School of Mechanical and Manufacturing Engineering
(SMME)
Internal Combustion Engines
Course Code ME-439
TURBO CHARGING of
SI &CI ENGINES
LECTURE 12
Engr Mohammad Ikhlaq Khattak
ikhlaq@smme.nust.edu.pk1
Introduction
Internal Combustion Engines – SI & CI
Forced Induction
Exhaust Emissions and their control
Alternative Engine Design Concepts
• Forced induction
– Types of force induction
– Forced induction system
layouts
– Forced induction system
components
– Forced induction system
design
Page 2 of 21
Introduction
Internal Combustion Engines – SI & CI
Forced induction Forced Induction
Exhaust Emissions and their control
Alternative Engine Design Concepts
– Engine takes in air by creating partial vacuum in
cylinder
– Torque is limited by the mass of air / fuel charge that
can enter the cylinder
– To increase torque
• Increase engine size (increase in swept and induced
volume)
• Increase intake pressure
Page 3 of 21
Introduction
Internal Combustion Engines – SI & CI
Forced induction Forced Induction
Exhaust Emissions and their control
Alternative Engine Design Concepts
– Chemical
• Nitrous oxide
• Oxygen
– Mechanical
• Mechanically driven supercharging
• Exhaust gas driven supercharging - turbocharging
Page 4 of 21
Introduction
Internal Combustion Engines – SI & CI
Forced induction system layout Forced Induction
Exhaust Emissions and their control
Alternative Engine Design Concepts
Page 5 of 21
Introduction
Internal Combustion Engines – SI & CI
Forced induction system parts Forced Induction
Exhaust Emissions and their control
Alternative Engine Design Concepts
– Supercharged system
• Supercharger
• Intercooler / chargecooler
• Bypass valve
– Turbocharged system
• Turbocharger
• Intercooler / chargecooler
• Wastegate / Nozzle Guide Vanes
• Blow-off valve
Page 6 of 21
Introduction
Internal Combustion Engines – SI & CI
Forced Induction
Mechanical Supercharger Exhaust Emissions and their control
Alternative Engine Design Concepts
– Roots
– Lysholm / screw
– Centrifugal
Page 7 of 21
Introduction
Internal Combustion Engines – SI & CI
Chargecooler Forced Induction
Exhaust Emissions and their control
Alternative Engine Design Concepts
Air /air
The intake air charge is cooled using
cooling air flow coming into the nose of
the vehicle. The chargecooler may be
mounted
In the front of the vehicle – generally
the best cooling available. Poses
problems for air piping and crash safety
On top of the engine – best for
packaging and safety issues. However,
cooling is not quite as good as front-
mount
To the side – very specific cases
generally for transverse-engined
vehicles
Page 8 of 21
Introduction
Internal Combustion Engines – SI & CI
Forced Induction
Chargecooler Exhaust Emissions and their control
Alternative Engine Design Concepts
Air / liquid
The intake air is cooled via a coolant
fluid that may be the same as the
engine coolant, or via a separate
radiator at the front of the engine
coolant radiator
Is generally more compact and the
heat exchanger may be mounted
where cooling is required minimising
intake air pressure losses and
packaging problems
Necessitates a second radiator and
feed pump if separately cooled from
the engine – increasing mass and
complexity
Page 9 of 21
Introduction
Internal Combustion Engines – SI & CI
Chargecooler Forced Induction
Exhaust Emissions and their control
Alternative Engine Design Concepts
Air / solid
Transfers heat from the intake air
charge into a solid whose
temperature of fusion is relatively
low. The latent heat of fusion will
be used to cool the air charge. Ice
is most commonly used.
Compact for heat transfer
potential
Necessitates use of ice, hence
expensive to use
Runs for short periods of time –
high speed runs, drag racing,
hillclimbs, tractor pulls etc. Page 10 of 21
Introduction
Internal Combustion Engines – SI & CI
Bypass valve Forced Induction
Exhaust Emissions and their control
Alternative Engine Design Concepts
Basic function is to stop the
generation of boost pressure of the
engine when it is at low or no load
condition. The bypass valve functions
by short-circuiting the high and low
pressure side of compressor.
• Low load – valve open
• High load- valve closed and
boost generated
• Functions using engine
vaccuum
Page 11 of 21
Turbocharger
Page 12
Introduction
Internal Combustion Engines – SI & CI
Forced Induction
Turbocharger Exhaust Emissions and their control
Alternative Engine Design Concepts
Uses exhaust gas energy to compress intake air charge
Page 13 of 21
Turbochargers, like other mechanical devices like
engines, have a technical history where subsequent
innovations developed into new technical iterations, or
types, built upon the previous generation. Nearly all
main turbo types fall into a “turbo family”
1. Free floating,
2. Wastegate,
3. Variable nozzle turbine (VNT, and sometimes called
variable geometry turbine)
4. Electric turbos (E-Turbos).
Page 14
A turbocharger’s performance is closely tied to its size.
