomical, last l o n ge l~ J-equire less maintenance, don't
pollu te the environment, a nd arejust downright. fun to dri ve. What did technology do to turn this trick? They invented new equipm ent. They optimized ii
well and calibrated ii within tight Iimits. They manufacturcd it unde,- such
control ihnt it lS hu gely durable. No doubt whatsoever exisis as to lhe cxt.reme
durabi lity of electronic cngine-managcment systems relative to bl'caker-poi nl
distl'ibutors and carburelors. ']'he technology developed to contend with to-
a lurbocha,.ged V W is
~om(!where Ilude,. 3.0
8COllds.
181
182
day 's necds consisLs primarily of c leciron ic fue] injec:tion, programmed ignition-Lirning control, oxygcn-sensor d osed-loop feedback. and catalytic
convel'ters.
The combination of these foul" teros is the heart of obtani.n g the supel'b
driveability and economy we need while keeping crnissions within necessary
lirnjts. 1'hese items are al) available in t he aftermarket. 1t is t.echnica1ly feasible to use these picees oC equ iprn ent, tune them carefully. and create a fully certi fiable vehicle withi n operational requiremen ts. The first pluee Lo start is
learning the rules. The most stringcnt rules are those orthe California Air Resources Board (9528 Telstar Avenue, El Monte, CA 91731; (818) 575-6800). lt
makes se nse to play by the stricLest set oC rules. These ru les are avai lable upon
request. Secure them, learn them, and let them be the guidelines under which
designs are ereated.
'he Future
Tbese al'e exciting tim es for car performance. Engineering, Quality, performance, econorny, emissions, and durabili ty are a Hexperiencing great impl'Ovements. It seems as though \Ye get acquainted with a great new model ooly to
have another come along in sw ifl. succession, rendering t he first o ne obsoleta.
Predicling the path of developmenl th8t turbo- and engine-related systems
will take then becomes both timely and precarious.
Ifit a ll happens the way 1 t hink it should, much wOl"k will be done in three
distincL categories: the turbocharger, tu rbocharger system-I'elated hardware,
and the engine propel'.
Turbocharger
Improvements
TURBOCHARGER IMPROVEMENT S
ng.
183
~&2.
'fhis cross
seclion shoUJs de/ails
oflhe l.wO oil-wicklflbricaled bcLJ bearillgs
of tite Aerocharger.
Air bearings may see use in selecLapplications where cost becomes less a determining factor. The technology of air bearings is weU established, but quality
conLrolagain beco mes a huge barrier te volume production. 'l'hese are the lowest-friction bearings of alJ and wouJd yield substantial performance gains.
In view ofproduction technology in t he world today, J'1I vote on ball bearngs as the next bearing system for the turbocharger.
VARIABLE A/ R RATIO TURBINE HOUSINGS . AH other things remaining the same,
the smalJer the AlU. ratio oC the turbine housing, th e lower th e rpm at which
the turbo will produce boost. This same low NR t urbine housing will cause increasingly large exhausL gas back pressure a total exhausL flow rises with increasing rpm. Big NRs make large amounLs of power because 01" l'educed back
pressures but are noL exactly sple ndid for low-speed response.
While not yet commonplace, turbochargers are in production wiLh a design
fealu l'e t hat permits the turbine housing Lo act Iike a small NR at 10w speeds
Exhaust gas
Secondary
//
Pnmary
ralio.
Turbine
184
the VATN (variable area turbin. nozzle). The VATN so rar outshines all other
possibilities that iL will prave to be tbe winning ticket
T win scroll turbine hOllsing. The TST hous.ing derives its name from the ge~
omeb-y of'the exhaust gas oIet into the turbine. Two djffere n t~sized sCl'olls are
generally used, a primary and a secondary. Typically, the pl'imal'y is open rol'
lowspeed opel'stion, and both ror highspeed use. This crea tes the ability of
the TST to be a smaU A/R housing at low speeds and a large Na a t high cl'
speeds.
1'81' designs a re of medt in that they oITer a better combinat ion 01' low
speed response and highspeed powcr. lt wottld be clifficult to con figure the
unit. to contr ol boost by effectively varying N R. A was tegate is t bel'cfol'e still
necesS8J-y to co nt ro1 boost pressul'e. Simplicity ot'the twin scroll turb ine hou sing is its big seU.ing point.
Variable area turbine nozzle. The VATN is a whole new deal. The vanes 01'
the VATN pi vot to pl'csent varyi ng areas to the discharge str eam, changing th e
exhau st gas velocity as it entel's Lhe turbine, permitting the speed of the tUl'bine to va!'y. Th e merit ofthe VATN lies in several areas: ilacts like a s rnall A!R
when asked to do so, a largeNR wh en I'equired, and it produces a srnooth Ll'ansition through all points h e.t.ween tho two extremes. The VAl'N can cl'eate such
a huge NR t hat hU'bine speed ovel' th e entir e range oi' operation can be controlled by varying the NR ala ne. Thus the VATN becomes ts own boosl contro l, a nd no wastegate is l'equil'ed. When no wastegate is present, al! ex hau st
/'
185
-.-----.-.......:
- -....
20
18
16
=
.e
~
~
~
~
,.
I
I
I
12
,.c. 108
I
/
'"
/
/
Standard turbo
/
/
VATN turbo
./
.5
1.0
1.5
2.0
2.5
3.0
3.5
TIme (sec)
186
withoUL the turbine's being SO large that it. beco mes unres ponsive a l low
.peeds.
The success orlhe VA'l'N is directly attributable to having the vanes in the
right pas ition al th e right Lime, which depends on the "inteUigence" oC th e
vane conlrolJer. Vru'ying load conditions wi11 reqwre the contraller ro create
the corred NR for exacUy that situation. The load condjtion of steady-state
cruise will want the vanes fully open for the least possible back pressure. On
application orthroitle, the controller mu st anticipate the pending demand for
boost a nd clase the vanes, 50 as lo bring the turbine up to boost- producing
speeds as quickly as possible. Once the desired boost level is achieved, the
vanes will gradually open as engine speed rises, in arder to control turbine
speed and thus the baost pressure. Sufficienl range of motian for the vanes
must. exist. that. the engine redline can be reaehed befare t.he vanes are fully
open. lt is cleru', then, that the VATN controller is the seeret to the extreme
benefit ofthe VATN concepto
cJwrger. Corrrplexity is
lhe lrad e-off{DI' lhe
Aerochnrger's exlraord.illary respOfUse.
1. _ .
.-
TURBOCHARGER IMPROVEMENTS
70r---------------------------------,
arre,.
T25 Ceramic
187
,/
60-
//
//
uerSU8
//
50
T25 Melal.
,/
//
/~T25melal
T25 ceramic
, /, /
,, I
, I
//
//
20
'/
1/
10 -
.1.
7
9
TIme (sec)
13
11
15
ceram.ic turbil1e wi U
&elle,. response lo
ouerall benefit.
0
0
7
6
<>
"O
;g
~
E
~
Time (sec)
changes.
188
CHAPTER
16:
Turbocharger
System-Related
Hardware
Full lloo1ting
bearing syslem
Small-diame' er
.uual-radial lUrbule
Vanable area
turbina control
AJihough lhe science ofintercooling is well known Lo automobi le des ign cl's of the world. the next few years should s how lru"ge improvements in th is ro-ea. The force behind the improvements wil! be 8 change in
a ltitude. When oneofthe world 's gz"eat cal' companies bu ilds a vehicle t hey cal!
INTERCOOLlNG.
a Super Cou pe and places sn intercooler in a position such that the only cooli ng
air il can possibly gel must firsl go thraugh the cooling system radiatal' and the
AC condense!', this is evidence al" an attitude problem. Il is possible t hat Lhe refrigeraLion-cycle gas intel'cooler may ane day be pl'actical. New processes and
techniques will be I'cquired asAC camp l'csso r s consum e more pawcl' lhan better intcrcooJers can offset. 'fhe pUl'l-time intercooler, wherc Lhe air charge is
sent dircctly to the engi ne at a ll boost pl'eSSUTCS below the thl'eshold of nPed
fol' intercooling, may ano day yic ld a tangible improvement in response fol' the
enUre system.
8005T CONTROLS. Smarter wastegate controls can produce more responsive
tUl'bos as wel! as flntte\' torque curves. \oVhile ultimate power may be little infiu enced , a tOl'que curve with one or both ends rsised a bit wi.ll produce a faster
cal'. Electronic control orthe wastegate acLuator signa! will be the concept tbat
permits these improvements. Conventional wastegates crack open at a point
well below the desired boos t und then creep to the position required to control
boost preSS Ule. 1'his early creep robs the turbine ofuseful energy with whi ch it
could gain speed raster. H aving the wastegate open and bypassing substantial
energy aro und t he turbine when the turbine is trying to gai n speed is basically
madness. Electron ics will x that situation. Rais ing the low end of a to rque
curveor smoothing a fiat spot in iL can be accomplished by programming boost
signals. A boosl-pressul'c equivalent of no extl'o. passing genr cou ld be programmed as well.
ENGINE
189
EXHAUST SYSTEM. Virtllally 311 currenl production cxhallsl systems al'e exces
sively I'estrictivG. Tailpipe-induced back p ..essure is L"uly useles. Ido believc
it possible to produce quiet, lowback-prcssure tailpipes aseconomically as thc
CUlTent bad designs. This would perrn il lhe same bU'ba syslems lo aperate al
the same power wilh less heal,less bODst, and a far grealer margin orsarely.
The inverted-sou nd-wave silencer is an idca whose time is yet lo L"Qme. The
principie is lo record the sou nd from the engine, electronically invert it, ancl
play it back, supcrimposed 011 the original The hope is that the two sound
waves wiII cancel each other. eliminating the need for a muffter. Back pressu re
could be way clown, SO we rcmain interested .
5TAGED AND 5UGGERED TURBO$. Many inlercsting sehemos have been created
to couple lwo or more turbas together. Thc pur pose is gcnerally to achieve
gzeate r cflici ency at extreme boost pressures or lo gain lowencl response and
braad. fl at tOl'que curves. Such schem es may be use fuJ in vehicles like the [ab
ulous Porsche 959, but ihe likelihood ofsuch complexity's reacltingthc markei
in significant numbers appealssmal l. 'l'he vaJue or a hobbyist/s trying to recreate such inlricate equipment secms staggering ndeed. Complexity and cost or
this magnitude, accom pa nied by all the serviec and repair pmblems inherent
in that complexity, is mind -boggling. Stick to fundamentals, do thcm very welJ.
and lei perfo rman ce be the staggering factor.
Engine
190
17
BRINGING
TOGETHER
IT
ALL
Itis easy to gel smugly comfort.able with the idea tbac yau ca n design ideal
pieces to fit into imaginary spaces in a beautiful and artistic manner. The smu g
ness usual1y lea ves ahruptly whenyou are confron ted with t he prospect ofplacing a11 the tems required ror a proper turbo system wlderneath the hood of a
modero automobile. T he reality ofthe problem offinding notjust space, but t he
best space and the logica1 spatial relationsrup ror the components, can humble
the e1everest of designers. The first part of tbis eh.pter olTers guidelines for
bringing a ll the pieees together into a theoretica1, coorctinated, least-compromise system. Hopefully, tbis wiJl help you get past the initia! fright of looking
under the hood. The second pal't ofthe chap ter deals with the design para meter5 of installing a turbo system on a n actual car, the Acura NSX.
1.111
192
011
Specilic componenls:
Chevrolet 350 cid V-S (four-balt. mains, tOl'ged -sleel cl'ankshaft, x,x
compressio n ratio, aluminum cy linder heads)
t.urbocharger (brand, water-cooled bearing housing, compr csso'I' size,
turbine size, exhau st housing sLy le)
wastegate (brand, basie boost. seiling, va lve size)
intercooler (8ir 01' water style, charge air flow area, heaL exchange area
This outline shou ld continuc until the components, brands, and s izes are
all defined. V.,hen the outline is complete, the scope of Lhe task will be c1early
spelled ou t.
General Layout
Once tbeoutline ofthejob is clear, the actual component positions can be stud
ied and determined. Papm; pencil, some study nnd skctching wil1 go a long way
lmv8rd eliminati ng problem arcas.
AH aspects of lbe layout mu sl givc full consideration lo the need 01" inlen
Lion to seek a Californ ia Air Resources Board exemption order fol' the system.
