SEMINAR REPORT :

TURBO
CHARGER

Seminar Report 2011-2012

Turbocharger

KALAMASSERY
Dept. of mechanical engineering
Certificate
This is to certify that the seminar report entitled
TURBOCHARGER was presented by ARUNLAL S with Reg.No:
of final year Mechanical Engineering of Technical
Education Department during the Academic year
2011-2012.

Seminar guide
section

Head

of

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Internal Examiner
Examiner

External

ACKNOWLEDGEMENT
Primarily I devote my gratitude towards the Almighty
God for his grace and blessing.
I wish to express my sincere gratitude to Head of Section
of Mechanical Branch Mr. N RADAKRISHNAN PILLAI,
for his expert guidance and valuable suggestions.
It is my duty to convey my heartfelt thanks to my
respected sir Mr. D PRAKASHAN for his sustained
support and guidance on the right lines towards the
successful completion and presentation of seminar.
Finally, I thank all my colleagues for the cooperation and
tremendous support they have given during my
seminar.

ARUNLAL S
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CONTENTS
ABSTRACT
....5
INTRODUCTION
...6
HISTORY
...7
TURBO V/S
SUPERCHARGING.
...8
OPERATING
PRINCIPLE..
.9
WORKING
..11
COMPONENTS
............13
COMPRESSOR
.14
TURBINE
.15
CENTRE HOUSING ROTATINGASSEMBLY (CHRA)
.16
CLASSIFICATION SMALL V/S LARGE
TURBOCHARGER........17
VARIABLE
GEOMETRY.
17
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ADVANTAGES
18
BOOST
19
POWER AT HIGH
ALTITUDES..21
HIGHER CARNOTT
EFFICIENCY...22
DISADVANTAGES
.22
TURBOLAG
22
BOOST
THRESHOLD
23
APPLICATIONS
24
AIRCRAFT
TURBOCHARGERS
26
CONCLUSION
.27
REFERENCES
28

ABSTRACT
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TURBOCHARGER
A turbocharger or turbo is a centrifugal compressor
powered by a turbine which is driven by an engine's
exhaust gases. Its benefit lies with the compressor
increasing the pressure of air entered with internal
combustion engines such as four stroke g the engine. This
results in greater performance in its power &efficiency.
They are popularly use engines working on Otto & diesel
cycles. The turbocharger was invented by Swiss engineer
alfredbuchi in 1905.
The engine is said to have 100% volumetric efficiency
if the density of the intake air above the piston is equal to
atmospheric. The main objective of a turbocharger is to
improve an engine's volumetric efficiency by increasing
the intake density. The compressor draws in ambient air
and compresses it before it enters into the intake of
manifold at increasing pressure. This results in greater
mass of air entering the cylinder thus increasing power
and efficiency. The impeller and turbine are the two main
components of a turbo charger

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INTRODUCTION
A turbocharger or turbo is a centrifugal
compressor powered by a turbine which is driven by an
engines exhaust gases. Its benefit lies with the
compressor increasing the pressure of air entering the
engine thus resulting in greater performance. They are
popularly used with internal combustion engines.
Turbochargers have also been found useful compounding
external combustion engines such as automotive fuel
cells.
It mainly consists of a turbine, compressor,
centre housing rotating assembly and other optional
features for its better control and efficient working. They
provide greater boost and power at high altitudes. It is one
of the greater advantages which make the turbocharger
more popular. But boost threshold and turbolag must be
controlled efficiently for its effective working.

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HISTORY
In 1896 Rudolph Diesel tried to increase power of
the engine by pre-compressing intake air. But
turbocharger was firstly invented by Swiss engineer Alfred
Buchi. His patent for a turbocharger was applied for use in
1905.Diesel ships and locomotives with turbochargers
began appearing in the 1920s. During the First World War
French engineer AugusteRateau fitted turbochargers to
Renault engines powering various French fighters with
some success.
Turbochargers were first used in production
aircraft engines in 1920s.Aircrafts such as B-17, P-47 all
used turbochargers to increase high altitude engine
power. Turbochargers first commercial diesel truck
application came in 1938 by Swiss Machine Works
Sauer. First production application of turbocharger wasin
passenger cars. It was in 1962.

