Garrett Turbo

Dave Page asked:


Installing a turbo kit in your car will indeed add to its value but what good does it get if after a week of installing the kit, it breaks down? Turbochargers are there for the main reason that you want a faster and more efficient car. These turbo kits are costly and you do not want them to be breaking down on you, not because of factory defect, but because of personal neglect by the car’s owner, also known as you.

There are ways and tips to follow in order to keep your turbo car in tip top shape. A healthy turbo has enough oil for lubrication and cooling. When thinking of a turbo car, oil is probably the most important factor that can affect the way your turbo operates. Regarding oil issues, you have to take note to use only synthetic oil for your engine. The reason for this is because these oils are undeniably better at withstanding thermal breakdown. Of course this is important as you already know that turbo engines have the tendency to operate at very high heat. Oil change for turbo cars must be done every 2500-3000 miles as oil breaks down and get dirty fast. Another important thing to do is to check the oil level often since the engine is exposed to a lot of strenuous conditions, pressure and excess heat. Also, you have to remember to let the oil cool down before turning off your car. You can do this by letting the car stay idle for a period of time. This is done to avoid damage to the turbo bearings and oil lines. Still in connection to the importance of oil, make sure that the turbo bearings are well lubricated before starting the engine especially after an oil change.

The tips mentioned above are the most common advice that are to be followed when maintaining a turbo car, but there are a lot of supplementary advice that can also be used to maximize the performance and lengthen the life of your turbo car. First, is to make sure that the wastegate signaling hose is not hardened or cracked. Another tip is to make sure that the throttle position sensor (TPS) is working properly. Cleaning the throttle body is also a way of maintaining your turbo car. It is advisable to clean the throttle body every 30,000 miles. To help maintain your turbo car, make sure that the tires do not go bald because it will have a deteriorating effect on the suspension. Especially that you have a high powered turbo car, you do not want to go through potholes and fall hard because of poor tires and suspensions. Changing the air filter every 10,000 miles will contribute to your car’s maximum performance. The timing belt also has to be replaced every 40,000 miles for optimum turbo performance. More importantly is to make sure that your turbo system and your car stays cool and one way to do this is putting a switch in line with the air conditioning fan for you to use in bad traffic or in long drives.

There are a lot to consider when maintaining a turbo car, which is just right since a turbo car needs special attention as it is not like any ordinary car. A turbo car is engineered to excellence that is why maintenance is very important to preserve its performance.

Dirk Gibson asked:


As a Mini Cooper owner, I can confirm that everything you’ve heard about how fun it is to drive is absolutely true. The car handles like it is on rails, but also has a surprising amount of spunk given its size. This is due to the maxed out engine.

The Mini comes in various models ranging from the basic hard top known as the Mini Cooper to a convertible and a Clubman which tries to be a car for four people. Each comes with a sport version that has a more powerful engine. There is also a JCW Mini. The JCW stands for John Cooper Works. Cooper was a Formula One and rally car builder associated with the company in the 1960s.

Regardless of the model of Mini you have, it has an inline 4 cylinder 1.6 liter engine. Many people assume this engine is a BMW model since Beemer owns the Mini brand. The engine carries the BMW name, but it was a Toyota model in the early years of this decade and now is based on a Peugeot in the 2008 and forward models. The reason for this appears to be the simply fact BMW didn’t have much experience building tiny engines that punched out big power. Toyota and particularly Peugeot did.

The engine in the Mini Cooper is normally aspirated in the base models. The “S” versions come with a turbocharger. The models of the first half of the decade had a supercharger instead of a turbocharger. Regardless, this is a little engine that can. Although it is small, the forced air system pushes the horsepower on the “S” versions into the middle 170s with the JCW versions popping up over 200. For such a small, light car, that is a lot of power.

The title of this article references the “purring” engine. Any Mini owner knows full well this is a joke. Although the engine has a lot of punch, it sounds like it has been in a brawl with a bit Mercedes engine. The thing literally sounds like one of those old diesel Mercedes your grandmother drove. It clicks. It knocks. It basically makes an unholy racket when it is idling. I actually went back to the dealer and listened to other cars on the lot that prospective buyers were starting up to make sure my car didn’t have a problem. All of them make the racket and it is normal.