A prime fa ctor is the pos ition o" the catalytic con verter a11d the oxygen sensor .
'rhere is no need lo !nove an oxyge n sensor, but traditionally. the turbocharg
er is placed betwecn the engine and convcrler. With respect to any certifica
tion, you need lo consider converlc l' lightoff (the point al which it is hot
193
194
gel excellelLt
sparse.
.. Can the ~ubes be rouLed convenienLly to and fl'om the int.ercoo ler, and do
they mee Aow requiremcnts?
Will the cores receivc adequale ambient. airrtow, or will they requirc ail'
duCLS?
.. 15 the position safe f1"Om I'oad hazal'ds'?
.. l s the inlercooler in ft'onL of the radiatol' buJk.head, ir fronL-lIlount.ed?
Does it block Lho lensl amounl of airflow lo lhe radalor (ir applicable)?
The lhirdjob is delining uud posilioning ihe sir ftltr. Use the filtel' man
ufaclurer's rf'Commendalion
lowing:
11
195
The filter requires clean sir but must be protected from puddle 01" s plash
water. However, cool ambient air i5 noL essential ir the sy5tem is properly
int.ercooled.
T hc furthel" the filt.er is froln Lhe vehicle occupanls, the quieter it will be.
A beU-mouLh-sbuped transiLion from the filter to the ftowrneler 01"
compre5sor n tet Lube Is desirable.
Rg.
~ 77.
'I'aklllg
196
The fourth job is Lhe lacation of a mufller \Vith an adequately large now
path. lf the system is rear or mid-e ngined, the muffier becomes key lo the
packaging, due to ts relative size. H front-engined, lh e pos itioning requirements r elax cons iderably.
The ftft:h job i5 cl'cating a connection to the throttle hody. Th is establishes
the destination of the Lubes exiting tbe intercooIera. 'J'he throttle plate in the
throttle hody i5 a relatively high-drag point in the systcm. Far thi5 reason,
particul ar attention must be given to smooth sectiol1 changes in thi5 area and
avoidance of other d rag-producng imperfections.
The sixth job is to design and build the exhaust manjfolding. Factol's to
keep in mind nelude easy oil-line Becess, clearance to heat-s usceptible parts,
compressor inlet snd out let paths, turbine outlet space, and turbo section
c10cking problems due to an integral wastegate (if presen L). Spark plllg and
plug wire access need clase attention.
Fitting.
Where possible, pipe-thread fittings should be chosen for simpljcity anel sm'e
sealing. The less-than-wonderful aesthetics of pipe threads can easily be
masked by sinking fi ttings up to lhe last thread.
All in t.e'r sections of signaJ-line hoses should be made with brass tees. Signal
lines should be sUicane-based material, r esistant to heat and hydracarbons,
The locations of all co mponents in the system must receive clue considero
ation. When that has been done and done well , th e majar hurdle of bringing
the components together inLo a system will have been accomplished.
For economy af operation and to more easily keep enginc emi ss ions within
EPAlCARB certification limits, lhe engine has becn kept absolll tely slock.
The obvious hllrdle presented by this prQject is the hi gh compression ralio
ofthe NSX engine, at 10.2 to L Th is value, in an engine powered by str eel fuel
of92 01' 93 oetane, diclates low rnaximum boosl pl'essure to obtain long-te rm
durability.
Any construction efTort of tllis nature must consider the gt.dcJines fol' engine system modificaLions dl'8Wn up by the U. S. Envil'onmental ProlecLion
Agency and Lhe California Air Resou rces Board. The decisie n to apply for an
excmptian order fram CARB fo l' the NSX hu'ba system ror true strectl egal
status diclates several facels oC the design:
AlI electronic engine management flUlctions ru'e lo remain unaltered.
The origi nal catalytic converters must rem ain stock and in tho ori ginal
position.
Fuel system cantl'ols must function only when undel' boost .
Adual engine emissions must remain wilhin eARB guidelines rOl' th e
NSX.
TOI'qlle and power of the system shollld complement the engi ne's broadrange torque curve and substan li al power. Honda/Acura spenl considerab le
197
durability.
In order lo get compa~
rabie dllrability, t/w
ACIU1l NSX engine UJill
dielate a similarly
Inexlest s'yst.em beeause
or ils higl! comp /'essioll
ralio.
money and e ngi neeri ng talenl on creating a bread torque cu rve, blrgely
through use of a elever variable valve~t mi ng mechanism. To preserve th e superb driveabili ty offered by t he NSX 1 s torque curve, it will be necessary to
achieve su bstantial boost at low engine speeds. This is a charaderistic of
s maJJer tu r bos. H owever, achicving high-rpm torque inereases withou t hugc
exhaust gas back pressure losses dicta tes the need fol' a larger~ t hal1 - norma l
turbocharger. These diarnetrically opposed requireme nts can be deaIl. with in
thl'ee ways:
A variable area lurbi ne nozzle t urbo, wh ich has the ability ta acL like a
small turbo at low s peeds and a large t urbo al h igh speeds, t hus
potentiaJly satisfying both requil'emcnls
'l'wo turbas, utilizing one fol' low speed a nc1 both fol' high s peed, whel'e a
twin scroll turb ine is not available in a large enough siz c
A standard turbo ""ith the best possible s izinghe tween th e tWQ opposing
requ irements
OrclinariJy, the factors diseussed in Chapter 3 (vehicle cost a nd class, sys~
tem cost, objectives) would influence whi ch oftbese thl'ec oplions is selected.
Lack of pizzaz'l. rules out a system based on a standard turbo. With a lwin sequenlial layout, pel'formance is good, buL complexily I'i va ls a s pace shuttle's
main engin e.
A complieating faeLor is tbat space restrictions in the NSX dict.ate mounling the turbo low in the chassis. which js inadequate fol' the gl'avity oil~dra.in
requil'ements 01' a s tandard hubo. 'l'he choice is then belween installing
sumps and pum ps fol' return oi! on a standard turbo 01' using Lhe sel f-lubl'i~
cating Ael'oeha l'ger. The add ed attracLions of Lile Aerochal'gel"s fasL response
ami good l ow~J'pm boosl make lhis Sil ca sy decision.
The original pOWCI' rating of t-he NSX1 while s ubstantial, (275 bhp at 8000
rpm), still falls s hol'l orthe desil'es of most buyers with $65,000 to spend 011 a
perfol'mance automobilc. Simple calcuJation of seJ'ious pe rrorU1ance~car
weigh t per hOl'sepower suggesls thatthe NSX can step inlo the high el1c1 of
lhe supereAl' cat.egol'y wit h the addition 01' 100 bhp, which will require lwo
Aerochargel's. s il1ce 110 single unjl is large cnough lo prnvide the desil'cd ai.r-
198
lIc.\ired hhp
.. I I I - I
ungllln ) '1)
'l'he perccived value of an add-on syslem Iike lhis is alwuys a baJance 01"
powcr gain versus cost, instalJ aLion complex.ity. illcrcased servicc requiremenLS. and expectaLion of long-tcrm durability degradation. l'he relatively
low boost required (performance gain tim es atmospheric pressul'c, 01'
0.36 x 14.7=5.2 psi ) for the anLicipaLed 100 bhp gain suggesLs Lhat Lh e oLhel'
vaJue consideratio ns will fall nto lin e.
As mentioned in Chapter 3, a rter Lhe lI eld of nvailable compressors is narrowed Lo two or three that appear, from thej r f10w maps , to be in the righl
range of'pressure ratio and cfm, with efficie ncy noL below 60%, it is necessary
ta caJculale which of the compressors is the more suiiable. In Lhis case, two
sizes of Aerocharger will be examined: Illodcls 101 and 128.
Preinstallation
Test Data
Fuel Injection
AnaIY$I$
20
19
18
co:
199
Slock
Turbo
HC:
17
Stock
Turbo
NO.: Stock - - 0 - - - - - - 0 -
16
Turbo - - 0 - - - - - - 0 -
15
3
"
13
S
o 12
~
:Q
"
11
10
9
8
7
6
3
2
As indicated in Chapter 7, th e Lime afa ne rcvol\.1tion can be dctcmlined either fram fib'\lre 7-3 or by forlllula. Using the formula , let. l'pm = 8000.
'l'hen
60 se.e
11111/
Time of olle n:. ... olutoll = --"''''- = O.(X)75 .,cc
S()(XJ
re:"
= 7.5 nlSCC
I11In
The NSX's EFI is sequentiaJ, which revcrts to nonsequentiaJ over approximately 3000 rpm, as ctiscussed in Chapt..el' 7, TherefOJ'e, pulse durali on
shou ld be checked at over 4000 rpm, Act.ual pulse duraLion al maxirnllln load
was measured al 5.0 msec.
I
Dulycycc
67 %
Il1$CC
'rhe inver se ofthc duty cycle Illinus one is Lhc avaiJable incl"ease in fuel fl ow
('rom extendinginjedol' pulse duration. 'l'his is .5, 01' 50%, Thererore, wc could
hold thc injectors open alJ th o time and achieve a 50~ increase in fuel flow.
This is adequaLe rol' t he 36% increase in airflow necesSHl'y to achieve the 36%
pel'fOl'mance gain (and. therefore, fuel flow) calculaled earl icr.
The fuel presslll'e requil'ed to operaLe aL a 36% increase in ai dlow can be
approx imated by squal'ing the sum al' one plus the ahnow rat.e increase:
200
'l.'his s hows thaL 85% more fuel pressure than stock \Viii be required:
1.85 x 45
p:-;j
= 83 psi
Testing
Thc Vuricom VC200 acceleration computer \Vas used lo collecL the following
data:
nJ
In a t win -tul'bo system , thi s figure would be divided by 2 to ob lain the required cfm per turbo:
520
2
= 260
201
2.1
system-.
2.0
1.9
....-
18 1.7
16
1.5
"-
14
1.3
1.2
1.1
1.0
40
80
120
160
200
Airl/ow (cfm)
240
280
320
40
80
120
240
280
320
2. 1
20
1.9
1.8
'~ 1.7
,~
1.6
"-
1.5
1.4
1.3
1.2
11
1'0
160
200
360
Alrflow (e /m)
)- r
.:....",==,,",,
'
.'
.
-".,:-"",..,
Tl.!mpcliltufc ri-:t'
(PUU.2K x T
202
1' hel'cfol'e,
( PNO.
TClllpc. ....lIurc n se m mllXllI1UII1 cfficiency =
28
XT
ahJ
)- T
u/u
-----;i'=----'=
E,
~:~ =
79"
T he valu of intercooling can be eslimaled by a I'atio of the absolute lempel'abll'es before and after cooling. This ratio represe nts the relative densit.y
clumge. H 15 adequat.e to nSSlIme 8Jl intercoolcr efficiency of 85% fO I" prelim inary calculations. An 85% effi.cient. intercoolel' willre move 85% oCt.he heal pul
in by t hecompres5o l". Thercfore, u5ingthe formula fmm Chapter5 fOI" temperature removed, the cxpected tcmperatw'c ex iting the intercooler wiII be
Tcmpcraturc rcmO\'cd
CO I"
= 80
.
540 +79
Ocnsllychange=
O
- 1 = 0. 119 = 11 .9 %
54 + 13
In view of the high comp l't~ssi on ratio 00.2 t.o 1) of t.he NSX engine and a
cha.rge clellsity gain of 11.9%, t.he decision to inelude inlercoolers in lhe syslem is an easy one.
Layout
Refc l' lo eal'lier in thi s chaptcr fOI" the faclors lo consider in deciding layout.
TURBO POSITION. The Aerocharger gives a frceelom of choice not hel'etofore
availabJe in positionjng the turbo. The absence of any oillines lo the self-Iu bricating Aerochargcl' removes the l'eqll'c me nt fO l" eith e l" a graviLy d.l'ain Ol"
a SlImp-pump-aided oi! retul'tl.
Although the tlll"bochargcr is lrad.iti onally placed bct.ween engi ne ancl convertel', the selection of t urbochargers with t he abi lity lo make co nsiderable
boost al low exhallst gas flow suggesls lhat they can be placed al'ter lhe converters. This posit.ion sLill offers a high degree 01' response yet permits the
co n ve rl~ rs lo gel exhausl gas heal undiminished frolll the engine, lo faci li tate
catalysL ligh L-orl'.
Sorne alle nt.ion lo a sy mmetricaJ turbo posit.ion with l'especL lo lhe cxhaus t.
hender will rcquire one heneler pipe lo be 10nger than the other, but t.hig 15 no l
al' majol' significa ncc.