Large ones take more heat and pressure to spin the
turbine creating lag at low speed.
Small ones spin quickly but they don’t develop more
power.
To overcome this difficulty different schemes had come
such as
1. Twin turbochargers.
2. Twin scroll turbochargers.
3. Variable geometry turbochargers.
Page 15
Free Floating
A turbocharger with a single, fixed area-to-radius (also
called A over R, or A/R) is called a free-floating or fixed
geometry turbo, because it has no integral control over
speed or boost pressure. Turbo control is entirely
dependent on the engine and its systems providing the
correct amount of energy in the exhaust gas to power
to the turbine. The turbocharger is precisely matched to
the engine during the engine development phase,
where the optimum A/R turbine housing is selected. Page 16
This type of turbo produces maximum levels of power and torque using
the most robust materials and turbo construction methods for the
biggest land-use engines in the world, specifically in off-road earth
moving and construction equipment
New free-floating turbos often use titanium wheels and high nickel
cobalt tungsten alloys to maintain durability up to 20,000 hours.
Page 17
Wastegate
A wastegate turbo contains several additional components providing
control over the exhaust gas bypass flow. An internal wastegate valve is
mounted on an arm which passes through a bush in the turbine
housing. An external crank assembly is welded to it. This crank is
controlled by either a pneumatic or electric actuator.
A pneumatic actuator may be powered by air pressure or vacuum and
controlled by a hose from the compressor outlet or by a control valve in
the vehicle’s vacuum circuit. An electric actuator responds to commands
from the vehicle’s own Electronic Control Unit.
Page 18
At higher engine speeds, when the turbine housing approaches its
maximum flow, the wastegate valve opens to allow some exhaust
gas to bypass the turbine wheel and merge directly with the exhaust
outlet flow.
This increases the flow capacity of the housing, reducing back
pressure and allowing the engine to breathe freely for maximum
power.
So, the compromise of fixed geometry is reduced offering higher
engine power with improved low speed response.
Page 19
When the vehicle driver accelerates, the turbo
responds to the increasing energy in the exhaust gas
by speeding up and providing more boost pressure and
air flow to the engine.
When this boost pressure reaches a pre-determined
level, this causes the actuator rod to move and open
the turbine bypass valve, allowing the excess exhaust
gas to flow directly into the vehicle exhaust system.
When the driver decelerates, the boost pressure from
the turbo reduces and the bypass valve closes again.
Page 20
Variable Nozzle Turbine (VNT):
Variable Turbine technology is much more complex than Wastegate
technology. The turbocharger is designed to maximize boost across the
whole operating range of the engine, eliminating turbo lag.
It uses complex precision variable vane or nozzle technology. These
moving parts are controlled by pressure, vacuum or electronic actuators
linked to the engine management system.
Page 21
As engine speed and load increases, the vanes move towards the fully
open position to give maximum flow capacity and reduced back
pressure for better engine breathing in a similar way to a large A/R
housing.
Page 22
E-Turbos:
Electronic turbos, or e-turbos, represent a quantum
leap in turbo technology for the 21st Century. Up until
the e-turbo, all of the energy used to power the
turbine and compressor wheels came from otherwise
wasted exhaust gases; while the e-turbo still makes
use of exhaust gases as engine speeds rise, the e-turbo
—as might be expected—is driven by a small electric
motor.
Page 23
One of the key enablers of the e-turbo is the small but ongoing shift
from traditional 12 volt electrical systems to 48 volt systems typical
in mild hybrid powertrains.
Not only can turbos be better sized to serve up better performance
across the rev range of the engine, but the e-turbo has the potential
to serve as an electrical generator to capture and store otherwise
wasted heat exhaust energy as electrical energy by charging the
battery under certain conditions. Page 24
Introduction
Internal Combustion Engines – SI & CI
Turbocharger operating Forced Induction
Exhaust Emissions and their control
characteristics Alternative Engine Design Concepts
Compressor flow map
Turbine flow map
Compressor maps are typically shown
as contour plots, with the islands
representative of the compressor stage
efficiency.
Page 25 of 21
Introduction
Internal Combustion Engines – SI & CI
Turbocharger operating Forced Induction
Exhaust Emissions and their control
characteristics Alternative Engine Design Concepts
Turbine flow map
Page 26 of 21
Horizontal Axis
The bottom axis represents the corrected mass flow. This is how much air the
turbocharger flows per unit of time. This could be rated in Kilograms per second or
pounds per minute
Page 27
The vertical axis represents the pressure ratio of the compressor. It is calculated by
taking the absolute outlet pressure and dividing by the absolute inlet pressure. (Note,
most gauges read in gauge pressure i.e. zero psi at atmospheric when it is actually
around 14.7 or so psi.) Due to how this is calculated, there are no units associated with
this axis. “Pressure ratio is how much pressure the compressor stage will generate at a
given speed relative to atmospheric pressure along with inlet conditions (filter
restrictions).