The Mini Cooper is not the fastest car on the road. A MazdaSpeed 3 will blow it away. The Mini is, however, plenty fast enough thanks to a little engine that sounds like diesel, but performs like puma.

Vikram kuamr asked:


If you like your car, then it is very important to give it such quality of maintenance that it well deserves. The term maintenance not only includes giving of the proper servicing to your car rather it also includes changing its various parts as and when required.

For the best performance of your car, it is very important to provide the best performance parts that too from branded companies only. This factor is very important to consider because the use of poor quality parts can not only harm the performance of your vehicle that they can decrease the life span of your vehicle as well. Thus it is very important to go only for best performance parts of various branded companies only.

If you are looking for one such company that can fulfill all your needs of high performance parts ranging small quality turbo kit to various other important accessories, then vividracing is the company you can fully trust upon.

Vividracing is known for providing best quality performance parts from various branded companies only. It is the specialty of the company to supply only the branded products either it is the case of a turbo kit or the case of Big break Kits.

Vividracing contains a huge range of variety of bolt on turbo as well as turbo kit for many types of vehicles. This one of a kind company carries turbo kit from various branded companies like Agency Power, HKS, Greddy, Perrin, Forced Performance and Power Enterprise etc. Thus if you are looking for high performance parts for your vehicle or accessories like branded turbo kit or Big Brake Kit for your vehicle then it is surely the wise decision to go for vividracing.

However if you are still not sure if you should go with vividracing or not and you want to know more about the features of this company then it is advisable to go with some of the important features of this company. Some of the main features of vividracing are as under:

1. Branded products: The most important feature of vividracing is that it is the company that only deals with the branded products. Unlike other companies where you can find all sorts of poor quality products, such thing is not at all possible at vividracing. You can also find the high performance parts of branded companies at vividracing which is not possible at all companies.

2. Reasonable prices: Price is no doubt the most important factor that determines if you should go for a particular product or not. In case of vividracing, it is sure to get branded products and that too at reasonable prices. If you want to check the prices that this company is offering, then it is the guarantee of the company that you would find the prices of its products most reasonable as compared to other companies available in the market.

3. Best customer support: Another important feature of this company is that it offers best customer support. Unlike other companies where the preference is given to the customer until he/she has not purchased the goods, that practice is not at all possible at vividracing. This company is known for providing best pre as well as post customer service to its customers.

The above mentioned are just few important features of vividracing that are enough to compel one to buy best products from this company.



WW Santiago

Haitham Alhumsi asked:


There comes a point in your power buildup where you may consider adding nitrous oxide injection to your supercharged car. This point typically coincides with reaching a level of performance that means increased investment and diminishing returns from your supercharger. For example, my car comes from the factory with a 5th generation Eaton MP45 supercharger. This supercharger is limited to about 230hp worth of flow rating and so no matter what I do with bolt-on upgrades on my engine, my peak horsepower will not exceed 230hp limit because that is the point at which the supercharger becomes the bottle neck in my system.

As we’ve talked about in previous articles there is still the option of porting the factory supercharger for a 10 to 15% gain in capacity (which in this case would be another 23 to 35 horsepower). There is also the option of retrofitting a larger supercharger such as the Eaton M62 to gain potential up to over 300hp depending on the final choice of a supercharger.

This modification path (porting or replacing the factory supercharger) can prove to be complex and costly, especially if the supercharger is integrated into the intake manifold (and possibly an air to water intercooler) as the case is with many factory supercharged cars.

A possible viable solution for this situation is to use nitrous oxide injection to supplement the power delivery when racing, and being satisfied with a reliable lower powered car when the nitrous is off and we’re not racing.

The reason why nitrous oxide (N2O) becomes a great power adder is twofold:

1- Nitrous is cheap as far as horsepower per dollar goes, and especially in the situations where we’re already supercharged and so will only be using it on the rare occasions when we do hit the track.

2- Nitrous oxide is a great ‘chiller’ as it comes out of the bottle at a temperature of negative 127*F and is capable of cooling the overall supercharged air charge mixture by over 100*F as reported by enthusiasts, this is an additional temperature reduction over the effects of whatever intercooler you have fitted. This in-fact makes nitrous a great proposition for cars that have already maxed out their superchargers, where the supercharger is running at peak rpms and producing very high outlet temperatures. The nitrous oxide injection can effectively boost the thermal efficiency of the supercharger when it is most stressed out and give us a nice, cool, and dense mixture.