INTERCOOLER DESIGN. Anticipated poWCI' oulpul will dict.aLe the interna! flow
a rea ofthe intercoolel's. As discussed in Chapter 5, when pressu rc loss t.hrough
203
204
IT
ALL TOGETHER
unique location of the intercoolers. behind the rear wheel. ofTel's abundanl
8mbienl cooling airo Debris throwl1 by the tires is a problem to be resolved.
Heavy screens of stainless \Vire mesh that will allow airflow but. dcreal rock
now ore adequate to pl'otecl the inlel'cooJers fl'om foreign-parti le damage.
EXHAUST SYSTEM. The quality and mate rial of the Borla ta.inless steel muf
ner \Vere fe1i lo be consistenl wiLh the vehicle's qualiiy. As the tu rbinc exit
diameter is 2 inches, the turbinc otlll et pipe lo the Inumer need be no grcaler
than 2 inches. A brief di scl1ssio n with Borla settled the cuesUon 01' the pl'opcr
mumer voll1lne and style. The design settlcd on was a clrilled-core, straightthrough st-yle with two paths froID opposile ends of lhe rnl1fl1er, one fOl" each
205
206
ECU is not
programmed (01'
p r eSSflre aboue almo-
Material
Selection
Material selectio n is critical only with respect to tbe hot. side of tlle turbo syst.em. Because lhe layout will nol cause thermally induced expansio n, s tainless
sleel can be used ror lhe hoL s ide. Stainless grade 304 was chosen ror its combi
nation of high-temperature st.re ngth and long-tcrm corrosion resist8nce. lt is
aIso readi ly weldable with tbe tig process. Mild st.eel was used for flan ges,
which need noL be stainless.
'fubing used in the cold-side plumbing lS aH mandrel-benL, Lhin-walled
mild sLeel, which is easily welded , intcrnaJJy s mooth , and can be fi nished in a
wide varieLy ofprocesses, The ends of the tubes are soft. enough lo permi t n ar~
ing, for beLter hose relenlion, Al) hose connections are of high -temperaLure.
hydrocarbon-proof sili cone hose mater ial.
Thc aJuminum inlercooler eores ro'e welded Lo ca5L 363 alu mi nunl a lloy
caps, AH tabs, mounts, and hose bosses are cut froID alu minum 6063-T3 (hcatLr ted) . !Joy .
Construction
Sequence
Cons LrucLion scquence follo\'l8 tbe a rder given in the li sL of racLors to consider
cru'lier in Lhis ehapLcr.
SLainless grade 304 does nal require aoy caatings for 10ng~lenl1 durabiliLy 01'
appearanee, AlI a1wninum alld mild-sLeel componenLs are subjecl Lo corrosion
and discoloration withoul. protect.ive coatings. Ch rome plaLingwas DoL considered, as il i5 difficuJL lo keep hose connections froro s liding off chromed parls,
Powdc r coalings sat.is~y all uppeOl'anee 8nd durnbiJity requirements, wiLh lhe
added benefit or a wrinkle-texLure finish ror improved grip on hose conneelions. Powder coaLing of wdnkle black was applied to all parts thaL do 110t see
Lemperatures in exccss oraOOF. Threade<l conncclions must be pl'otC!cted rrom
the conLing; oLherwise. the Lhickness of the coati ng will pl"evenl asse mbly or
require retapping,
207
Fasteners
The NSX design offers a series of flanged joints. These are besL se l'ved by
through-bolts. (See earlier discussion. ) The turbina outlet requires a sLud anchored into the cast iron housing with a mechanicallocknut.
Gaskets
Testng
Tbe testing process has two primary objectives: tuning the details and checking to see if any major errol'S in the designer'sjudgment have occurl'ed.
Tuning the air/fuel ratio i5 clearly the first necessity. Measurements wCre
made with the Horiba meter. 'rhis meter has an electrically heaLed oxygen
sensor t hat conveniently mounts in the exhaust pipe outlet. lnitial bench caJibration ofthe fuel pressure regulator was for 82 psi at 5 psi boost. This number did not prove quite adequate, as a fuel pressure of 92-95 psi was required
to achieve the desired 13 to 1 air/fuel Tatio. The discrepancy comes from the
need Lo run a richer mixture under boost than the normally asp irated engine
runs at full th rottle. The regulator \Vas thcl'efore adjusted to provide the highel" Oow rateo
Checks on the air/fuel mixture \Vere also made at 1 and 3 psi boost to assure
that the regulator was keepi ng the mid-range mixtures correct as welJ . These
pl'essures measured 55 and 70 psi, respectively. '['he Horiba indicated that
these pressures created a progressive change in sir/fue] ratio f'rom 15 to 1
clown to 12.3 to 1 as boost increased from 1 to 5 psi.
With tlle confidence thaL the air/fuel mixture i5 in the appropriate range,
we wel'e free to test for engine knock. Trust in the ability of the ear lo det.ect
detonation did nat seem appropriate with an e ngine as expensive as the
NSX's, so a J&S EJectronics knock indicator Wa5 used as a supplcment.. 80th
208
Flg.
~720.
Tll e lower
indicaied no knock was present. in repeated runs to the redline under ma.xi
mum boost. Testing weather was a hot and sunny 1000 August day. Thejudgment that ihis was harsher than most operational conditions suggested 1.h8t
the system would be free of detonat.ion virtually anywhere.
With safety of the system established, lesting of ad hercmcc lo lhe design
objecti ves can begin .
Since a grapb of efftciency of the compressor plotted versus airAow and bODst
pressure i5 always a curve. it i5 necessary to dctemline whether ou .. data
paiots are on the upsJope 01' downslope.
Four terns of informaban are necessary: temperature into and out of the
turbo compressor, bODsl pressure, snd engine rpm. Measurements musl be
made at full throUle yet ",llaL a lso be as near sLcadystate as possible. 'ro do
Lhis, we chose 6000 rpm in third gear and 4000 rpm in rourlh gear. By drag
ging the brakes and not permitting lhe vehi cle to uccelerate, sorne reasonable
dcgree of steady stale can be achieved. From the gauge, iL appears to Lake 6
lo 8 seconds to reach a steady sta le. Three lrials crealed Lhe data shown in the
following tableo The pressure ratio and cfm are calculated as shown earlier in
this chapter. One should always make note of the ambient LemperaLu re.
Verifying Turbo
Compressor
Efficiency
Boost
Temper ature
in ("!,')
1'emperature
Presstu'e
Cnlc ulllted
out ("F)
ratio
efm
171
1.4 ]
298
6000
99
99
173
lAl
448
4000
101
177
l.4l
298
'6
6000
100
177
1.'11
448
'6
4000
98
174
l.4l
298
6000
100
176
1.11
448
(psi)
Rpm
4000
Three lrials are bnrely adequate to establish the best and wOl'sl conditions,
but this is a field lest., 1101 Parsche's reseal'ch laboratory. 'rhe dala wiLh asterisks, which are median numbers, will be usoo fol' Ilnalysis. The pl'ocess is to
209
ir
nece.ssol'y.
1'he exhaust gas prcssure changa across the Lurbines telJ us two things : wheth-
er turbine siz e is clase to that desired , and the amOtll1l of exhal.ls t back pl'essure created by the mumcr and lailpi pc.
T urbine nlet pressure is measured by placing a fitting on one of Lh e hu
bine inJet pipes and attaching a pressure gauge. The expected turbine inlef.
pressure is usually two to th ree times greater t han the boos t pressul"e gen er ated; therefore, we expectccl 12 to 18 psi . SUl"prisingly, 15 psi was the maxi mUIll p,essure deve loped befar e the tu r bine, withjust .5 psi afLcr . AlLhough a
slight. decrease in inlet press ure would be desiruble, it is 11 0 t enou gh s o to install bigger tu rbines llnd produce any less low-s pecd response. The .5 ps i los
through t he mumer and exhau sLplumbing is entirely satisfactOl"Y.
Intercooler
Efficiency
Ver i(ying the vaJue 0 [" the inlercooJer will indicate Lhat temperature drops
across the coolers are s uffi cien t ~lI1d thaL pl'essul"e loss remains below 1 psi a L
maximum load.
Only one pressure-loss check was made al redline rpm: il showed ti t ick
ove r 1 ps i al 7700- 7800 rpm . While this \Vas slightly disappointin g, Lhe decision was made Lo keep Lhe intercoolers as is ifhcat rejection effici ency exceedcel 80%.
'l'e mpe ratllre prohes placed in t he COll1pl"essor outlel and int crcoolcr ou tlet
wiIl colJeet Lhe n eccssary data f Ol" inter cooJer efficiency ca lcul o. tion. including
nmbienL t.emperatura.
Tesling was conduct.ed by holding s t.eady-sta te maximum booet. at 4000
r m in fo ul"th gC81". AfYa in, 6 lo 8 seconds appeare<l to be needed to stabili ze
210
collect the da ta. as shown in the tableo A1tbough the results are reaso nably
cOllsistent, data collectioll is noL always as one wants it LO be. '1'he real cm
ciency is probab ly clase Lo th e average of t he foul" trinls.
Using re presentative va lues fram t.he table in the formuJa fol' intcrcooler
thcrmal e ffic ie ncy fram Chapter 5,
&"
~,
=-
172 - 114
172 _ 101
:=
OQ?
.<1_
=-
8'%
-
'{'he net. resuli. 01' the intercooli ng efTort. is Lo get Lhe charge temperatu rc to
wit.hin 12 to 140f' ofambient. Press ure loss of 1 psi suggests that Lhese are noL
race-quality intercoolers buL are excell e nL fol' street use.
Emissions
Testing
Test
Ambient
tcm pcrature (COI')
Turbo outJet
tempcratw'c (ar)
J.ntercoole r outlet
te mpc rature (o}<"')
100
171
112
101
173
115
101
172
114
101
177
115
The Varicom Ve200 was agai n the instrument of measure rn e nt. fol' post.tlll'bo
performance. Six efTol'ts al. establishing sorne degree of cons ist.e ncy gave the
following da la:
O to 60: besl t 4.4 scc; average) 4.7 sec
l /4-mile time: best. 12.8 sec; average. 13.0 see
1/4-m ile speed: best. 113.0 mp h; averab.... 111.5 mph
Powe!": 390 bhp
ANO FURTHERMORE .
aH the small adjllstmenLs made conectly. lt is in this r.sped lhat the do-itYOllrselfer wi ll llsually excel in a tl"Uly qllality jobo
AND FURTHERMORE . . .
211
ga uge is a nice addition, paJ"ticula rly on engi nes \Vitb ebameteristical ly high
e.xhaust temperatures. Diesel e ngines al'e another matter. Their redline is a
function of exhaust temperaturc, and they must have egt. gauges.
the kit is heavily advertised as "complete, " yOll hud bette r be prepared to
bl"ing along yOU!" own wastegaLe, exhausL system, bDost gauge, fuel system,
and detonation contrals. "Compre he nsive" is the descr iptive term yo u are
looking for, not that tired, overworked term "complete."
18
It is profoundly unnccess.lry lo know a nyth in g aboul Lile science nnd engi neering of turbocha l"ging to competently install a wcll-desiglled aftel'market
turbocharger sysiem. The insta lJ er need only be la com petent. hobbyist mechanic. T he expericnce leve! is about equivalent. lo 1hat ofchanging a cJutch al'
removi ng and repl acing 811 intake manifold.
A German proverb clearly 5t aLc5 the problem al' acco mplishing s uch a job:
,urhe devil is in the dctails." To illustrate Lhe accuracy of'thi s proverb J it iscasy
to im agine thaL 010St people could install an exhallst manifold COl'l'cct,ly. Yct a
simp le nir hose not properly altached to o fuel pres5ure regu la tol' can keep an
otherwise faultless sy5tem fl-om functioning con-eclly. Therefore, thoughts
about onc's competcnce lo install such lhings should center arol.1nd how conscientiously one can do the details.
'fhis cha pter i5 a walk-thl'Ough of t.he inst.allat.ion of nn afte l111arket. t.UI-bo
system nto a Mazda Minla. The vehi cle is slock. 1' he system carries th e CARB
EO number D-349.
FoJlow instructions failhfully, Whe n a syste m has n streel-Iegal c.xcmption
m-der, it is absolutely necessary lo follo\\' instruction s t.o th e lelter lo mnintain
the lega l st.atu s. F'urt hcl'more, t.he in5tall el' shou ld pre5111ne t.he designer knew
what. he was doing.