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TURBO V/S SUPERCHARGING

In contrast to turbochargers, superchargers are
not powered by a turbine but are connected directly to an
engine .Belts ,chains, direct shaft, coupled shaft, gears
and electric motors are probably only a few of the many
ways this is performed. Successful superchargers were
developed and used during the late 1800s.
A supercharger inevitably requires some energy
to be bled from the engine to drive the supercharger. For
instance, the supercharger uses up about 150 hp.For that
110 hp engine generates an additional 400 hp and
delivers 1,000 hp when it would deliver 750hpa net gain of
250 hp.This is where the principal disadvantage of a
supercharger becomes apparent; the internal hardware of
the engine must withstand generating 1150hp.
In comparison, a turbocharger will also use 150hp
to drive the compressor. It has the ability to be more
efficient by utilizing the wasted energy extracted from
exhaust gas and converting it into useful power to
compress the intake air. It actually converts the heat of
the exhaust into 150hp used to drive the compressor. In
contrast to supercharging principal disadvantages of turbo
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charging are the back pressuring of the engine and the

inefficiencies of the turbine versus direct drive.

OPERATING PRINCIPLE
The power generated by the I.C engine is directly
related to the compression force exerted on the air fuel
mixture. By pressurizing the intake mixture before
entering the cylinder, more fuel and air molecules can be
packed into combustion chamber. Keep in mind that any
time the amount of air/fuel mix that enters the cylinder is
increased there is a substantial increase in power. The
process of artificially increasing the amount of airflow into
the engine is known as turbo charging. The mechanics of
a turbocharger are closely related to the mechanics of a
jet engine. A turbocharger harnesses the wasted energy of
exhaust gases exiting the engine to spin a turbine that
compresses the intake air charge.

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Operating Principle

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All naturally aspirated Otto and Diesel cycle

engine rely on the downward stroke of a piston to create a
low pressure area above the piston in order to draw air
through the intake system. With the rare exception of
tuned induction systems, most engines cannot inhale their
full displacement of atmospheric density air. The measure
of this loss or inefficiency in four stroke engines is called
volumetric efficiency. If the density of the intake air above
piston is equal to atmospheric, then the engine would
100% volumetric efficiency. Unfortunately, most engines
fail to achieve this level of performance.
The objective of a turbocharger, just as that of a
supercharger, is to improve an engines volumetric
efficiency by increasing the intake density. The
compressor draws in ambient air and compresses it before
it enters into the intake manifold at increased pressure.
This results in a greater mass of air entering the cylinders
on each intake stroke. The power needed to spin the
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centrifugal compressor is derived from the high pressure

and temperature of the engines exhaust gases. The
turbine converts the engine exhausts potential pressure
energy and kinetic velocity energy into rotational power,
which is in turn used to drive the compressor.

WORKING
The turbocharger is located to one side of the
engine, usually to the exhaust manifold. An exhaust pipe
runs between the engine exhaust manifold and the turbine
housing to carry the exhaust flow to the turbine wheel.
Another pipe connects the compressor housing intake to
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an injector throttle body or a carburetor. The typical boost

provided by a turbocharger is 4.2 to 5.6N/cm2.