3- Nitrous oxide fuel delivery is fairly straight forward to setup and to tune, especially on newer model cars with return-les fuel systems, or difficult to ***** computers that make it difficult to upgrade (and properly tune) a much larger supercharger setup. Nitrous oxide fuel delivery can be set-up totally independently from the OEM ECU and fuel system and thus makes nitrous a possible application for German cars with stubborn computers.

4- This is a racer technique… most cars seem to perform better during the winter months because the air is cooler, horsepower is elevated, and the tracks although cold, can be prepared for traction and will heat up enough during the night to allow for traction and to give people the ability to exploit the cold dense air to post their best times of the year. As the weather gets warmer, traction increases because the asphalt is warm and sticky, but horsepower is reduced due to warmer, less dense air. Typically racers find that their cars vary in their quarter mile performance by as much as a half a second between their summer tune and their winter tune, especially if you’re using a supercharger or turbocharger that compresses (and further heats) the incoming air.

The solution to on-track consistency, racers have found, is to combine the use of nitrous oxide (which is summer friendly) with forced induction (superchargers and turbochargers) which are winter friendly. In the summer time, the outside temperature is high, and so the nitrous bottle pressure is maintained at a high level above 1100 psi. This allows for a generous nitrous flow rate under the sustained pressure (even without a bottle heater) which gives great summer performance for nitrous assisted cars. While in the winter, the outside temperatures drop significantly, the nitrous in the bottle contracts and the bottle pressure drops, subsequently, the nitrous flow rate drops and nitrous assisted cars show worse performance in the winter times.

The complete opposite is true for supercharged cars that produce great horsepower in the winter from compressing cool dense air, and poor horsepower in the summer heat. When you combine these two power adders you get pretty flat and consistent horsepower production year round because the supercharger shines when the nitrous is weak, and the nitrous shines when the supercharger is weak, and thus together, they give consistent power deliver year round.

Pre-cautions:

Now we have to consider that nitrous oxide is an oxidizer and thus not only does it increase the amount of air and fuel combusting in the cylinder, but it also produces a faster moving flame front due to the oxidizer properties of the nitrous oxide. This means that additional timing retard, great octane fuel, and possibly colder spark plugs will be required to run spray on a supercharged car. Furthermore, because of its cooling effect, a 100hp shot on a supercharged Camaro can very easily put down OVER 120 rear wheel horsepower of additional power. This means that the ‘out of the box’ jetting of a nitrous kit may not be adequate on a supercharged car and you’d have to make sure to monitor and possibly increase the fuel jetting to match the final horsepower figure of your car). Last but not least, if you’re running a 500hp supercharged car with an additional 120hp of nitrous oxide injection, then you must make sure that your fuel delivery (fuel pump and fuel lines) are able to flow the total amount of fuel required to deliver 620hp.

Applications scenarios:

1- You have a car like mine, a 2005 C230 kompressor that comes with a 230hp limited Eaton MP45. ECU on the car is a Siemens ECU that very few people know how to tune, and the fuel system uses a return-less setup with an in-tank fuel pressure regulator. With this kind of setup all forms of dry nitrous injection are out of the question because we can neither compensate for fuel through flashing the factory ECU, nor can we elevate fuel pressure during the nitrous injection because the fuel pressure regulator is in-accessible….

Recommended kit:

A wet nitrous injection kit that injects both fuel and nitrous oxide from the injection nozzle.

Injection location:

After the supercharger, after the intercooler, and into the intake manifold of the car.

Maximum recommended injection:

25% of the original total power figure which corresponds to around a 50 hp shot of nitrous on our example.

Expected final horsepower:

60 to 65 wheel horsepower and possible about 130 ft-lbs of additional torque!

2- You have a car that has an accessible fuel pressure regulator, or an ECU that can be re-flashed for nitrous oxide or a ‘dual tune’ setup. In this case it is recommended to use a dry nitrous kit for two reasons:

First: Dry kits are safer on supercharged cars (as long as the fuel delivery through the injectors or raised fuel pressure is adequate) because they hold a reduced chance of intake backfires because the intake manifold is dry of fuel.