'fhere ls sorne logic lo the proccss. Read the instructions and make no les {Ji'
Questions. ir any. t.o pose lo lhe kilmaker. Jt is both easy and natural for inslru ct.ion wl'iters to gloss ove r ma ny poinls ort.he installa1.ion, since lhey kno\\!
al lt.he pieees and pl'ocesses ntimalely. el"vice is supposed to begin alter the
sale. Vou purchased a kit in good faith and were told that. with mod est. a bility,
yau could prope rly inslall i1.. You willlikcly necd many points af lhe instruc-
213
214
tians addressed befare and during the installation. H i5 entirely fair to rcquire
the kit maker Lo give yau guidance on the procedure where necessary. ClearlYJ
this form of feedback also improves the writer's abiBty Lo Cl'eate proper instructions.
Fami li arize yourselfwith the parts ortlle sysLe m. Learn the name the writer
has given esch parl.. lnvent.ory the parts with resped Lo lhe packing list, to be
certain al! items we r'C included. CnIJ the manufacLurer for short.ages al the CMHest opportunity.
No kit maker should be srupping parts less than spotlessly clean. However,
il. is a serious crror te nssume they are clean and ready to install. Any instaUer
worth aL leasl. his weight in salt. wilJ nsure that ever)' par!. is perfeclly eleao.
'fhe vehicle 5ubject lo the installatioo neecl oot be in perfect condition. A
proper ins ta11at.ion on a 90% vehide will, howevert yield only 90% resu lts.
While clearly superior t.o stock, 90% i5 1101 the objective of this book 01' whaL
lhis writer perceives as the objective of t he fellow hard~core eothusiast. Ir
something i5 mechanically amiss, fIX it befare the iostallatiol1.
Prior to starting the installation, fill Lhe f1.1cl tank with gasoline of the oc
Lane suggested in the instructions. Do not ditule with lesser octalle fuel already in the Lank. Ir nccessaryt drain the tank. Never use octanc boost as 8
testing aid-it wi ll mask many critical characteristics t such as air/fuel ratios
and ignition timing co ntrol s.
lt is co nvenienl to establish directional referentes with respect lo the instruction writer's viewpoint.. lf unspecified, consider left and right (rom the
position ofthe driver.
Afier the instaUalion has begun, the besL procedure is to complet.e the en~
Lirejob prior to driving the vehide. Certainly thejob can be broken up ino segments, )ike instaUing the boost gauge, rue! pump, heat shield, etc. The catch s,
one ca nnoL install only Lhe turbo and associated pipes and Lhen set out lo see
how rast it will go. That will sUl'ely prove a disaster.
Always rcad the statement of w8rranty prior lo starti ng the installation. [f
questions of poliey exist., this is tbe best time to discU5S them.
'rhe speecl wilh which you 8ccomplish the instalJaLion is nol 01' any conscqucnce. A few extra hours mean nothin g.
lools and
Equipment
PRELIMINARY
215
Floor jack
Jack stands (4)
Factory shop ffianuaJ
Prellminary
Position the car on four jack stands. Check th e shop manuallbr the suggeslcd
hard points. Be certain tbe car is supported by aU four stands.
Disconnect lhe negative batlery cable. Consult the manual for any special
precautians.
Keep tbe removed parts organi zed, especially the nuts and ba lts.
Majar tems lo remave:
Air filter and flowmeter asse mbly. When removing the electrical connector, do nat pull the wi.res.
Flowmeter from filter box
Cros. tube to the throttle body
Intake resonatorlsilencer box beJow the throttlc
Exhaust manifo ld heat shield
Oxygen sensor frorn exhaust manifold. Avoid touching the element end
of the sensor.
Exhaust manifold
Cruise control actualor and mount. (l.eave cable altached lo linkage and
place actuator on valve caver.)
Valve CQver breather tube at left forward corner
Lower splash pan and black radiator inJet duct
Exhaust pipe hanger balt attach ed to left lower side of tran.smission
Fuel filter covcr beneath car (on passcnger side, ahout 2 reet fonvard of
differential)
Bracket beneatb flowmeter/air filler box. This bracket wiJl unbolt Crom
front gusset at strut towe,r
Miscellaneou s
The water bypass tube located beneath the exhaust manifold l11ust be reposi
tioned slightly to clear the turbo exhaust pipe. Anchor the tab to the seco ndrrom-rear exhaust stud by sandwiching tbe tab betwee n two nuts. Tltis will
force any bending to take place aft oC the tub . With a suitable pry bar, bend the
bypass tube a ft toward the f1rewan . Bend the end ofthe tube appl'oximate ly 3/4
nch.
Wl'a p the heater hose located afl of t he exhaust manifold with insulation.
Safety-wire the insulation securely in place.
Wrap the bra ke linc at the len side of the frame rai l in a similar manner.
Auxiliary
Fue. Pump
Installation
Attach the high-pressure auxiliary fuel pump lo lhe len. real' frame raiJ, approximately 4 nches in front of the shi pping anchor, as foUows. At tbe fiUer,
the fuellines a re rerouted te a nd from lhe pump.
NOTE -
Remove the fuel tank cap to lel pressure oul--less fuel will be spilled.
lnstall lhe banjo hose harb and con nectin g balt anta the fue l pump. Use the
copper seal ing wasbers. Add the shol't segmonlofhoseand lhe p/n 21009 adapto ro
'fhe fuel pump will hang inside the segment ofr ubber hose. The pump LS re
tai ned in the hose wilh a large hose clamp. See Fig. 18-3.
216
"oisc.
"rhe pumplhose assembly wiJl hang from the frame ,.ai l by a balL pos itioned
fram insi de the rear deck. A pieee oftape covers a hal e tbrougb which the balt
can be inscl'ted. The hall head must be downward. Use washers on a1l faces.
lnstall the pump/hanger assembly. Use the 5-i nch ball.
Remove the fuel li ne from lhe inlet side of the fHter and route Lo t he ncw
pumpinlet.
Raute the new pump ou tl et lo the fuel filterinlct.
Raute the fuelli nes over the cross member and a nchor wilh tie wl'aps. Keep
t he lines away fram heat, I'oad debris, and any mov ing parLs. Repl ace standard
c1amps with higher -sLrength spiral-lock clamps. See Fig. 18-4.
CAUTlON -
Fuel spFllage wifl occur on remova/ o( lhe fuel fines (rom lIJe filler.
WI,lng the
Fuel Pump
RolI back Lhe carpeL on the shelf behind the seats. Remove the service-hole
cover. 'l'his is Lhe cave r 8nchor ed by six Ph illips-head screws. Sec Fig. 18-5.
Loeate the blue \Vire with lhe red stripe. Splice inlo this wire wilh the co nneclo r provided. 'l'his wit'e allows Lhe OEM rollover fuel pump cuLofTlO be extended lo lhe second pWl1p.
E XHAUST MANIFOLD
217
Route a 7-foot segment ofwire dO\fnward between the tank and chassis. [1
is helpfu l to pul1 this wire lhrough with a straightened coat hanger.
Replnce the fue l tank service cover and C8rpet.
Add s uitable end terminals lO lhe power and ground wires. Crimp thcse
ca rcfully and tesl with a firm pull.
The fuel pump negat.ive wire mu st be {,"l'ounded. 'rhe real' bumpel' ret.oining
holl is a s uitahle location. Note the terminal dcsignations on lhe pump.
Exhau st Manifold
lnspect lhe nside of the exhaust. manifold for casting debris. Clean as nccessary.
lnstall the two lower mounl sluds into lhe manifold with Neve r-Seize compound on the threads. Use the double-nutjam method. 'fhe front lower stud
must be Lhe shorler of the two. See Fig. LB-S.
InstaJl the exhaust manifold anta Lhe engine. Reuse the oid gasket. lfusing
a t.hin-walled box end wl'ench, tho original center nut. may be reinsLalled. OthNwisc, the center nut must be r placed with the thin l1\1t prov ided, since
wrench clearance is minimal. Reuse the remaindel' ofthc old locknuts. Atlach
the waler tube bracket to an exhaust stud. as it. was originally configured.
218
Ihrough-bolts. Tite
/l/uds musl be wreflched
method.
Turbine
Outl et Pipe
TnstaJllluce sLuds into tho lower end of thc turbin e ou tl eL pipe. Use Neve
Seize co mpound. Reuse lhe original gasket.. See Fig. 18-8.
TURBOC HARGER
219
Un hoo k the oxyge n sensor wi,-e from its ancho r al t he bell hou si ng spacer
plate.
lnsert tile turbine outJet pipe nLo position. Leave t he n u ts loose untillh e
pipe is atlach ed to lhe turbi ne.
Attach lhe oxyge n senso r lo the tailpipe.
Reattach t he exh aust clam p at the transmission brackeL Lcave th e bolts
loase.
Turbocharger
Att.ach three silicone s ignal-line hoses to t he fittings on the t u rbo vane aeLuaLar. T he center fitting "vent " will be t he shor t lineo
Remove the top fitting from t he turboch arger oil reservo ir. Add 120 ce 01' oil
to t he r eservorr. Do not overfil L Replace t he plug. Inspeet t he plugs in the oi!
rese l"Voir te assure that the air breather- plug is Lhe uppermos t of the two.
'['hese are pipe threads and nced only be Ligh tened until s nug.
220
Attach the turbo lo the exhausl. manifold. The upper holts muslo be inser ted
from the engine side. Use the mechanicallockn uts.
The mechanicaJ locknuts are criLical, since e ngine vibrations tend t.o loosen
f'aslencl's. Use the gasket provided . Leave t.be nuts finger tight.
NonWhen the turbo is in position. lile cornpressor outlet should point
str3ight up and the actuatar downward and nboard. TIle actuarer needs
only adequate clearance lo other objects. If the posUons are incorrect,
the turbo must be retlJrned lo the kit manufacturer for adjustment.
INT ERCOOLE R
221
Temporarily cover the compressol" outlet with somethi ng- fOl" example,
the fuel preSSlIre regulator baggic. Any foreign particle dl"opped into the compressor outlet willlikely darnage the turbo. A1so stufT a clean rag in the compressor nJel. (Do as 1 sayo not as I do in the photo.)
Attach t he outlet pipe to the tUlbi ne. lnsert the studs through the Range.
placing th e gasket in position, and anchor with the double-nul meLhod. Use
Never-Seize compound on all related threads.
Tightcn aH rel ated fasteners: outl et pipe to turbo first, outlet pipe lo tailpipe
second, transmission anchor t hird, and turbo to manifold lasL.
IntarcGoler
InsialJ the inLercooler in [ronLof thecooJing syslem radiaLor and mount. tal two
points. Attach one mount to Lhe lower boll of thevertical supporL bracket for thc>
hood lalch. Use the Jonger bolt provided. For propcr alignmcnt withoul binding,
it may be necessary Lo add a spacer between Lhe mounling plalc and lu!!.
222
blockage o{ airflow lo
lhe cooling syslem.
FIg. i1H6 . As
il1stalled, lile i/tlercooler receiues
sltbslantta.l airllow
tlLrough he sta".dard
alr infel.
1'he sccond inLel'CQoler att.a.chment is the frame e nd ofthe body SUPPO,"t rod.
Place the intercooler bracket between the suppori rOO and Lhe frame. Use the
original fasteners.
NOlE -
Do nOl replace the splash pan. This pan inhibits air tlow 10 the ratliator.
INTERCOOLER TUBES. InsLa ll tha 1032 hose barb nLo the aft. s ide orthe throtlle
body nlet casting. Seal with Loctite. Be very cru'eful with thc small threads. as
they can easily strip in iha casting. Do nol permit LocLitc to clog lhe hose barbo
Inst.alllhe ihroLtle body inlct castjng. Point. the casli ng j nlet st.l"sight down.
Attach the hose [rom Lhe id le air-contro l valve Lo thc Lhrottlc nJet casting.
Secure wilh the original clamp.
As emb le Lhe rcmaindcr of the intercooler Lubes. Leave aH joinls loose nd
adjust the posiLion and lit. f t.ubes fol' dearance and appcarance, t hcn tighten
COMPRESSOR I NlET
223
all hose c1amps. Be cCl'tai n each hose propedy overlaps Lh e nside Lubc and
that the retai ning clamp is compl etely ave r the tube.