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Exhaust gases are directed into the turbocharger

through the square inlet in the exhaust housing of the
turbo .The exhaust flows through the exhaust housing
spinning the exhaust turbine. After going through the
exhaust housing, the gases flow out through the exhaust
housing outlet. The turbine is connected to the
compressor wheel on the intake side of the turbo through
the center bearing housing. The center housing will have
ports for oil to flow in to and out of to lubricate and cool
the shaft, and it may or may not have ports for water to
go in to and out of. Fresh air is brought into the
turbocharger through the air inlet. The air is compressed
by the compressor and the now pressurized air flows out
through the compressor housing.
Exhaust gases leave the engine via a
turbo manifold; this replaces the stock exhaust manifold
or header. The waste gate is used to control boost levels
by allowing exhaust gasses to bypass the turbo, thereby
decreasing the volume of exhaust available to spin the
turbos turbine. After moving through the turbo, exhaust
gasses exit the turbo through a down pipe which connects
to the rest of the exhaust system. Fresh air, after being
compressed by the turbo, passes through some intake
piping and into an intercooler. An intercooler works exactly
like a radiator except pressurized air passes through it
instead of water. The intercooler is mounted on the front
of the car so air flows through it as the car moves down
the road. This cools the pressurized intake air charge. This
is necessary because when air is pressurized it heats up.
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The blow off valve vents pressurized air when the throttle
plate is closed. This prevents a pressure surge from
building up in the system and possibly damaging the
compressor wheel and the turbo's bearings.
The typical boost provided by a turbocharger is
4.2 to 5.6N/cm2.Since normal atmospheric pressure
10N/cm2 at sea level; you can see that you are getting
50% more air into the engine. Therefore, you would

expect to get 50% more power. Its not so perfect, so you

might get a 30-40% improvement instead.

COMPONENTS
The turbocharger has three main components.
First a turbine, which is almost always a radial inflow
turbine. Second a compressor, which is almost a
centrifugal compressor. These first two components are
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the primary flow path components. Third, the center

housing/hub rotating assembly (CHRA). Then, depending
upon the exact installation and application, numerous
other parts, features and controls may be required, such
as
Engine
Turbo manifold
Westgate
Turbocharger
Anti-Surge valve
Boost controller

Components of a turbo charger

COMPRESSOR
The compressor mainly consists of an
impeller and spiral casing. It is usually located between air
filter and intake manifold. The rotation of the impeller
creates suction. This draws in air in at the center. The
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impeller flings radially outwards and compresses the air.

The outlet pressure is greater than inlet.
The flow range of a turbocharger compressor can
also be increased by allowing air to bleed from a ring of
holes or a circular groove around the compressor at a
point slightly downstream of the compressor inlet (but far
nearer to the inlet than to the outlet).
For all practical situations, the act of compressing
air increases the air's temperature along with pressure.
This temperature increase can cause a number of
problems when not expected or when installing a
turbocharger on an engine not designed for forced
induction. Excessive charge air temperature can lead to
detonation, which is extremely destructive to engines.
The size of the compressor and impeller housings
determines what A/R ratios are available and what trim
compressor and turbine wheels will fit. The housings are
expressed by codes that are proprietary to each
turbocharger manufacturer and to each
product line.

The housings fitted around the compressor

impeller direct the gas flow through the wheels as they
spin. The size and shape can dictate Compressor Wheel
some performance characteristics of the
overall turbocharger. The impeller wheel sizes also dictate
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Compressor assembly

the amount of air or exhaust that can be flowed through

the system, and the relative efficiency at which they
operate. Generally, the larger the compressor wheel, the
larger the flow capacity

TURBINE

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The turbine is enclosed inside a spiral casing. It is

connected to exhaust manifold. The exhaust manifold
directs the exhaust to turbine. The turbine and
compressor are mounted on the same shaft. It converts
the heat energy into kinetic energy. Thus it rotates and
gives drive to the shaft from there to the compressor. The

Turbine assembly

housings fitted around the turbine collect and direct the

gas flow through the wheels as they spin. The size and
shape can dictate some performance characteristics of the
overall turbocharger. The turbine wheel sizes also dictate
the amount of air or exhaust that can be flowed through
the system, and the relative efficiency at which they
operate. Generally, the larger the turbine wheel the larger
the flow capacity.