Second: Dry nitrous injection contains no fuel, and so we don’t need to worry about fuel falling out of suspension from the injected air. This means that we no longer have to spray the nitrous right before the intake manifold and we now have the option to move the point of injection much farther back. Spraying nitrous BEFORE the intercooler, right after the supercharger gives the nitrous stream more time and more contact with the compressed air coming out of the supercharger which results in more cooling and further increased horsepower.

Recommended kit:

A dry nitrous injection kit that injects only nitrous oxide from the injection nozzle.

Injection location:

After the supercharger, before or after the intercooler and not necessarily right at the intake manifold of the car.

Maximum recommended injection:

25% of the original total power figure which corresponds to around a 50 hp shot of nitrous.

Expected final horsepower:

70-75 wheel horsepower and possible about 130 ft-lbs of additional torque!

3- You have a car that has an accessible fuel pressure regulator, or an ECU that can flashed for nitrous oxide or a ‘dual tune’ setup. You also want to make as much horsepower as possible from your nitrous…

In this case it is recommended to use a dry nitrous kit injecting before the supercharger. As we mentioned in our articles on twin charging (combining turbochargers with superchargers for added performance), when two ‘chargers’ are chained in series where one charger feeds the next, then the two pressure ratios of the charger combine because the second charger compresses air that is already compressed by the first. For example two turbochargers set for a 1.5 pressure ratio (or 7 psi of boost), running in sequential mode will result in a final pressure ratio of 2.25 bar (or 18psi of boost) which is more than the ‘expected’ 14psi that is the sum of the two boost levels.

Similarly, injecting nitrous oxide before the supercharger, delivers already compressed air. This is true weather we are talking about nitrous being compressed because it has twice the oxygen concentration as normal air or we’re talking about the nitrous cooling and compressing the incoming air. The final amount of compression observed by the supercharger inlet will vary depending on the ratio of incoming air to the size of the nitrous shot, and can result in an increase in boost of between 0.5 to 2.5 psi!

This boost increase is in addition to the power increase of the nitrous oxide injection and so it can be an additional 5 to 25 hp.

Recommended kit:

A dry nitrous injection kit that injects only nitrous oxide from the injection nozzle.

Injection location:

Before the supercharger inlet.

Maximum recommended injection:

25% of the original total power figure which corresponds to around a 50 hp shot of nitrous.

Expected final horsepower:

75-100 wheel horsepower and possible about 160 ft-lbs of additional torque!

Things to avoid:

1- No matter where you setup the nitrous injection, make sure not to spray nitrous into your MAS air flow sensor or your intake air temperature sensor. These temperature dependant sensors, tell the ECU to advance the timing in colder conditions. As we mentioned earlier, nitrous is an oxidizer that increases the speed of travel of the combustion event and thus requires maintained (if not retarded) ignition timing compared to a supercharged only setup. Avoid spraying on these temperature sensitive sensors to prevent accidental timing advance from occurring.

2- Avoid spraying a wet kit (fuel) before your supercharger, as the wet fuel mist will damage the supercharger rotors and strip their coatings.

3- Make sure you check your air fuel ratio on the nitrous and don’t stick to the ‘out of the box’ air to fuel settings with the kit. For example an extra 2.5 psi in your intake may or may not be compensated by your stock ECU and so depending on how well the ECU reacts you will have to adjust the fuel jetting on the nitrous kit.



Wade

Carazoo.com asked:


Diesel engines are the favourite of Indian car manufacturers on cars ranging from small cars to ultra luxury cars. Off late diesel engine has shed the ‘dirty’ term attracted. It is now one of the cleanest fuel technologies which offer great care to engines while delivering high fuel efficiency.

Thanks to some pioneering work by German car manufacturer like Mercedes-Benz and Volkswagen  in bring in cleaner diesel technologies. But diesel, the cheaper sibling of petrol, has been available since the early 19th century. Diesel as a fuel was invested by Rudolf Diesel in 1893.

For the first time he demonstrated that diesel engines uses internal combustion through compression. Ignition is developed under high pressure and high temperature environment. It was widely used in larger vehicles like the trucks, and trains for a long time. Comparatively, the petrol engine creates fuel combustion by igniting the fuel through sparks.