CAUTION -
The compressor oullet lube can rub (he hood when [he cngme rocks Ir
the tube is no! pushed into rile compressor out/el unrif it [ouches rhe
compressor out/el boss.
NOTE -
Jnstall the brass fittings rOl" t he valve cover breather into lhe compressor nlet.
c8sting. Use a 90 0 el snd point the hose barb upward.
lnstalJ Lhe l'ubber O-l'ings nto Lhe grooves on the turbo. Lubricate the 0rings with a smal l amount of gl'euse.
Removc Lhe rag guarding the compressor inlet.. Press lh inlel casting onto
lhe turbo and swivel t.he inlet to point dircctly outboal'd,
224
The filler box will attach to two points. One is. tab on lhe afl sheet melal gusset for the left. front strut mounl. 1'his point is immediately below the fTont
end ofthe brake master cylindcl.lnslall the rubber isolalor onto lhis tab. Use
the nylon locknuL and appropriate washers. Leave finger light.
The second mount is an existing hale loealed 3-1/2 inches forward and 41/2
inehes oulboard ofthe left slrul eenterline. Drill this hole to 1/4 ineh.lnstall .
second isolator at this point.
Install the small hose barb inlo the threadcd hole adjacent lo the rear
mounl ofthe filter box.
Attaeh the f10wmeter to the filter box. Reuse the origll.1 gaskel, studs, and
nuts.
MISCELLANEOUS
225
Press the filter element into t he filter bax. Ball lhe upper and lower box
halves together with lhe stainless sree) cap screws. Pasit.ion lhe cap such that
Lhe air inlel faces outboar d.
Slip the 2 3/4inchdiameter hose onto lhe campl'essor iolet castillg.
Place two hose clamps aoto t he hose aod leave them loose.
Attach the wire ha r'ness connector to lhe flowrnetel'. The wires are best.
routed bcncath the filter box.
lnsert the flowmeter ioto the hose on t he inlet castingand position t he fi lter
box .
Attach the air filter asse mbly te the inner render weU at the two isolat.ors.
Adjust the position until all alignments a re correcto One or both isolators may
need spacing up. Use the nylon locknuts wld appropriate washers. Check haod
dearance prior to closing the hood.
Tighten a ll related clamps and rastc ne rs.
M i sce lla ne o us
Remove the restrictor from the original valve cover b.renther hose and place inside a 6-1/2-inch-long segment of 5/16-inch bose. Use a slllalJ amount of lu bricant. on the hose barbs for ease orassembly.
Route this hose (rom the hose barb 00 the comp ressor inlet casting to the
vaJve cover brea t he l'.
Attach t he heat shield to the cylinder head. Use su itable washers undcl' tlle
bolt heads.
The line from the lower fitting ofthe actuator (small end ) i8 the boost-pl'essu l'e
signal. This signal origi nates at the hose barb on the af't side 01' the throttle
body inleL casting. Check t hi hose barb ror possible LoctiLe blockage by blowing t hrough the hose.
T he upper fitting on the actuat.or i5 lhe vaCUUDl signa!. This line \Viii get. ils
signal from the hose exiting the top 01' the intake manifold approximately 1
inch after t.he throttle body. Sevel' thi5 hose and insert lhe brBss lec. Attach the
sdu"tor signaJline to the leg or the tee.
'The con ter fitting on t.he acrualor i5 a brealher onl)'. It i5 conneded lo t.he
AII i np' ""j t.hp. RO. hof.f.om of t.hp Rir hoy
226
Check these fines c8refuJfy. If Chey are nol correcto Che wrbo wiJ/ be subjecl lo overboosting. Tllis mar overrev the turbo 8nd cause damage.
NOTE -
Prior to final assembly, blow lhrough all acluator slgnal Unes and fitlings
lo assure that none are blocked. crimped. or otherwise plugged.
Relocation of
Cr uise Control
Actuator
Fuel Pressure
Regulator
Vehicles equipped with cruise control must have the co ntrol actu ato r moved. A
(:onvenient location [or t he actuator is the small cavity just in fronl of t he
clutch master cylindcr. A mount. bracket is provided that attaches lo tbe oulboard mast.er brake cylinder Illount. Keep t he actuato r cable as sLrrughLas pos
sible.
Altach lhe !"egulalor to lhe bracket.
InsLaJl the two fue1l ioe hose barbs. Use thread sealant. Do not u e Tcfien
tape. These fittings should only be tightened snug.
CAurlON -
Do not excessvely tighren the hose barbs. otherwise che cas[ing may
crack.
Remove Lhe originaJ cquipment fue l injecLion rcLllrn tine from the stec) re
Lurn Une on the frame ofthe caro Route this Hne to the side litting on the rcg\.!
lato r. This Hne then connccts lhe output oC tbe stock rcgulator to t he input of
lhe new regulator. Secure with proper hose clamps.
CAUTION -
lnstaJl a segment orihe new highprcssure Cuelline ("rom t.he center fitting
orLhe regulatol' Lo Lhe sLeellinc aL ihe frame. Secure with propcr hose clamps.
NOTE -
These two preceding steps have inserted the regulalor ioto the EFI relUrn line.
227
Locate and sever the vacuum signaJ l.ine to the stock fuel pressure reguJator.
Place n white plnstic or brnss tee in the signalline and route a vacuum hose
from the legofthe lee to the new regulator. Insert the small plastic restrictor
into this signalline.
Add the one-way check valve to tbe exit ofthe needle val ve. This check val ve
elimina tes vacuum leaks yet allows adjustment of the regulator by boost-signalleakage.
Assemble a brass tee from the items provided. Install trus fuel pressu re
check gauge tee into the fue l rai! inlet hose at the trame connection. This i5 lhe
lower fuelline on the right side ofthe engine.
CAUTION -
The fuel in/el line will be under pressure and fuel will spill. Spillage can
be reduced by using fue/Une cfamps.
Tape the fuel pressure check gauge to th e windshield such that itean be obscrved while driving the caro Route a picee of the high-pressure fuel line froln
the brass lee to the fuel pressure check gauge.
228
Boost GBuge
AU,ach the boost gauge and cup to the lower len windshield pillar. Use the
sheet metal screws provided.
Raute one wire to the red wire wit,h black sb-ipe at t.he dimmer switch. The
switch pulls out of the dash easiJy wit h a sCl'ewdl"iver. The pl llg rnay be disconnected to ease splicing.
NOTE -
Ir you prefer the gauge IIght lo vary brightness with the instrument
lights. wire it lo the rheostat according to the factory manual.
Rou re the otber gnuge wire to a convenient black wire 01' ground.
The pressure Hne to the gauge can easily be routed through the firewaJI by
making a small hole in the grommet located lo the len of lhe throttle cable. A
sharp bit turned slowly will make a hole in t he grommei. Route the gauge line
to the capped fitting located an of the throttle body, atop the plenum.
Ignition Retard
TnstalI the MSD ignition relard unit in accardance with MSD's illstructions,
Miscellaneous
Testing
TE STIN G
229
Fuel
pressw'c (psi)
35-39
47-53
60-70
95-100
O
2
Determine t hat no combustion !'oughn ess 01' engine knock occw'S when
opel'ating at maximum boost.
Boost pressure should be between 4 and 6 psi aL rull th roll.le al 2000 rpm.
Ir less than this, call the manufacturer fol' consultaban.
Maxirnum boost pl'essure should be 7 to 8 psi.
CAUTION -
230
Review Lhe instructions and instaJlation for any details overlooked, alld cor
rect as requ ired .
General Rules
of Operation
SUPPLl ERS
Advaneed Engineering
Burns Stainlel5s
DFI
310-327-9336
EFI syst.ems, Fuel injectors,
Fuel pcessure regu lators,
Fuel pumps, Pucl system tema,
Throttle bodies
714-6315120
Flanges, Gaskets, Mumers,
U-bend.
313-3801322
EFl systems, Fuel injectors,
F'uel pressure regulators,
FueI system items
Canton Rac:ing
Ak Mlllur
203 484-4900
Fuel system items
310-949-2858
Canoll Supercharging
'rurbochargers, VVastegates
Alamo Motorsports
201835 1705
Fuel pumps
210-637-0373
Cartech Rac:ing
2103088464
Fuel pressure regulators,
'll.1rbo kit makers
909-279-5712
F'langes, Gaskets, U-bends
Applied Technologies
864-972-3800
Fuel injectol's, ['\tel pressu l"c
regu lators, Fue! syslem tems,
lntercoolcrs, Muffiers
ARP Fasteners
805-2787223
F'ast,ene..rs
Auto Avionics
201-870954 J
Gallges, ln struments
(testing)
Auto Meter
8J 5-8958141
Gauges, Instruments
(testing)
Bell Engineering
2103496515
Fuel pressure regulaLors, r~ueJ
pumps, Fue! systcm t.ema,
Inlercoolcl's, Tu rbochargers,
Turbo kit makers, Wastegates
Borla
805-986-8600
Mumers
805295-1905
Fasteners, Turbo pistons
Coast Fuel Injedion
4082877600
J<"'u el i njectors, F'uel pressure
l'cgulators, Fuel system
items
Dinan Engineering
415-9629401
Turbo kit makers
Duttweiler Auto
8056593648
EFl systems, F'uel injecLOI"S,
Fuel pressure regulators,
lntercoolers
DynoLab
206-2438877
lnstnlments (testing)
Earl's Supply
310609-1602
Al"J fittings, Fuel system tems,
Hoscs, Oillines
Eleclromotive
800-999-0853
Turbo cruns
7033782444
EF'1 systems, Fuel injectors,
Fuel pressure regulaLors,
Knock sensors
Crane Cams
Eurasfan
904-2521151
'rurbo cams
800-444-32i 1
Fuel pumps, Fu I system teros
Competition Cams
Crower
faria Instruments
619422-1191
'furbo cams
203848-9271
Gauges. 1nstrumen.ts
(testing)
Cutler
305653-9098
EPI systems, Fuel injectors, Li'uel
pressure rCf,J"ulutors, Fuel system
items, I ntakc man ifolds, 'l'hrotLle
bodies
Datcon Instruments
7J75695713
Gauges,lnslrulncnts
(testing)
Fel..pro Gaskets
7086747700
GaskeLs
Flow Master
800544-4761
Mume rs
Gale Banks Engineering
818-9699605
Turbo kit makers
Genfe
800227-2242
MulTIel"s
232
SUPPLlERS
Goodridge
K&N Engineering
Oeschner Supply
310-533-1924
AN fittings, Ii'uel syslem ilcms,
I-Joses, Oillincs
909-684-9762
214- 631-0402
Air lters
HoSes
Omega Instruments
GReedy Performance
310-861-4765
203-359-1660
714-588-8300
Air filters, Boost. conlrollers,
lntercoolers, Surge valves,
Turbo pistons
Instrumcnts (testing)
Paxton Products
313-774-9500
805-987-5555
InstTUmenls (testing)
Hahn R:lceernfi
Intercoolers, '1'urbochargers
Land. Sea
603-329-5645
lnslruments (lesting)
Haltech EFt
Mallory
214-831-9800
702-882-6600
poly01n Coatings
713-694-3296
Horiba
908-905-3366
Turbo pistons
708851-5444
313-213-6555
lnstruments (lcsting)
Manley Englneering
Marren Motorsports
918-881-7601
Racing fu el
Coatings
Preclslon Turbo
708-418-5227
Fue] injectors
Higll Performance
Coatings
203-732-4565
eFI syslems, Fue! inje<:lors, Fuel
Raclng Beat
800456-4721
Coatngs
Muffiers
Mechtech Motorsports
RC Engineeng
HKS
619-432-0555
310-320-2277
310-328-8100
Air IiIlers, BooSL controlleni,
Mikuni
ReclUna/ Weber
818-885-1242
Carburetors, lnLake manifolds
310-604-0124
WasleguLes
Hose 01 North Texas
214-243-1393
AN fitLinl,'S, Hoscs, Oillines
Isspro
503-232-0134
Gauges, InslrumenLs
(testing)
J&M Supply
512-888-9388
Wcld els
JE Pistons
714-898-9763
Tu rbo pistons
Jet Hot Coatings
610-277-5646
Coatings
J&5 Eleetronles
714-534-6975
Knock sensors
Jlm Wolf Raelng
619-442-0680
Air filters, EPI systems, Fuel
Mitsubishi Turbos
708-238-8510
Turbochargers
Mosselman Turbos
714-779-8677
800-345-0076
Racing fuel
(Netherlands)
Spearco
011-311-831-1840
Turbo kit mnkcrs
818-901-7851
Motec
lntercoolers,
'lUrbo kit makers
714-895-7001
313-471-0990
MSO Ignitlons
915-857-5200
800-722-3427
Fuel injectors
Racing fuel
NO Turbosystems
Super Chips
408980- 1691
Turbo kit !-lokes
407-260-0838
Neely Industries
Swain Coatings
817-274-4300
716-889-2786
Lubricanls (molyl
Coulings
Octane Boost
Tenant Industries
214-289-0631
714-632-8430
Fue!