CENTREHOUSINGROTATINGASSEMBLY
(CHRA)
It is the centre hub which houses the shaft
connecting both the impeller and compressor. Usually a
common shaft is used. It is lubricated by high pressurized
engine oil which allows the turbine and impeller to rotate
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at high speed at minimal friction. There are also housings

which are water cooled. It also must contain a bearing
system to suspend the shaft, allowing it to rotate at very
high speed with minimal friction and capable of
withstanding high temperatures. For instance, in
automotive applications the CHRA typically uses a thrust
bearing or ball bearing lubricated by a constant supply of
pressurized engine oil. Fluid bearings are preferred for
high temperature purpose. The CHRA may also be
considered "water cooled" by having an entry and exit
point for engine coolant to be cycled. Water cooled models
allow engine coolant to be used to keep the lubricating oil
cooler, avoiding possible oil coking (the destructive
distillation of the engine oil) from the extreme heat found
in the turbine. The development of air-foil bearings has
removed this risk. Adaptation of turbochargers on
naturally aspirated internal combustion engines, either on
petrol or diesel, can yield power increases of 30% to 40%.

CHRA assembly

CLASSIFICATION
SMALL V/S LARGE TURBOCHARGER
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To reduce the inertia of the turbine and the

compressor is to make the turbocharger smaller. A small
turbocharger will provide the boost more quickly and at
lower engine speeds, but may not be able to provide much
boost at higher engine speeds when a large volume of air
is going into the engine. It is also in danger in spinning too
quickly at higher engine speeds, when lots of exhaust is
passing through the turbine. A large turbocharger can
provide lost of boost at engine speeds, but may have but
may have bad turbo lag because of how long it takes to
accelerate its heavier turbine and compressor.

VARIABLE GEOMETRY

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Instead of using two turbochargers in different sizes, some

engines use a single turbocharger, called variable
geometry or variable-nozzle turbos, these turbos use a

Variable geometry Turbocharger

set of vanes in the exhaust housing to maintain a constant

gas velocity across the turbine, the same kind of control
as used on power plant turbines. Such turbochargers have
minimal lag like a small conventional turbocharger and
can achieve full boost as low as 1,500 engine rpm, yet
remain efficient as a large conventional turbocharger at
higher engine speeds. In many setups these turbos do not
use a waste gate. The vanes are controlled by a
membrane identical to the one on a waste gate, but the
mechanism operates the variable vane system instead.
These variable turbochargers are commonly used in diesel
engines.

ADVANTAGES
A turbocharger harnesses the wasted energy of
exhaust gases exiting the engine. Thus the velocity and
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heat energy carried by the exhaust gas is partially utilized

by turbocharger. Large amount of heat energy is lost in
the form of exhaust gases. Thus it is greater benefit for
the engine. The exhaust gas is used to spin the turbine
which is connected to the compressor wheel. The
compressor wheel also rotates and intakes air and
compress it and feeds back it into the engine. This results
in greater mass of air entering the cylinders on each
stroke. Any time the amount of air/fuel mix that enters the
cylinder is increased; there is a substantial increase in
power. The typical boost provided by a turbocharger is
from 4.2 to 5.6 N/cm2. Since normal atmospheric 10N/cm2
at sea level, we can see that we are getting 50% more air
into the engine. Therefore we should except to get 50%
power, but might get a 30-40% improvement instead.
A turbocharger may also be used to increase fuel
efficiency with-out attempt to increase power. It does this
by increasing waste energy in the exhaust and feeding it
back into the engine intake. By using this to increase the
mass of air it becomes easier to ensure that all fuel is
burnt before vented at the start of the exhaust stage. This
increased temperature from the higher temperature gives
higher Carnot efficiency.
One of the most important advantages is that
they give power to the engine at high altitudes. In such
cases the duty of turbocharger is to maintain manifold
pressure as altitude increases. Since atmospheric pressure
reduces as the aircraft climbs, power drop will occur. The
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turbochargers operate and maintain manifold pressure.