In the past decade diesel engines have undergone a dramatic change. Numerous technological advancements have helped improve its performance, quietness, acceleration and emission.  Other modern equipments like turbochargers, electronic fuel injection, multi-point fuel injection and other technological advancements.

Some of the different types of diesel engines are

Common Rail Direct Injection

The Common Rail Direct injection or CRDI is a modern invention of the direct injection system in engine. It is mostly used in Diesel engines though it can be used for petrol engines too. CRDI improves performance, increases mileage and helps keep the engine intact. This performance oriented diesel engine type is found in Hyundai Accent, Mahindra vehicles as CRDe, BMWs and Ford Motors.

Though this was initially developed by inventor Robert Huber of Switzerland it was made applicable for wide use in automobiles by Fiat Group which ultimately sold it to German company Robert Bosch. Common rails were first utilized by Denso In 1997 it was used in passenger cars and since then has been wide used in engines developed by Bosch. The advantages of CRDI made its very popular among urban car buyers in early part of this decade.

Multijet Fuel Injection

This types of diesel engine system was also developed by Fiat. It improved performance of CRDI engines vastly. It is widely used in Indian car such as Maruti Suzuki Swift Diesel, Swift Dzire, Fiat Palio and others. Engines use injectors to receive inputs of fuel to the combustion chamber. Injectors are precise spring-loaded valves that open and close at a specific fuel pressure to produce energy. Rather than a central point of injection of fuel, multiple points are synchronized are release predetermined amount of  fuel to the combustion chamber.

Di Turbocharged

The mirrors image of Multijet is the direct injection turbocharged engine. Since Direct Injection(DI) emitted high amounts of emission, a turbocharger was fitted to it. The turbo charged engine helped increased performance and reduced emission drastically. The direct injection works on low compression rate which was considered a drawback by many. The DI turbocharged engines are used in Skoda Octavia.

Naturally Aspirated

It is an indirect injection engine without a turbocharger. Cars using these engines draw air through air filters and pass it through a meter. This meter monitors and regulates the passage of air to the engine combustion chamber. Naturally aspirated engines produce less power. However, they are popular because they are cheaper than turbocharged engines.



Agustin

Leaftech asked:


Automobile racing is one of the most popular sports in the world, and certainly has its place among the most watched sports in North America. Every year, thousands of people watch what is happening on the NASCAR and CART circuits and every year thousands of people seek to emulate the pros.

The history of professional and amateur auto racing probably goes back to the days when the automobile was first invented and the first competitive spirit jumped into his driver’s seat, while his friend jumped into their car. Since that time, the sport has been refined and marketed to become the past time that it is today, and that has meant a lot of change along the way.

The turbocharger

One of the big changes that revolutionized auto racing was the introduction of the turbo charger. The charger itself was actually invented in the very first years of the 20th century, and began showing up in practical applications (specifically ships and locomotives) around the 1920s.

Turbochargers increase the amount of air drawn into the piston of an engine at each stroke, thereby increasing the power boost that the engine supplies to the vehicle in motion (more air equals more fuel). Turbochargers use the rotation of the crankshaft as their power source, using the heat produced to power in the extra air. They are said to be more efficient than superchargers, which draw power from the engine itself.

The turbocharger and auto racing

The first use of a turbocharger in auto racing was in the late 1970s, when auto producer Renault of France introduced the turbo charged engine into their Formula One vehicles. This was a relatively late development given the long history of the turbo charger, but up until this point racecar developers believed the technology was not fuel efficient or reliable enough to power a successful racecar.

Renault proved critics wrong, however, by using a turbocharger that provided a significant boost to the speed of the car with the use of a fairly small engine. By the early 1980s, all Formula One cars were equipped with turbo chargers.

Turbo charging and the driver

Aside from increasing the speed a racecar could hit in a short amount of time, the skill needed to use a turbo charger in an engine also meant a new breed of drivers were needed. This development was not just limited to professional circuits like Formula One; amateurs all over the world found that successfully racing a turbo driven car meant an increase in timing ability, reflexes, and even strength.

The introduction of the turbo charger changed auto racing forever. Today, there are several styles of auto racing that do not allow turbo chargers, but even so, the very fact that there has to be litigation against these innovations is an indication of their far reaching impact and application!