~lddilives
Instruments (testing)
Boost cont.rollers
Oil pumps
SUPPLlERS
ThermoTec
TWM Induction
419-962-4556
805-967-9478
COtings
Tillon Engineering
805-688-2353
Oi1 pumps
ToyoMoto
VP Rac)"g Fuels
305-378-9325
Turbo kit makcrs
812-238-2084
Racing fuel
Turbo City
714-639-4933
VDD
703-665-0100
Gauges, lnstruments
(testing)
Turbo Engineering
Vericom
303-271-3997
Turbochargers
619-933-4256
l.nstruments (testing)
Turbonetics
Vinson Supply
805-529-8995
Fla nges, Gaskcts, Hoses,
1'urbochargers, Wastegates
214-369-1224
Weld el.
410-766-5215
EFI systems, Turbo kit
makel"s
Turbo Power
916-677-2233
Tul'bochargers
Turbo Technology
206-475-8319
'1\lrbo kit makers
Turbo Tuf
201-773-4200
Muffiers
Warner Ishi
217-774-9571
'l'urbochargcrs
Westberg Manufacturing
707-938-2121
Gauges
Wiseco Manufacturing
216-95 1-6600
Turbo pistons
Worldwide Racing Fuels
800-648-2262
Racing fu e!
233
GLOSSARY
ABSQLUTE PRESSURE.
BYPASS
In ths book, the compressor is the air pump itself-the frout. half of
the turbo, through which int.akc nir passes. li is 8150 frequentJy rcferl'ed Lo as
Lhe "cold " side.
COMPRESSOR.
235
l36
GLOSSARY
under boost f too much boost. pressuTe is present wiLh low airf]ow through lhe
system,The chirping sound heard from t he tu rbo whcn lining off Lhe t hrotLle
while operating under boosL rcsults rrom this oscillaLing air volu me. 'ehi s noise
is suppressed by the bypass valve
CROSSOVER POINT. This is Lhe poi n t aL which manifold boost. pressu l'C equals t Ufbine olet. pressure.
DETON AnON. Detonation is spontaneous combustion of t.he airlfueJ mixtu r e ahead
orthe name f l'OOl. Wheo pressure und temperature excced that requj red for controlled combustioll, lhe mixtu re nutoign ites. 'rhe melc'11Jic pinging sound is Lhe
resu lting explosion's shock wave coll idin g with the cylinder waUs.
Note: Ping, knock, and detona tion Iire equivalent. tel'nls. Preigni tion is a ll altogether difTerent. beastie. Do not call one the other.
D'SPLAC EMENT YOLUME. Displaccment volullle m ay be defined in several w ay s: (1)
the swept volumc of the t..-ylinder; (2) the area ofthe bore times the length of Lhe
stroke; (3) total engina displac:ement. divided by the number of cylinder s.
D RAW-THROUGH. T his ndientes that the throttle is on the inlet side ofthe lurbocom
pressor. See BLOW-THROUGH.
END 0.1.5 . The end gas ia the last partofthe air/fuel mi.xture to burn. lts importa nce
to a tu rbocharged engi ne is paramoun t, beca use it lS t his end f,'3S in wh ich detonation usually oecu rs.
GA UGE PRESSURE. Gauge pressure is the scale lhat reads zero at atmospheric pres o
sure. AH references te boost pl'essure in this book wiU rcfer to gauge prcssure.
For exam plc, 5 psi boost wou ld be 5 psi aboye almospheric pressu re.
IN. HG. This phrase reads "inches of mercury" and is a mensure of pressur c on yet
a difTerent sca1e. In Lhis book, in. hgwiH refer to vacuu m in the intake mani fold,
and Ole scale wo rks downward loward atmosphel'ic pressure. For example, id le
speed vacuu m is usually about 18 in. hg, and as throttlc is applied, the vacuum
goes towaro Ogauge, which is atmospher ic pressure.
INTERCOOLER. An inten'OOler
.
is a heat exchanger placed belween thc tu rbo and C ll gine to remove heat from nir cxiti ng the tur bo when oper ati ng under boost. 111tercoolers are also caJled charge a ir coolers .
INTfRCOOLER EFFICIENCY (E.).. An intercooler's ellicicncy i.s measu red by how much
heat it removes relative lo the heal added by the complcssor.
' NERrIAL LOA D. ltlerlialloads are those created by weight and ucceleralio n. A heaver piston crealcs a grealer inertiaJ load. Likewise. nn increase in ..pm means
gre~te r acceleration and, thu s, a grcater iner tial lold.
LAG. Lag is the delay between a change in throUle and the production 01' noticeable
boost when engine rpm ls in n range in wh ich boost can be nchicved.
LEAN. Lean mcans not enough fuel lo achicve a the correet air/fuc l ratio rol' the ex
isting conditions.
NONSEQUENTlAL FUElI NJECTION . EFl that pulses indepcndcntly ofthe intake v~l lve
pos ilion is nonsequenlial.
OEM. Ol'iginal Equipment Manufacturer; the company thal built it in the (irst
place.
POWER. Slrict.ly speaki ng, power is the resulL or how fast a ce.rLHin all10unt of wOI'k
is done. [n the aulomotive context, power is lhe product oft.o rcue Al a ny specific
rpm ti mes that rpm.
POWER LOAD . 'fhis is the l OAd indueed into 011 engine components by pressure created by the burning gases.
GLOSSARY
237
PnE-DETO NATION .
P RE-IGNITION.
PRESSURE RATIO. Thc ratio of abso lute boost pressure lo atmospheric pl'cssure is
1'0 force more air into an engi ne than t.he angi ne can bl'cathe by itsalf s to s uperchurge ii. A superchargcl' is the davice thal does thia. [l t may be
driven by a belt, gears, 01' a tUl'bine. When driven by a turbi nc, il is caJled 3 lurbocha rger.
SUPERCHARGE.
THERMAL EFFICIENCY.
See COMPRESSOR
In lhis book, then na l load will Lake the ruLher narrow definilion of
heaL addt."'<i lO tlle system by tlle lurbochal'ger. This comes from heat produced
in lhe air thnl is compressed by t.he turbo and lhe mixture hcat. ncrease due lo
nwersion.
THRonlE RESPONSE. A changa in Lhe s peed 01' torque ofan engine brough l about. by
a change in th rottle position is called throltle response. Thl'oUlc response
s hou ld noL be confused with t.urbo response.
TORQUE. 'fhe nmount of twisLing force providcd by a t.urning shan is callcd torque.
Jl IS measured in foot-pounds, inch-pounds. 01' newton-rneters.
TURB I NE. 1'he tu rbine is the fan driven by lhe engine's ex hulI st gases. It is often
ca lled the " hot. " side of Lhe tUl'bochajger .
THERMAL LOAD.
TURBOCHARGER.
UNDER BOOST.
WASTEGATE,
The w3stegale
INDEX
A
Absolute pressurc, 26
Absolule temperatun:!. 51
Accclerntor pump delivery, 104
ACluators, 176
AcLuator signal, 147
Acuro NSX
construction sequence for, 206
emissiolls Lesting or, 210
fastencrs fOI", 207
fiL and finiah far, 206
fuel injection analysis for,
198-200
gaskets for, 207
instnllingturbosyst.emon, 191,
196-210
mterooolel' efficiency in,
209-210
mlercooling val ue for, 202
lowcr side of Jinished assclllbly.
208 rfig. 17-20 )
material selection for, 206
performance lesting for, 200
perfoTllll:UlOO vcrification
for, 210
pl-einstallaWon test data
fO/', 198
tcsting 01' syslem in, 207-208
turbinc seciion in, 209
Aerochargcr
com plexity or, l86 (fig. L6-7)
com pressor Aow maps, 201
lfig. 17-10, 17-11)
embossed slai nless gasket with,
207
Mobll OH SHC630 foc, 230
oilwick-Iubricated bearings,
183 rfig. 16-2)
VATN, lB4 (fig. 16-4)
AFR, Se!! Alr/fuelratio
Air/rur intercooler
adeqllte air flow LO,
64 (fJg. 527)
bends ~Uld sccLion chrulges in ,
62-63
cooling air estimate,
56Ifig.5-14)
oc,
round-edgcd extl'uded.-
Ajr duct
in hori,..onlally mounterl intercooler, 50 (Hg. 5-5)
INDE X
Air filler box
aftermnrket kit instaJl61.ion,
224-25
botLom cusc funct.ioll,
224 (fig. 18-19)
Air filters
defming and positioning of, 194
lack of, 177
large" 195 (lig. 17-6)
t.rouble with , 178
Airflow rate, 26
formu la for, 27 28, 200
4
Air sensors, 97
Ai r Lempcrature scn SOIj
Air vaJves, 87
Ambicnt heat and
detonaLion, 179
86
Ai r-to-wntcr intcrcooler
a ir/air core in , 67 (lig, 5-34)
charge-a ir heaL e xchangcr,
67-68
(:oolaot, 68-69
fro nt cooler, 69
fro nt-mounLed heat exchanger,
70 (fig. 5-37)
fro nt water coolers, 66
(ng.5-31 )
layout of, 67 (fig, 5-33)
in MasernLi biturbo, 66
(fig. 532) for N isso n V6 sand
ear, 72 (lig. 540)
1.1nd t'Ucing bOClts, 69
(ng. 5-36)
reservoirs, 69
variation on, 68 (fig, 5-35)
water pumps, 68
depicted, iv
Bellows
stainless sLcel, 139
239
goodjudgemerll Lo preuellt
personal illjury,
Before Ilsing this book or
begining any work on your
uehicle, lhoroughly read tite
Warnillg on lhe copyright page,
al/.d any Warnings and
Cautions Usted 01/. the illside
{ront coue,..
Blue pl'inting, 8
BMEP. See Brake mean effective
pressure
BMW 2002, 19 (fig. 2-5)
Bogb~ng,
178
Boost
excessive pressure, 176
low Or sluggish, 177-79
Soosl controls, 188. Sce also
Wastegnte
rooling t he wastegnte,
150-52
need for, 141
ovcrboost protoct ion, 153
Ifig. 12-21)
ovcrride sufety dcvicc,
t52-53
240
INDEX
147-48
wastegale inlegration,
14446
Boost gauge
placement of, 228
signalline for, 228
(fig. 18-25)
Cru'buretion
blow-t.hrough syslem, 102,
104-109, J 10
101 (fig. 8-2)
(fig. 8-5)
(fig. 14-5)
(fig. 8-6)
setup t.ypes, 101 -102
sure reguJator, 92
Boost-pressure-scnsitive switch,
19
Baost threshold (or point), 36
and drivcability, 9, 11-12
tlnd turbo s ize, 23, 36
Borla stainless stccJ Illufflers, 204
1wo-path, 205 (fig. 17-16)
94
Ceram ic
coo lines. 163
lighLer-weight, 187
(fig. 16-8)
long-term du"ability or, 187
(fig. 16-9)
Lurbines, 186
Bmning gas
and compressive loud
(I;g. 14)
10m
Coked-up bearings, 35 , 39
(fig. 4-1), 46
Burn nHe
of fue l, 114
WARNING-
(lig. 17-9)
Cold sLurting, 11
Cold starl val ves, 108
Combustion chambcr
<.'Ombination gauges 101', 115
(fig. 9-5)
ElecLromotive ibrlition system,
112 lfig. 9-2)
eJectronic ignition retord, 113
events in, 111-]6
and fuels, 114-15
!llld ignition systems, 116
and ign ition liming, 112
knock sensor for, 113
andspal'kplugs, 111- 12
volLage. l 11
Combust.ion raLe
arfuel,114
Compression ratio
a pproxima te boost-pl'essu'e
var iation, 156 ( fig. 13-2)
and boost-pressu rc allowables,
.155 (lig. 13-1)
ca1culating change in,
156-57
chauging, 157
defining, 157 (fig. 13-3)
and perforJnnnce factors, 155
for turbocharged
engi ne,64
Compressor
cfficiency, 28-29, 37
proLection while installing
t.ul'bo,221
sclccting sil.e or, 26-29
and sysLem performance, 24-25
I NDEX
for Acu ra NSX. 205
Cylinder block
Cylinde r hcad
prcpal'i ng 01',
l57~58
Compressor e fficicncy,
28-29,37
formula fo r, 201 -202
De tonation
and af'termarket t.u rbo
kits, 16
causes of, 178-79
and charge heal, 162
definition and destrucliveness
of,179
and fuels, 114, 115, 178
and high compression
ratio, 164
pis ton a nd hentinduced, 161
and prc-i b'11ilioll. 112
a nd Sc'ety devices, 154
and temperalure, 2, 179
lesLing nll.e rmnrkel tu rbo \cit,
229
Dial-a-boost, 151
OigiLul fu el injection, 98
Diode-readout mixture ind iclllor.