With such systems, modern high performance piston
engine aircraft can cruise at altitudes above 20,000 ft
where low air density results in lower drag and higher true
airspeeds.

BOOST
In the automotive engines, boost refers to the
intake manifold pressure that exceeds normal atmospheric
pressure. This is representative of the extra air pressure
that is achieved over what would be achieved without the
forced induction. The level of boost may be shown on a
pressure gauge, usually in bar, psi or possibly kPa.
Anything above normal atmospheric level is considered to
be boost.
In all turbocharger applications, boost pressure is
limited to keep the entire engine system, including the
turbo, inside its thermal and mechanical design operating
range. Over boosting an engine frequently causes damage
to the engine in a variety of ways including pre-ignition,
overheating and over-stressing the engines internal
hardware.
For example, to avoid Engine knocking (aka preignition or detonation) and the related physical damage to
the host engine, the intake manifold pressure must not get
too high, thus the pressure at the intake manifold of the
engine must be controlled by some means. Opening the
waste-gate allows the energy for the turbine to bypass it
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and pass directly to the exhaust pipe. The turbocharger is

forced to slow as the turbine is starved of its source of
power, the exhaust gas. Slowing the turbine/compressor
rotor begets less compressor pressure.
In modern installations, an actuator controlled
manually (frequently seen in aircraft) or an actuator
controlled by the car's Engine Control Unit, forces the
waste gate to open or close as necessary. Again, the
reduction in turbine speed results in the compressor
slowing, and in less air pressure at the intake manifold.
The typical boost provided by a turbocharger is 4.2 to
5.6N/cm2.Since normal atmospheric pressure 10N/cm2 at
sea level; you can see that you are getting 50% more air
into the engine. Therefore, you would expect to get 50%
more power. Its not so perfect, so you might get a 30-40%
improvement instead.
Older cars with carburetors automatically
increase the fuel rate to match the increased air flow
going into the cylinders. Modern cars with the fuel
injection will also do this to a point. The fuel-injection
system release on oxygen sensors in the exhaust to
determine if the air-to-fuel ratio is correct, so this system
will automatically increase the fuel flow if a turbo is
added. If a turbocharger with too much boost is added to a
fuel-injector car, the system may not provide enough fueleither the software programmed into the controller
couldnt allow it, or the pump and the injectors are not
capable of supplying it. In this case, other modifications
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will have to be made to get the maximum benefit from the

turbocharger.

POWER AT HIGH ALTITUDES

In most aircraft engines the main benefit of
turbochargers is to maintain manifold pressure as altitude
increases. Since atmospheric pressure reduces as the
aircraft climbs, power drops as a function of altitude in
normally aspirated engines. Aircraft manifold pressure in
western built aircraft is expressed in inches of mercury
(Hg) where 29.92 inches is the standard sea level
pressure. In high performance aircraft, turbo chargers will
provide takeoff manifold pressures in the 30 - 42 inches
Hg range (1 to 1.4 bar). This varies according to aircraft
and engine types. In contrast, the takeoff manifold
pressure of a normally aspirated engine is about 27 inches
of Hg, even at sea level, due to losses in the induction
system (air filter, ducting, throttle body, etc.). As the
turbocharged aircraft climbs, however, the pilot (or
automated system) can close the waste gate forcing more
exhaust gas through the turbocharger turbine thereby
maintaining manifold pressure during the climb, at least
until the critical pressure altitude is reached (when the
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waste gate is fully closed) after which manifold pressure

will fall. With such systems, modern high performance
piston engine aircraft can cruise at altitudes above 20,000
feet where low air density results in lower drag and higher
true airspeeds. Most importantly, this allows flying "above
the weather". In manually controlled waste gate systems
the pilot must take care not to over boost the engine
which will cause pre-ignition leading to engine damage.
Further, since most aircraft turbocharger systems do not
include an intercooler, the engine is typically operated on
the rich side of peak exhaust temperature in order to
avoid overheating the turbocharger. In non high
performance turbo charged aircraft, the turbocharger is
solely used to maintain sea-level manifold pressure during
the climb (this is called turbo-normalizing).