Tim Brewer

Benard Worseley asked:


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The Peugeot 106 was competing with the Ford Fiesta and Volkswagen Polo with the 306 and 309 models taking the mid and top end sales from the discontinuation of the 205. Because of this, many Peugeot enthusiasts believe the 206 should have been named the 207. The 206, although created early was not released until 1998.

The 206 used to be the best selling Peugeot of all time but the end of model came and a new better model was produced. A little history about 206 was that it was initially crafted and produced in France and England but production switched to Slovakia.

The engines of Peugeot cars were offered both in a gasoline and diesel model. The Gasoline engines were similar to other vehicles that four cylinder units, gaining the outstanding reputation of Peugeot. Peugeot, as a reputable and honest company, values a fair trade off between performance and excellent fuel economy.

The diesel engines in Peugeot have a remarkable reputation and were largely available in turbo charged models. The original engine displacement for the diesel engines came in a 1.8 liter, but was soon upgraded to a 1.9 liter. The turbocharged Peugeot diesel became an excellent fitting engine to match the 306 as the performance matched similarly sized gasoline cars. The remaining extra weight was overcome by the turbocharged performance.

If you have any questions about the 206 Peugeot ,Peter Warren Peugeot, a famous car dealer in Australia, will be more than willing to assist you. Peter Warren Peugeot provides quality new or used Peugeot Australia whole.

http://peterwarrenpeugeot.com.au/

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Malcolm

Justina Mathews asked:


Turbocharged cars are interesting creatures from a performance perspective. In stock trim from the factory, they often run a very conservative level of boost and fuel delivery. These cars make good amounts of power, but there is a vast reservoir of potential lying there, completely untapped. This is largely because automakers are afraid of the warranty issues that could be associated with turbocharged cars running at their absolute peak. These extra safety margins are built into the engine management software so that power is produced, but not to the point where stress might reach a dangerous level.

If you own one of these turbocharged beasts, such as the Dodge SRT-4 or the Cobalt SS, it can be frustrating to find out that your car’s engine has been holding out on you. Many people, when they find out about how their engine computer is programmed, wonder if there is a way to bypass these restrictions and get the most out of their ride.

The answer is yes. Since modern engines are managed via computer software, the simple answer is that by reprogramming the engines computer or ECU, it is possible to wring every last ounce of power out of the engine. This is a lot easier to say that it is to actually do, however. Not all car companies are open about how their engine management is coded, and many of the tuners who work to decode these systems can find themselves spending a significant amount of time just figuring out basic ECU operations. However, given a large enough market, and enough time, even the most complex management software is analyzed and improved upon by performance companies.

How do these companies reprogram you cars computer? Once they have a firm understand of the vehicles software, they can then start to tweak it to test out the limits of the engine. There are quite a few different factors that can be played with in the pursuit of more horsepower and better performance: boost level, throttle response, the ratio of air to fuel at every given engine speed, and ignition advance, to give a few examples. This type of tuning is not only about peak power it is also about increasing the power band so that there is more power available no matter how fast or slow the engine is turning. This can really improve the drivability of your vehicle, and help reduce some of the lag experienced with the turbocharger.

Once everything has been figured out and tested, it is coded onto a computer chip. Some companies will send you the chip so you can install it yourself, (it usually just snaps in and out of the ECU), while others will require you to ship them your ECU so that they can install it for you.

Chipping a turbocharged car can be a great way to unlock its hidden power. However, doing so will often times void your warranty, and could put your engine and other parts of your drive train under more stress than they is used to. Make sure that you get the whole story from whichever chip company you are considering before you install the new part in your car.



Floyd

Bond Mejeh asked:


Supercharging and turbo-charging your engine will get you the same thing: more horsepower. Both work by increasing the amount of air that goes into the combustion chamber, resulting in a more powerful explosion. However, they both do it in very different ways.

A supercharger works by taking power from the engine via a belt/pulley system. The belt turns an impeller inside the supercharger that forces more air into the combustion chamber. The benefits of having a supercharger, is that it’s very straightforward to use, and the power is there whenever you need it. Also, a cool feature about it is that it doesn’t require special cooling or maintenance. It’s easily more reliable than turbochargers.