17 J (fi g. 14-8)
yolumetric, 13
EFl. See Elcdronic fue!
injection
ElecLromotive, 98
e ngine-mollllgementsystem,97
(fig. 1-20)
~;lecLronic
Drain hose
rou ting of, 44-45
size of, 44
175
D raw-th.l'o ugh thrott.lc designs. 99
Dmw-thl'ough turbo applica tion,
101,102, 103-104 , lJO
DriIJed-co res
for g lass-puck mllfflers, 137
(fig. lJ-16)
Driveabilit.y, 8- 1.2, 13
Cruise
air/ fu el ratio, 17 1
Orivet.rain. 13
E
"Economy
cam,~
Efficiency
and power, 2
241
End-gns tempel'atures, 6
Engine
assembly ba lancing, 163
at mospheric, 8, 9
camshafls, 163
ca rbureled . 75
cfm fOl' fou r-slrokc-cycle. 27
(fig.3-5)
Chevymmor Indy, 189
Wg. 1G-Jl )
Cosworth V-8 , 15 (fig. 6- 1)
<,'ylinder block preparntion, 158
cylindcr hc.tld prepar ation ,
157-58, 164
developmenls in turbochllrgcd,
189-90
fucl-injeclion equipped, 75
hend clamp-up impl'ovemenl.
160
hend gosket improvemcnt.
lfi8-60
inspeclllll) for lurbo-induced
rlnm8b>"{>. 173-74
242
INDEX
sySLe I11 a ir rra m aboye, 195
Engine, col/l'd
loada I'clllted lo componenLs. 2
cr.g. 1-2)
modern munagemcnt systcm
for, 85 (fig. 7-1)
preparing or, 155-64
six cylindc r nlinc, 127
(fig. 17-7)
therma l characteristics
or,119
( fig. 18-6)
160-61
LUrbo pisLOns. 161-63
wear and mainLenance, 13
wiLhstanding power output, 2-6
Exducer bote
and compressor power, 31
(6g. 3-10)
definition off 31 (lig. 3-9)
a nd turbine size, 31
Exhaust. gas temperature gauge.
211
ExhaU51. hou s ing
Ll'o uble wiLh , 176-77
(6g. 10-1)
adapLliLio n of productiol1 , 124
(6g. 10-1 2)
in aftcrmarket turbo
syst.c m, 217-18
aluminum , U9
anLi-rcversion cone, 120
(6g. 10-4 1
npplicntion of, 117
sLeel, 118
.tylos or. \19-23
WARN/NG -
Wg. l0-7)
Flexjoints
for four-wheel drive-vehicles,
140
'~loats
in blow-thl'ough carburetors,
J07
F
Fastcllm's
fo r Acura NSX, 207
fOI" exhaust manifold , 127
in exhau s!. system , 139
srcngt.he ning ribs betwecn ,
132 (fig. 11-3)
Ifig.17-31
F'langcs. 35
in cxhoust !:o-ystf'm, 139
w.so
INDEX
AustraJiull EPI, 98
(lig.7-21)
Fuellines, 87, 95
Fueloctane
and detonalion, 178
Fuel pressure
i ncrcllSing, 92
Fuel pressurc check gUlIge, 227
plncement of, 227
(lig. 18-24)
removal afier testi ng, 230
(lig, 18-27)
Fuel pressurc regulutor, 87, 95,
104
aft.ermarket kit installaLio n,
226-27
boost-prcssllre scnsitive, l05
(fig. 8-8)
rue l nnd signn,l lines. 227
(lig. 18-23)
risingratc, 226 (fig. 18-22)
signa.ls oriboination for, LOS
(lig.8 12)
Fuel pumps, 87
and blowthrollgh carbllrction,
105
Fuels
Hangers, 135
sim ple. 136 (lig. 111l)
Head b'3skets
wilb double Oring, 160
(fig. 13-7)
improvemenl in, 158-60
strength or, 164
vnrious wire ring5 for, L59
(fig. 13-4)
with O-ring, 159 (fig. 13-6)
w ilhout O-ring, 159
(fi g. 13-5)
Heat-induced warpage, 126
and hender, 126 (fig. 1015)
Heat h'11n sfer a rea
in inLercooler, 48-49
Higher-pressure fuel system, 2 17
(lig. 18-4)
HKS piggybuck l.'OmpuLer, 90
(fig. 7-5)
Hobbs, David, 179
Holley carbw'ctors, 109
Horiba air/fuel ratio meter, 171
(fig. 14-8),207
Hol plug, 111 (fig. 9-1), 112
HOl starting, 11
19n.ilioll timing
snd detonation. 178
G
Gaskets
fOI" Acuru NSX. 207
in blow-through carbureLors,
108
in cxhaust manirold. 12 -9. 130
in e.xhausL sysLem, 139
Glass-pack mumers
Lypes or cores for, 137
<Hg. 11-(5)
H
HalLech,98
Ignition reLard
aft.ermurket kit insLu llation,
228
over -acLive, 178
Injectors
additional, 92 (ftg. 710)
add-on fue l supply. 93
(fig.7-12)
calculating size of, g'l
cx;LrH, 92-94
Oowtesl rig, 94 (fig. 7- L4)
for nlinesil( Nissan
manifold, 93
243
swged scconduries. 93
(fig.7-13)
standard, 80 (fig. 612)
tcst.ing or, 9495
upstream,80 (fig. 613)
I ntake manifold
carbureted manifold, 82
Chevy Super Ram, 76
(fig. 6-3)
E,'I manifold, 77 (fig. 6-5)
fu el injection manifold,
7582
layout, 98
10g-style, 76 (fig. 6-2)
measuring pressure in, 168-69,
170
Mitsubishi V6 desjgn, 83
(Iig. 6-18)
plenum, 76 (fig. 6-2)
proper,83
sourcing signal from, 147, 148
sym.metrical vs. non -symmetri
col, 77 (fig. 6-4)
lntake plenum signal source, 148
Intake runners, 77
design or, 77 (lig, 6-6)
inLersection with plcnurn, 79
(fig.6-10)
lntegral wastegates, 37, 143, 144
(fig. 12-7), 146
(fig.12-11),
146 (fig. 12-12), 153
modificaLion for increa&ed
OOost, 151 (fig. 12-18)
vadnlion 0 11, 147 (fig. 12-13)
lntcrcoole l' and intcl'cooling, 5l
(fig. 5-6). See also Ajr/oir
intercooler; Air-LQ-wa.t.el'
intercooler
afi.el'mnrket kit installaLion,
221-23
air/air, 52 (fig. 5-8), 53, 72
airflowas instaJled, 222
(fig. 18-16)
air-to-waler, 6669, 72, 73
ambient temperature mensuremen~ 168 (fig. 14-3)
in blow-through carb
syslems, UO
OOost and inc:rease in, 72
(fog. 5-39)
calculaling efficiency 01; 52
(fig. 5-9)
cnlculating vaJue or. 5051
c.hoosing Lype oC. 53
configurntions fo1', 72-73
J efi nit.ion and merits or,
71-72
244
INDE X
Knock-sensor-cont.rolk>d ignit..ion
timing, 115
(fig. 5-4 )
l
Lag
and driveability, 9, 10-11
and lwo turbas, 34
for varying sized turbas, 11
(fig. 1-10),23
Lnptop computcrs
for ofiermarkct EFI, 98
(fig. 7-22)
Mazda Miata
instaJling aflermarket turbo
system, 213-30
Performance Techniqucs design, 20 (fig. 2-6)
Leakdown test
checkoUl, 174 (fig, J 5-2)
descri.bed, 174
Metal-braid-protected Unes, 43
Lockwashel's, 127
Louvel'ed-col'e
ror glass-pack mufflcrs,
137 (fig. 11 -15)
Lubrication, 39
and cokcd-up bcarings, 40
and fricti on reduction, 161
and low-mountcd turbos , 45
oil coolers, 42
oil druin system, 44
oil filters, 43
oi l flow and prcssurc, 41
oillines,43-44
oil selection, 40
oi l syste m aids, 45-46
tYPl'S of, 40
a nd water-coolcd beuring hausings, 40
dran, 109
Mileage
and Lurbocharger, 13
Mineral-bnsed oils. 42
Mis fires, 175, 178
Mitsubishi 3000 GT, 15
(tig.2-1)
Molysulfide, 112, 161
Molee oir/fuel ratio meter, 171
M,QLOrcrnn two-barrel c/U'bureLors, 109
Mounting nnnges. 150
Mumers, See cW;Q ExhausL sysLcms
Flow-maste r, 136 (tig. 11-13)
glasspack, 137 (fig,11 -15)
pnl'alle l glass-pac k, 137
(fig. 11 -14)
Internal volume
in intercool er, 49-50
Manifold vacuum/pressure
senso r, 87
sensol'slind.icalors, 114
Lambda systcms, 20
WARNlNG -
N
Nevcr-Seize, 112, 217. 2 l8, 221
Ni-Resis t,36
INDEX
NiSSt11l 300ZX TU I'bo, 23, 24
o
Dctane improvers, 115
Deta lle rati ng
of fue l, 115
OEM. Sec Origi nal EquipmenL
Manu factu re r
Oil
for aftermarkcL tu r bo ki Ls, 230
cha nges, 35, 39
coolers, 42-43
flow and p resslI re requirements,41
m ineraJ-based, 42
selecting, 40
s)'l1thetic, 42
Oi l l ters, 43
Oi l lines, 43
and b race al frrunc, 44
(lig. 4- 7)
Oi ] sp'ay
p
Peak prcssure, 4, 5
Performance
nnd cnginc pl'cpul'ltioll, l50
verif'cntion. 210
PLAN equation
flnd powe r gain, 7-8
tmd power output, 7
(fig. 17)
Plen u m,79
in blow-t h rough tu rbo applications, 109
inLersection with intake nmner, 79 (fig, 610)
with mu ltiple thrott le pistes,
76 (fig. 62)
fOl' Porscne Indy engine,
79 (fig. 6-11)
cnLcring l h rotLle boc!ies, .147
vent ports, 110 (fig. 8-15)
Q
Quality control
for aftcnnsl'ket lurbo kits. 17
R
Renl temperulul'c rise, 28
245
Runners
fol' fuel injection manifold, 7778
Pre-ignition, 112.