HIGHER CARNOTT EFFICIENCY

Turbochargers are not only used for increasing
the power but also for increasing the Carnot efficiency. It
recovers the waste energy in exhaust and feeds back it to
the engine cylinder. Thus the mass of air entering the
cylinder increases which ensures complete combustion of
fuel. This increased temperature from high pressure gives
higher Carnot efficiency.

DISADVANTAGES
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In contrast to supercharging, the principal

disadvantages of turbo charging are the back pressuring
of the engine and the inefficiencies of the turbine versus
direct drive. The disadvantages of turbine are defined
below.

TURBOLAG
Turbo lag is most problematic when rapid
changes in engine performance are required. Turbo lag is
the time required to change speed and function effectively
in response to a throttle change. For example, this is
noticed as a hesitation in throttle response when
accelerating from idle as compared to a naturally
aspirated engine. Turbocharger doesnt provide an
immediate power boost when you step over the gas. It
takes a second for the turbine to get up to speed before
the boost is produced. This results in a feeling of a lag
when you step on the gas and then the car lungs ahead
when the turbo gets moving.
Throttle lag may be noticeable under any driving
condition, yet becomes a significant issue under
acceleration. This is symptomatic of the time needed for
the exhaust system working in concert with the turbine to
generate enough extra power to accelerate rapidly. A
combination of inertia, friction and compressor load is the
primary contributors to turbo lag. By eliminating the

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turbine, the directly-driven compressor in a supercharger

does not suffer from this problem.
Lag can be reduced in a number of ways:
1. By lowering the rotational inertia of the turbocharger;
for example by using lighter, lower radius parts.
Ceramic turbines and billet compressor wheel can be
used.
2. By changing the aspect ratio of the turbine.
3. By
increasing
the
upper-deck
air
pressure
(compressor discharge) and improving the waste gate
response.
4. By reducing bearing frictional losses; by using a foil
bearing rather than a conventional oil bearing.
5. Variable-nozzle turbochargers greatly reduce lag.
6. By decreasing the volume of the upper-deck piping.
7. By using multiple turbos sequentially or in parallel.

BOOST THRESHOLD
Lag is not to be confused with the boost
threshold. The boost threshold of a turbo system describes
the lower bound of the region within which the compressor
will operate. Below a certain rate of flow at any given
pressure multiplier, a given compressor will not produce
significant boost. This has the effect of limiting boost at
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particular rpm regardless of exhaust gas pressure.

Turbochargers start producing boost only above a certain
exhaust mass flow rate. The boost threshold is determined
by the engine displacement, engine rpm, throttle opening,
and the size of the turbo. Without adequate exhaust gas
flow to spin the turbine blades, the turbo cannot produce
the necessary force needed to compress the air going into
the engine. The point at full throttle in which the mass
flow in the exhaust is strong enough to force air into the
engine is known as the boost threshold rpm. Engineers
have, in some cases, been able to reduce the boost
threshold rpm to idle speed to allow for instant response.
Newer turbocharger and engine developments
have caused boost thresholds to steadily decline.
Electrical boosting ("E-boosting") is a new technology
under development; it uses a high speed electrical motor
to drive the turbocharger to speed before exhaust gases
are available. An alternative to e-boosting is to completely
separate the turbine and compressor into a turbinegenerator and electric-compressor as in the hybrid
turbocharger. This allows the compressor speed to
become independent to that of the turbine. A similar
system utilizing a hydraulic drive system and over speed
clutch arrangement was fitted in 1981 to accelerate the
turbocharger of the MV Canadian.