Page 28
Efficiency islands
Page 29
Efficiency islands
Each ring represents a specific level or in this case efficiency. As
the efficiency increases, the rings get smaller and smaller.
Within the turbocharger industry, these rings are called efficiency
islands .
The efficiency of a turbocharger is measured by its ability to
compress the air without adding excessive heat. The higher the
efficiency, the cooler the outlet temperature for a given boost
pressure (it will still be above ambient temperature).
Page 30
These are both 76mm turbochargers. The difference is the one on the right has a
map-width enhancement groove. If you notice, at lower pressure ratios, both
turbochargers flow about the same, but as the pressure ratio increases, there
becomes a distinct difference between the two. Page 31
Surge line
“Compressor maps are typically shown as contour plots, with the islands representative
of the compressor stage efficiency. There are critical areas to be aware of on a
compressor map. The two areas that can cause damage to a turbocharger are the
surge and choke areas,” .
Left Hand Boundary
The surge line of a compressor map is the left hand boundary. This line represents the
maximum amount of pressure the turbocharger can produce while flowing the least
amount of mass (air).
Page 32
Page 33
Surge can occur in a couple of different ways. The most common
and more obvious occurs when the throttle is lifted while under
boost which results in an audible chirping/coughing sound. As the
throttle is lifted while under load, the pressure that is built up in
the piping system needs to be discharged.
This type of surge is more severe on engines equipped with a
post turbo throttle body. Throttle bodies are mostly used on
gasoline applications, but with newer emissions standards, more
diesel engine manufacturers are using them as part of their
emission control strategy.
Page 34
On throttle body equipped engines, when the throttle plate
physically closes the pressure must be released and
unfortunately, the only place it has to go is back through the
compressor inlet creating an instability in pressure and flow,
These help discharge the pressure that is built up within the
piping system allowing the turbo speed to decrease at a more
gradual rate, which helps extend the turbo life.”
Page 35
A good rule of thumb is to operate 10-percent or
more to the right of the surge line where the air is
more stable. Using a recirculation cavity/slot, also,
known as a ported shroud, moves the surge line to
the left, giving you more surge margin,
Page 36
The opposite of surge is choke. Choke is basically the maximum
amount of air that the compressor side can flow at a given
pressure ratio.
“When a compressor begins to run into the choke region of the
map, the compressor outlet temperatures will rapidly increase, as
will shaft speed. This occurs when you have reached the
maximum flow limit of the turbo. Typically, a turbocharger is sized
to give sufficient surge margin, while also keeping the operational
points on the compressor map at areas above 65-percent,” Page 37
Page 38
Speed Lines
The speed lines run from left to right across the efficiency islands and
represent a specific speed of the compressor. These speed lines are typically
measured and identified in meters per second, feet per minute, or rotational
Page 39
speed.
Page 40
The compressor map displays the corrected mass
flow rate and efficiency, which can be used to
determine the power potential of a given
compressor stage.
Since an engine is essentially an air pump, this
data is important as it gives the end user the
power capability a turbo can support at a given
pressure ratio and mass flow rate.
A general rule of thumb is that one lb/min roughly
equates to support 10 horsepower
Page 41
Global Turbocharger Manufacturers Rank
2021
•1 Honeywell (USA) Turbocharger Manufacturer Introduction. ...
•2 Borgwarner (USA) Turbocharger Manufacturer Introduction. .
•3 Cummins Turbocharger (USA) ...
•4 IHI (Japan) ...
•5 Mitsubishi Heavy Industries (Japan) ...
•6 Bosch Mahler (BMTS) ...
•7 Continental (Germany) ...
•8 ZAGE (Taiwan Island)
Page 42
BMW M4 Turbo Upgrade Calculation
This example demonstrates how to use the turbo size calculator by using
a BMW M4 turbo upgrade (S55 engine) as an example. The example
shows how we get the numbers we need from the turbo calculator to
analyse turbo compressors maps.
We just want to find the hypothetical ideal Garrett G-Series turbo for the
M4 Competition.
Page 43
Basic requirnments/numbers
To start we need to know some basic information about
the S55 as it is used in the M4 Comp.
• Boost Pressure vs RPM
• Horsepower vs RPM
• Engine Capacity
Step One – Finding the VE of the S55
Find the Volumetric Efficiency of the engine and from
that hypothesise the Volumetric Efficiency of the engine
without the turbos.
To get the numbers we need, dyno graphs for the M4
Competition, it also gives us graphs showing the boost the
engine is running throughout the rev range. Page 44
When we plug the Bluespark numbers into the
volumetric efficiency calculator we get the numbers in the
table.