See olso OeLonation
Scuvenge pump. 45
SK citl'buretol's. 109
Stainless mechanicallocknuts,
127
Stl:\inless steel
bt"aid tines. 43-44
in [astcner bolts. 127
246
INDEX
Sluds
compression and tensile Stress,
161 (fig. 13-9)
heads held on by, 160
(fig. 138)
and lension, 160
Surge mil, 29
Swab~s
T
Tuchometcr circuit, 87
Tailpipes, 131
back pl'e8sure measurement
for, 170
Bod a. 140 (fig ..11-19)
ror front-wheel-drive, 140
hangers for, 135
and joinl,'cliability
problems, 140
rcstriction distribution, 170
(f,g.I>1-7 )
reslrictor for, 141 (fig. 12-2)
slzing of, 133
swaged joint. for, 135
fig.1I-9)
tips for, 139
trauble with, 176, 178
for wastegale, 138
(fi g. U-16), 146, 147, 153
Temperature. Su also lntercooler
and intcrcooling
obsolutc,51
air pressure, altiLude and, 28
(fig.3-1I
and boost, 14 l
compressor inJet., 166-68
and detonation, 2, 179
cnd-gas,6
and eogine improvements, 190
tn exhaust gas, 198
in e."(hnust manifold, 117, 122,
'l'brottle valving, 98
Through-bolt fastener, 127
1'hrough-bolts. 207
69
'l'0Iue ne, 11 5
Thermal controla
in aftcrmarket turbo ki ts,
17
'I'hermal efficiency
81ld intert:oolers, 60, 61
ThermaJ expansion
of exhaust syst.em, 134
(fig.11-7)
and join Lal. lronsmission, 135
(fig. 118)
tlnd pisLons, 162
and wastegute venL Lube, 138
lfig. ll-J7)
'fhcl'mulloads, 12, 13
Thermal managemenL, 6
ThroLlle bocUes, 80-81
on Chevy smull-block ma nifol d ,
81 (fig. 6-14)
connections lO, 196
mcasuring prcssure loss across,
169 (fig. 14-5)
ThroLtle position sensor, 87
(fig. 8- 13)
Torque,8
and boost, 14
curves, 8 (Hg, 1-8)
und friction , 160, 161
lfig. 1-9)
tu rbo size and low-speed, 23
'I'oyo'" G'I'p' 65 (fig. 5-301, l25
(flg. l o-14 ),
l30 (fig. 10-20)
Trnnsmission. 13
INDEX
posiLioning of, 219 (fig. 189)
pl'cpal'8Lion or, 218
(fig. 18-8)
Tu rbochargcd c l1brines
facLol'y manufaC:l;ured, 16
power 'rom, 12
pricing or, 21
'l'mbocharged vehicles
aftcrmarkel kit. purchases ror,
16-18
building own !:o-ystem ror, 18
buying OEM, 16
methods for acquiring, 15
Turbochargers
aftermarkct kit instalJution,
2 19-21
inst.a1lation preparation, 219
(fig, 18-10)
lnterconnecting tube installation, 223 (fig. 18-1 7)
oil reservoir filling, 220
(fig. 18-12)
o,il reservoir sealing, 220
(lig. 18-11)
Turbocha rger systems, iv.v
and accident.s, 173 (lig. 151)
Acura NSX installation , 196210
aftermnrket kit installalion ,
213-30
fm- BMW 535i, 197
(fig_ 17-8)
big-block Chevy twin, 191
lfig_ 17-1)
and boost product.ioll, 13
Callaway twin turbo COI-vette,
18 lfig. 2-4)
Capri V6 drawthrough , 192
(fig_ 17-2)
c8l'bw'elcd, 99
Chevy Camaro, 22 (fig. 22)
c1assic, 23 (fig. 31)
compl'essor efficiency verificatiOll, 208-209
compressor size in select.i ng,
26-29
dcfming actual, 196210
delining theoretital , 191196
desirable features in, 35-36
difficulty in insl.alling, 210
driveability Ijmitations of, 812,
13
emissions tesLing, 210
e ngine impl'ovements fOl', 18990
fuel illjection rmalysis, 198200
of ruture, 188 <Ftg. 16-10)
hardware 101', t88-89
247
u
u. S, Environmentnl Protection
Agency, 196
v
VacuunVboostb~uge,
165,209
(fig.17-21),211
Vacuum check valve. 228
Vacuum leaks, 175
Valve caver breather
hose routing to, 225
restrictor inside, 225
(fig. 18-21)
Valve gear', 163
Valve trains, 164
Vane position actuator
add.ing signallines to, 219
(fig. 18-10)
Variable urca turbine nozzle, 184,
185, 189
details of, 185 (fig, 16-5)
I'cspollse time or, 185
(lig. 16-6)
SUCCC$S of, 186
turbo for, 197
Varicom VC200 accele rat.ion
puter, 200, 210
COI11 -
w
WaJl thickness
in exhaust manilhlds, 122
248
IND EX
valves, 176
venting or, 145 lfig. J 2-9)
vent t ube, 138 (Iig. J 1-17)
Warrall tics
ror af'termarkeL tu r bo kit.s, 17,
21-22
Wastcgale, 142 43
Wllslegste acLuator
(fig. 12-4)
cracking pl'essure or, 149
des ign cons iderations for, 149
eJectro ni c/pneumatic conlrols
for, 152
failures in , 176
z
Zero-resistance inlercoolers, 72
Engineering
BMW
Vo lkswagen
Driv ing
T hc Unfair Ad va ntagc Ma rk DVll ml w .'
ISBN (H076-Q073-1(hc:); 0-8376-0069-3(pb)
Going Faslc r! Masteri ng Ihe Art 01 Race
D riv iug TJI! Skip Barlll~r Rnriug $chool
ISBN 0-8376-0227-0
A Fre n.:h Kiss Wilh Death : Stc"'e
M cQ u('en and Ihe Maki ng 01 Lr MIIIIS
M idlllel Kt yser SBN 0-8376-0234-3
n lC Spccd Mercha nts: A }ou m ey llm.Hlgh
lhe World 01 M otor R"cing 1969--1972
Miclutr.! Kt'YS/!r ISBN 0-8376-0232-7
S pu rts Car and Compctition D ri vins
(Ja/l/ F'rcrl' \\"ith fore w(.rd by PI,;I HUI
ISBN 0-8376-0202-5
The Tedll1iq ue o f Molor Rao::ing
11j'r41 Trl ruffi IS6 IJ.S376-022S-Y
Chevrolet
Zora A rkus-D un tov: T he legend 8c hi nd
orvelle Jerry BurlO,. ISBN 0-$376-()858..9
Corvell c rroll1 the Insi d e: Thc SO-Year
Develo p m cn t HislOry lJl/IJI;' Md ..d lmr
ISBN 0-8376-0859-7
Corvclle by Ihe N u mbers: T he Essential
Corvettc Parts Reference 1955-1982:
Allllr CoIvill ISS 0-8376-0288-2
Olevrolcl by Ihe N u mbers 1965-t969:
Thc Esse ntia l C hev rolct prts Referente
Alm/ COI:II ISIJN 08376-09569
Fo rd
Audi
Aud i A4 Repair Mallllal: 1996-2001, 1.HL
lurbo, 2.8l, incl ud ing AvO!nt <lnd quallro
Bflllfey f'I//)li$IU!~ ISBN 08376-037 1-4
Audi M 1996-200"1, 5 '12000-2001 OUidal
Faclory Re pOlir Manual 011 CD-ROM
&"''''.11 Pllbli~J/e~ ISBN 0..8376-08'33-3
Audi /1..6 S ...:dan I998-2002, Ava nl
1999-2002, alln)"d 1l\lUro 2001-2002, S6
Avanl 2002 O Hicjal Filclory Re pnir
M"nu al o n CD -RO M Bmlky "uNi~/m;
ISBN fI-a376.oS36-6
Ma:;es LI/dd
Porsche
I'orsche Carrera 96<1 and 965, 1989- 1994
Tech nician's I-Jandbook: Wilhoul
CUl'.sswork TN RClltlcy PIIMisllrrs
ISBN o-83i60292-0
Po rsc.he 9'11 C.arrera Serv ice Ma nual:
1984-1989 B"llllcy I'/Ilisllt'r~
ISBN 0-8376-029 12
ro rsche 911 SC Coupe, T.lrg." alld
Cabrio lel Se rvice Mi,"uOl!: 1978-1983
8m/II"III)II'i~Ja<; [SBI'\ 0-8..171'-o-1I2W...j1
[e] e';ntleYPUbliShe!!
AUTOMOT1VE BOOKS ANO MANU}\LS
ART CREDITS
oC Acrody nc: F ig. 16-4. 16-6, 167, 17- 10, 17-11
oCCallaway Enginecring: 2-4. 10-2
of Co rtech : Fig. 5-9, 6-7, 7-8, 7- ll. lO-5, 10-17
of Fcl-Pro: Fig. 13-4
oC Fred Does: 1"ig. 5-30,10- 14
oC Garrell: Fig. 16-5, 168, 16-9. 1312, Troublcshoot.ing Chmt Qn p. 180
of HKS USA, Ine.: Fig. 2-3, 5-15, 75, 12- 14
oCImport Engines, N. Hollywood, CA: Fig. 72
of ITAe Aulomotivc Systems: Fig. 7-21
Arlcourtesy JefT Harlman : Fig. 5-41, lO-l O. 10-1 1, 17- 12, 17- 13, 17-14,17-15,
1716,17 17, 17 J8, 17 J9, 1720, 172 1
A.'t cou r tesy oCKorman Autowork s: Fig. 8-7, 17-8
Art. courtesy o f Mcchtech Motorsporls: '~ig. 5-3. 5-40, 8- 11, 11- 1
Arl courtesy ofMitsubishi : F'ig. 3-1
Art courtesy of Porsche: f"ig. 1-1
Art courtcsy ofTu rbo Magazine: Int.roduction phot.oslpp. v-v), Fig. 2- t , 2-2, 2-6 , 2-7.
2-S, 4-6, 5-2, 5-6, 5-21, 5-27,5-28.5-29, 5-32.5-38,5-39,6-3,6-5,6-6,6-9, 6-11, 6- 14, 616,6-17,6-18,7- 12,7-20,7-22,8-4, 9-2, 9-3,9-5, 10- 1, 10-G, 10-7, 10-8, 10- 12, 10-20,
11-2, U -G, 11 -12, 11-t 3, 11-19, 12-5, 12-20 , t 3-8, 13- 10, 14-8, 14-8, 15-3, 15-4, 16-1.1611 ,171 , 172, 173,174.176,177
AI't. Cf)u l-t.esy orTu rbo Technology: Fig_5-5
Art. court.esy Or1\lrbonctics: Fig. 3-7, 3-8, 3- 15, 7-23. 102, 10- t8, 12-6, )2- 13, J 2- 17
Arl courLCSy
Art oou rLesy
Art. courtesy
Arl <:ourlcsy
Art courtesy
Art courtesy
Arl cou rtcsy
Arl courtesy
Art courtesy
or
Mnrried for t.wenly-scven yenl's, wilh t.wo daughlel's. he lives wit.h his ramily in t.he
grt'8l Texas hill counlz'Y nort.h or San Ant.onio.
250
Maximum
---
8005t
lurbocharg er Systems
by Corky BeU
M. 11l1Um Boo!>t is du.' delll1lcive book on cucbocharglng. This hands-on book comallls
[he most demiled informnLion availabk on Lll1dt:r~tandin g dt:sig l\ing. setr ing up , ct:sring
and mooifying your car wirh a wrbocharger sys({"m. Wirh Qver 2S year~ of ex.penence in
des igning, building . and insmlling turbo SyS H~ m s, aurhor Corky Bell covers every aspecr
o( lurbocharg ing. You \ViII Ic:arn everyrhing from du: hasic [heory lx-hind {Urbocha rgi ng
tO rhe nuts-and-bolrs o( plltcing a rurbo sysrem rogerher. Corky shows how ro select <lnd
instaJl rhe figh[ turbo, prep rhe engine, test the systems, <lnd integrare a rurbo wirh an
eleccronic fue! injection system or carhurclOf. Corky evcn provides you detailed troubleshoor ing informarion for both OEM and afrermarker turbocharger syStems.
You'll find vaJuabJe informarion on tb(: foHowing:
-Jow ro design rhe besr turbo sysl(~ m for yOllr
eng ine- incl ud ing sizing and seJect ing [he rurbo,
inccrcooling, engine preparar ion, fuel system rweaks.
and incakt: and cxhausf des.ign .
eoveraSe of America n, Asian , ancl European ('ns ines,
from rhe Buick Granel Nacio nal tO rhe H onda CRX
and rhe Po rsche Turbo.
Ev:. luaring and insta lling aftcrma rkel turbo k ifS.
Maximizing rhe performance of your Current
rurbo system.
Step-by-slCp design and instal lation of a turbo system.
Whcther you want bcncr passi ng performance, or an
aH -out horscpower assauJt , Maximum Boost wilJ
give yOll aIJ rhe knawlee!ge you need ro gu rhe rl10sr
am of yOll r engine ane! rs rurbocharger sysrtm.
Chapters
1. An Engi neering l ook at the Basics
2. Acquiring a Turbocharged Vehicle
J. Selecting the Turbocha rg er
4. Turbocharger Lubrication
s. Intercooling
6. Intake Manifold
7. Electronic fu el Injection
8. Carburetion
9. Events in the Chamber
10. Exhau5t Manifold Design
ISBN 0-83760160-6
$34.95
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