Turbocharger Installation Guide – Up to this point, we have discussed not only engines, but also turbochargers. However, adding a turbocharger to an engine involves more than just selecting a turbo to suit your projected power output. The turbo “system” includes all the ancillary components that allow the turbocharger to become “one with the engine.” You should follow this philosophy when planning your own turbo system project. Our discussion will revolve around the components that control the air flow (often called the “piping”) to the turbocharger. Adding fuel and controlling the fuel injection system are discussed in Chapter 8.
This tech tip is taken from the complete book, Turbo: High-Performance Turbocharger Systems in the Real World. A detailed guide on this entire topic can be found at this link: Find out more about this book here.
Turbocharger Installation Guide
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Turbo kits designed for your specific application are available today. For most street vehicles where a 50 to 100 percent increase in power is desired and internal engine modifications are not planned, these kits work very well. At the end of this chapter is a list of the most popular turbo kit manufacturers. However, there may not be a kit for your application, or you are looking for a racing setup, so the available kits are either too bland or too basic for your needs. In this chapter, we will look at the various turbo system components and requirements.
The Banks 7.3L diesel turbo system shown is probably one of the best selling turbo upgrade kits of all time. This mockup illustrates the level of detail in a good turbo system. (Courtesy of Gail Banks Engineering)
“Turbo lag” is a broad term that requires some discussion. In its simplest definition, turbo lag is the reaction time between the moment you step on the gas and the moment the turbo actually goes into boost mode. There are many turbo experts who suggest that there should be no turbo lag with a properly sized turbo and a well designed system, and I mostly agree.
Turbo lag exists; This needs to be done. When you step on the gas, you tell the engine to speed up, driving the turbine, which helps the compressor increase boost. There is a gap depending on how fast the engine will accelerate. So it is impossible to completely eliminate lag, but smooth and strong acceleration will be yours if everything goes well with the turbo and system design.
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The quality of system design and setup can reduce the gap to a negligible level. Accordingly, just as a poorly matched turbo causes “turbo lag,” a poorly designed system can cause “system lag.” The cumulative effect of many small errors in system design will result in system lag and can be misinterpreted as turbo lag. The difference between turbo lag and system lag can be difficult to discern.
The main goal of this part of the book is to make sure that the selected turbocharger is a good fit for your engine, and now you need to select the right system components so that the sum of their effects helps the turbocharger become one with the engine. .
Understanding the design features of other successful turbo systems will help you develop your specific design. If your project actually comes down to purchasing an aftermarket turbo system or components already manufactured for your engine, this section will also help you determine the best designed system and/or components for your money. A highly efficient turbocharger system takes into account all the relatively small factors and variables related to airflow. The sum of considerations becomes important when the engine and turbo system are expected to operate as one.
The first challenge when designing a turbocharger system is placement. Where does the turbo go? This answer includes a lot of considerations that really need to be thought through well in the early stages of a project. Many hours of time and labor will depend on this decision, as well as the design of other system components. In competitive vehicles, it is quite possible that, space permitting, the best placement will be determined by how the vehicle’s handling affects the placement of additional weight. But this particular consideration, although potentially important, is beyond the scope of this book.
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Banks’ dyno technicians are ready to test recent changes to Banks’ twin-turbocharged setup. Although Banks has been selling this kit for over 25 years, they continually improve and update it to include all of the latest turbo design features, electronic tuning components, and engine modifications developed as part of their ongoing racing programs. Banks know that if you don’t push technology, they will force you to catch up.
In a transverse engine, the 4-cylinder engine layout leaves plenty of room to place the turbine front and center.
With an aftermarket turbo kit, the kit manufacturer has already made the decision for you. For most outdoor kits, what matters is where it all fits. If you are building your own system, consider the following points to help determine the optimal location for the turbocharger:
2) What temperature-sensitive engine components or materials may be nearby? (Think belts, hoses, alternators, fuel lines, painted body parts, etc.)
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4) Turbine oil drain can be easily routed to a location in the oil pan to ensure proper drainage and maintain proper oil drain angle from the bearing housing. (see page 96)
5) Is there a clear path for the charge pipes from the compressor discharge port to the engine or aftercooler intake without sharp bends that could add restrictions?
6) Is there a clear path for the exhaust manifold in and out of the turbine that, once installed, will not expose materials or components to excessive heat, causing premature failure or safety issues?
7) If the exhaust path becomes a potential problem because a better turbine location would require an undesirable exhaust path, could thermal shielding be the solution?
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Once the location has been determined, design of the remaining components of the turbo system can begin.
An important decision when designing your turbo system is whether to use a single or dual turbo system. Cosmetics aside, one of the first considerations is engine size and configuration. With a 4-cylinder or inline 6-cylinder engine, there is plenty of room in the engine bay to accommodate a large turbocharger. If you have one of these engine configurations, the choice is relatively simple. In contrast, a V-type engine layout may require other considerations.
To run a single turbo on a gasoline engine, you need to move the exhaust pipe from one side to the other, unless your car, like an Indy car, has enough room to accommodate the turbo behind the engine. The length of the collector pipes and the overall increase in thermal load will require the use of expansion joints to bridge cracks caused by thermal expansion and contraction. Installing one large enough turbine in the engine compartment can also be a serious problem. Using two smaller units will solve most plumbing and hardware problems.
Historically, the main interest in using twins was to help reduce turbo lag during engine acceleration. This is especially true for high-performance street engines. Two small turbines have a lower total polar moment of inertia than one large turbine. The moment of inertia is the resistance of a body to a change in speed up or down. Remember your basic physics: a body in motion stays in motion, and a body at rest stays at rest (also called a couch potato).
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The moment of inertia is denoted by the letter “I”, “K” denotes the radius of rotation, and “M” denotes the mass of the body. The radius of rotation is the distance from the axis of rotation to a point on the body that has the same I as the body. It will not be equal to the radius of the turbine wheel’s rotation diameter, since turbines are designed to have most of their mass near the axis of rotation. The turbine wheel hub is much larger than the outer parts of the blades. Therefore, K will always be less than half the rotation diameter.
For good acceleration of the turbine rotor, it is necessary to ensure the minimum possible moment of inertia of the turbine wheel. The formula shows the value of keeping minimal turbine wheel material near the outer diameter to minimize K as the moment of inertia varies as the square of K. This can be explained functionally by applying the formula to how the two turbines will be cut. More than half the moment of inertia, which represents a potential increase in rotor acceleration since each of the two turbines will have half the exhaust energy.
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