Page 45
If you don’t have a dyno graph for your engine showing boost and bhp
vs RPM, try searching online for images of dyno graphs from cars with
the same or similar spec to your engine.
If you can’t find a graph and you don’t want to go to a dyno you can try
the engine horsepower calculator (just record boost pressure as well)
These numbers tell us that the volumetric efficiency of the S55 engine in
the M4 is pretty flat . Peak efficiency comes at around 5000rpm and
it looks like it starts to tail off as it gets to 7000rpm.
From these numbers we are going to say (conservatively) that the
volumetric efficiency is on average around 85% without the turbo.
Page 46
Step Two – Turbo Size Calculator
Now we have a VE number we can use the turbo size calculator to see
which Garrett turbo suits the engine in stock form and we can also see
what turbo we can upgrade to, if we want to increase the power of the
motor by increasing the boost from 15PSI to 30PSI.
Page 47
CFM & LBS/MIN numbers for the stock
engine with stock boost
Page 48
So which turbo from Garrett suits the engine when it is
running stock boost levels (around 15PSI) and which turbo
would suit the engine if the boost were raised to 30PSI?
Compressor Maps – BMW M4 Turbo Upgrade Analysis
We can plot the LBS/MIN and Pressure ratio numbers from the table
above onto Garrett turbo compressor maps to see which turbo suits our
engine.
The green dots are 30PSI of boost, the blue dots are stock boost. I took 3
turbos from the Garrett G-Series range and plotted our M4 numbers
(lbs/min vs pressure ratio). First turbo is the smallest, bottom turbo is
the biggest.
Page 49
G30-700. Blue dots are stock boost, green are 30PSI. For stock power this
looks to be a good turbo which has a bit of room to increase the boost and
still give good efficiency. However the island seems a bit narrow for the size
of the engine. Probably not the turbo to go for if you are looking at running
30PSI of boost, the top right green dot is well off the island. But if you are
Page 50
looking for boost around 21PSI this turbo looks okay.
G30-900 Compressor maps. Blue dots show stock boost. Green dots show
30PSI boost. The next size up from the 770. This turbo has better efficiency for
higher boost at higher RPMS. At low RPMs it could lose power to the stock
turbo. This turbo could be a good choice for the person looking for a turbo that
Page 51
can work at stock boost pressures but can also work with a big boost increase
G40-900 Compressor maps. Blue dots show stock boost. Green dots show
30PSI boost. At stock boost, the G40 probably loses out at 4000rpm to the
stock turbo, but by 5000rpm we have good efficiency and we stay in the best
part of the island until redline. At 30PSI boost we are still in good efficiency
territory from 4000rpm to 7000RPM. If you are looking to run 30PSI of Page boost
52
Which Turbo? – BMW M4 Turbo Upgrade
For 15PSI to 21PSI, the G30-770 looks good. For 30PSI the G30-900 and
the G40-900 look very close, even at lower RPMs. If I had to choose I
think I’d go with the G40 just because it spends more time in the
higher efficiency islands and maybe there would not be that much
difference at lower RPMs, lower loads. Having said that, the G35-900
might be the optimum (as used on the car in the video above).
Turbo Size Calculation
So this was a quick example of how to use the calculators on
StrikeEngine to compare different sized turbos, in this case the BMW
M4 but the principle is the same for any engine. The process can be
used for a naturally aspirated engine which we want to put a turbo
on and for engines where we want to upgrade an existing turbo.
Page 53
• https://youtu.be/Sktbc001x_o
Page 54
Introduction
Internal Combustion Engines – SI & CI
Forced Induction
Exhaust Emissions and their control
Alternative Engine Design Concepts
Engine displacement 3.0 litres
CLASS EXERCISE: Design a parallel twin-turbo Engine speed 4800 rpm
system for a V6 CI engine which has the Engine power 240 kW
specifications given in the table on the right. AFR 17
Using the data given, calculate or determine BSFC 240 g/kWhr
the following: T1 25°C
1. Model & size of turbochargers T2” 50°C
2. Compressor outlet temp P1 1 x 105 N/m2
3. Total intercooler heat dissipation ηv 85%
(for both turbochargers) Turbochargers
4. Use the following diagram as reference for
system temperatures and pressures:
Intercooler
Page 55 of 21
Introduction
Internal Combustion Engines – SI & CI
Forced Induction
Exhaust Emissions and their control
Alternative Engine Design Concepts
Page 56 of 21
Introduction
Internal Combustion Engines – SI & CI
Forced Induction
Exhaust Emissions and their control
Alternative Engine Design Concepts
Page 57 of 21
Introduction
Internal Combustion Engines – SI & CI
Forced Induction
Exhaust Emissions and their control
Alternative Engine Design Concepts
Thank you
Page 58 of 21