A supercharger also provides a smooth boost throughout the entire power-band, which results in more predictable handling and power at low, as well as high RPM’s. The downside of supercharging is that it uses a small amount of power from the engine all of the time (because of the pulley). Ironically, the more power the supercharger produces, the more power it pulls from the system. But the net result of having a supercharger would most likely turnout better than not owning a supercharger at all.

A turbo charger works much like a supercharger, where it forces more air into the combustion chamber. However, instead of being driven by a pulley/belt combo attached to the engine, the impeller is spun by exhaust gasses from the engine. When the engine is at rest, the turbo charger impeller is idling, because there is little pressure in the exhaust that is released from the engine. As the engine is revved, more exhaust pressure hits the turbo charger’s impeller causing it to turn, which puts more air in the combustion chamber, which also increases the exhaust pressure by hitting the turbo impeller. Hopefully you can see where this is going at this point. The faster you go the more power the turbocharger produces.

The benefits of having this type of system, is having a lot of power being produced with no extra effort on the engine’s part. You can also increase the air density by adding intercoolers, which cools the air before the turbo gets put into the combustion chamber that allows an even greater increase in power. Another great aspect of owning a system like this is the ability to change the amount of boost available. With some models this can even be done while driving, allowing you to fine-tune the power you need.

However the big con of the turbo charger is the uneven power-band. At low RPM’s the engine is not producing enough exhaust pressure for the turbo charger to add power. This is known as turbo lag. Once it gets going though, it’s a very massive boost. So massive, in fact, that a poorly, setup turbo charger can be dangerous: the sudden and dramatic increase in power can cause the handling characteristics of the car to change. This was especially true of the older Porsche 911 Turbos, which had a habit of swinging the back-end out if you weren’t aware when the turbo boost hit. The other con of the turbo charger is its maintenance. There are more moving parts than in a supercharger, and some models require cool down time after heavy use before the engine can be shut off.

Superchargers are better used for the daily driver who wants a little more power in their engine without sacrificing the reliability or worrying about sudden amounts of power causing a spinout. In fact, there have been mini-vans that have come standard with superchargers, attesting to its same power. Turbo chargers are better used in sports cars, whose handling can accommodate the sudden change in power, where whose drivers are willing to sacrifice some reliability for a large increase in speed.



H Pittman

Carazoo.com asked:


Engine is the heart of any automotive. Whether it is a passenger car, a two-wheeler, or a commercial vehicle, all automotives need engines to run. It’s the engine that generates power and transforms the fuel energy to kinetic energy of the wheels. Therefore, it is very important to monitor and maintain the performance levels of the engine.

Here are best ways to improve engine performance:

Engine Displacement

Engine displacement is defined as the total volume of air and fuel mixture that the car engine draws during one complete cycle moved by the piston from the top dead center to the bottom dead center. Dead center is the position of the piston when it is farthest or nearest to the crankshaft.

To improve engine performance, it is very important to increase engine displacement. This is because if the engine draws higher volume of air and fuel mixture, it will definitely generate more power. This can simply be done by increasing the size of the cylinder or by adding more number of cylinders to the engine. These cylinders play a significant role in the car engine as both compression and combustion takes place in these cylinders. Therefore, if the size is more, more mixture can be fused it, which in turn will generate higher power output. This improves engine efficiency.

Engine Compression Ratio

Compression ratio is the degree to which air and fuel mixture in the internal combustion engine is compressed before ignition. Increasing this ratio is one of the best ways to increase power and torque, thereby improving engine performance.

Higher compression ratio enables the car engine to extract more energy from the given volume of air and fuel mixture. It also causes better mixing of the power. This in turn, produces enhanced power during ignition and extracts more useful energy from the withdrawn power.

Intercoolers

An intercooler is a device used in car engine to cool the air between successive heating stages. Air outside is comparatively hot and therefore it is very important to cool the air before fueling it into the engine. Later compressed air raises the temperature due to high pressure generated by the movement of the piston in the engine.

Hot air expands less during combustion and reduces the amount of energy generated. The air should always be cool before it enters the engine cylinder and that’s why intercoolers are usually placed in the most of the turbocharged and supercharged cars.



J.Wade