APPLICATIONS
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Today, turbochargers are most commonly used

on gasoline engines in high-performance automobiles and
diesel engines in transportation and other industrial
equipment. Small cars in particular benefit from this
technology, as there is often little room to fit a large
engine. The turbocharger's small size and low weight have
production and marketing advantage to vehicle
manufacturers. By providing naturally-aspirated and
turbocharged versions of one engine, the manufacturer
can offer two different power outputs with only a fraction
of the development and production costs of designing and
installing a different engine. Usually increased piston
cooling is provided by spraying more lubrication oil on the
bottom of the piston. The compact nature of a
turbocharger
means
that bodywork
and
engine
compartment layout changes to accommodate the more
powerful engine are not needed. The use of parts common
to the two versions of the same engine reduces production
and servicing costs. Recently, several manufacturers have
returned to the turbocharger in an attempt to improve the
tradeoff between performance and fuel economy by using
a smaller turbocharged engine in place of a larger
normally-aspirated engine.
The first production turbocharged automobile
engines came from General Motors in 1962. The Y-body
Oldsmobile Cutlass Jet fire was fitted with a Garrett Air
search turbocharger and the Chevrolet Corvair Monza
Spyder with a TRW turbocharger. Their applications are
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Aircraft turbochargers
Land based turbochargers
Marine based turbochargers
Locomotive turbochargers
Motorsport and performance turbochargers
Auxiliary power generation

AIRCRAFT TURBOCHARGERS
A natural use of the turbocharger is with
aircraft engines. As an aircraft climbs to higher altitudes
the pressure of the surrounding air quickly falls off. At

5,486 m (18,000 ft) the air is at half the pressure of sea

level, and the airframe only experiences half the
aerodynamic drag. However, since the charge in the
cylinders is being pushed in by this air pressure, it means
that the engine will normally produce only half-power at
full throttle at this altitude. Pilots would like to take
advantage of the low drag at high altitudes in order to go
faster, but a naturally aspirated engine will not produce
enough power at the same altitude to do so.
A turbocharger remedies this problem by compressing the
air back to sea-level pressures; or even much higher; in
order to produce rated power at high altitude. Since the
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size of the turbocharger is chosen to produce a given

amount of pressure at high altitude, the turbocharger is
over-sized for low altitude. The speed of the turbocharger
is controlled by a wastegate. Early systems used a fixed
waste gate, resulting in a turbocharger that functioned
much like a supercharger. Later systems utilized an
adjustable wastegate, controlled either manually by the
pilot or by an automatic hydraulic or electric system.
When the aircraft is at low altitude the waste gate is
usually fully open, venting all the exhaust gases
overboard. As the aircraft climbs and the air density drops,
the wastegate must continually close in small increments
to maintain full power. The altitude at which the
wastegate is fully closed and the engine is still producing
full rated power is known as the critical altitude. When the
aircraft climbs above the critical altitude, engine power
output will decrease as altitude increases just as it would
in a naturally-aspirated engine.

CONCLUSION
Turbocharger can be used for utilizing the waste
energy from the engine. Thus it gives a greater
performance for a naturally aspirated engine. It is now
being mostly used in all type of cars for harnessing the
waste energy. As the Petroleum products are being scarce
it is a vice technique to use this turbocharger so that
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maximum amount of energy can be utilized with less

wastage. It also has wide applications in various
automotive fields. The typical boost provided by a
turbocharger is from 4.2 to 5.6 N/cm 2. That is we are
getting 50% more air into the engine. Therefore we should
except to get 50% power, but might get a 30-40%
improvement instead. Thats a great boost for the vehicle.

REFERENCES
1. Automobile engineering-R.B Gupta
H & C publications (2001)
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2. Automobile engineering-''R.K Rajput''

Laxmipublications (2007)
3. Web pages
3.1. http://en.wikipedia.org/wiki/turbocharger
3.2. http://en.turboguide.org/turbocharger
3.3. http://www.g2ic.com/turbocharger

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