Turbo lag Turbo lag is the time required to change power output in response to a throttle change, noticed as a hesitation

or slowed throttle response when accelerating from idle as compared to a naturally aspirated engine. This is due to the time needed for the exhaust system and turbocharger to generate the required boost. Inertia, friction, and compressor load are the primary contributors to turbo lag. Superchargers do not suffer this problem, because the turbine is eliminated due to the compressor being directly powered by the engine. Turbocharger applications can be categorized into to those that require changes in output power (such as automotive) and those that do not (such as marine, aircraft, commercial automotive, industrial, engine-generators, and locomotives). While important to varying degrees, turbo lag is most problematic in applications that require rapid changes in power output. Engine designs reduce lag in a number of ways: Lowering the rotational inertia of the turbocharger by using lower radius parts and ceramic and other lighter materials Changing the turbine's aspect ratio Increasing upper-deck air pressure (compressor discharge) and improving wastegate response Reducing bearing frictional losses (e.g., using a foil bearing rather than a conventional oil bearing) Using variable-nozzle or twin-scroll turbochargers Decreasing the volume of the upper-deck piping Using multiple turbos sequentially or in parallel Using an Antilag system Using a turbo spool valve to increase exhaust gas flow speed to the (twin-scroll) turbine Advantages of Turbocharging

More specific power over a naturally aspirated (NA) engine it means an engine can produce more power for its size. Turbo 1.5-litre Formula 1 engines regularly produced in excess of 1000bhp. Reuse of excess exhaust heat (it gets channelled into the turbocharger to increase boost to the engine) means the engine runs more efficiently than NA or supercharged engines. A turbocharger is smaller, lighter and easier to fit than a supercharger, and it is more consistent than, for example, a nitrous oxide kit Because a small engine can be made to produce the power of a huge NA engine, fuel economy is often better on a per kW basis.

Disadvantages of Turbocharging

Turbo lag, especially on large turbos. A large turbo may give more peak power, but can take more time to spool up. Driveability may be compromised, particularly when the boost threshold is approached and suddenly a surge of power is too much for the tyres to cope with, causing understeer/oversteer (depending on which wheels are driven). This reduces the useable power band of the engine, and leads to more wear and tear on the drivetrain.

Turbochargers are costly to add to NA engines, and add complexity. Adding a turbo can often cause a cascade of other engine modifications to cope with the increased power, such as exhaust manifold, intercooler, gauges, plumbing, lubrication, and possibly even the block and pistons.

Methods of turbocharging 1) constant pressure turbocharging Advantages 1) At higher pressure ratio efficient 2) Better fuel consumption 3) At constant pressure & temperature turbine runs at high efficiency 4) Exhaust piping is simple 5) Engine speed is not limited by the pressure waves in exhaust pipes Disadvantages 1) pressure requires to keep constant at exhaust 2) due to proper scavenging hence more diameter pipe requires 3) response to load change is poor 4) scavenging is little difficult 5) at part load efficiency of turbine reduces 2) Pulse turbocharging Advantages 1) recovery of exhaust blowdown is efficient 2) rapid acceleration at higher speed 3) space is less 4) better scavenging Disadvantages 1) complicated inlet & outlet exhaust pipe 2) poor efficiency *

Effects of supercharging Positive 1) Higher power output 2) Intake mass of charge increases 3) Better atomization of fuel 4) Better mixing of fuel & air 5) Better scavenging 6) Better torque characteristics 7) Quicker acceleration 8) Complete & smoother combustion 9) Poor fuel can be used 10) Reduction in diesel knock 11) Improved cold starting 12) Reduced exhaust smoke 13) Reduced SFC in turbocharging 14) Mechanical efficiency increased Negative 1) Detonation increased in S I 2) Increase in thermal stresses 3) Increase in heat losses due to turbulence 4) Gas loading will increase 5) Valve overlap will increase 6) Increased cooling requirements of piston & valves