Turbocharger

A turbocharger is a power producing
automotive upgrade that uses the wasted
exhaust gasses from the engine of an
automobile to rotate a wheel that when
activated sucks air from the outside into the
engine to produce more power (see figure 1).
Turbo chargers pump more air than a stock
automobile can into the engine. When the
produced air from the turbocharger is
combined with more fuel the automobile
produces more horse power.
Figure 1, This is an example of a completely assembled turbo charger.
Source: www.dieslepowersource.com
The first turbo chargers were engineered by
Alfred Buechi while his turbo chargers arent
like todays turbo chargers. His developments
helped Auguste C.E. Rateau and Sanford A.
Moss further the importance of the turbo
charger. It was Moss who helped develop the
turbo charger to support war efforts. Research
was carried out by Moss to see if turbo chargers
could produce sea level power. This research
was done at Pikes Peak in Colorado and it was
concluded that turbo chargers produced sea
level power at high altitudes. This development
and super chargers. The goal of these two
upgrades is to produce more power by pushing
more air into the engine. They both use fan like
wheels to accomplish this. The only difference is
that turbo chargers us exhaust gasses to turn
the wheel while super chargers use belt systems
from the engine to turn the wheel.
CHRA
The center housing/rotating assembly (CHRA) is
the middle section of the turbo charger. The
CHRA supports the entire turbo charger system
(see figure 2). It is made from cast iron because
iron has a high melting point and the CHRA can
attract much heat due to the hot exhaust gasses
that can reach 1,600F. To protect the CHRA
and internal components from direct contact of
the hot exhaust gasses a heat shield is put into
place. The head shield which has a diameter of
79.5mm cups the bottom of the CHRA that has
a diameter of 79mm. The distance produced
between the CHRA and the heat shield helps to
avoid the overheating of the CHRA (see figure
3).
Figure 2, This is a CHRA on the top Is where the turbine wheel and shaft are placed
into the CHRA. On the side is the oil inlet, while on the other side is the oil outlet.
Source: Taylor Summers

made turbo chargers a solution for military

aircraft to reach higher speeds at high altitudes.
The turbo charger contributed to the Allied
forces victory during World War II. The turbo
charger has since been developed for
automotive applications.

The turbo charger belongs to a class of

upgrades that produce more power for an Figure 3, This is an example of the heat shield which is cupped on the top of the CHRA
as seen in figure 2. Source: Taylor Summers
automobile. There are two main automotive
power upgrades used today. Turbo chargers
The CHRA is hollow in the middle making room securing the turbine wheel, shaft, and
for the bearing system, turbine wheel, and compressor wheel together into one unit.
shaft. The CHRA also houses oil inlets and oil
outlets which allow oil to pass through to Compressor Wheel
lubricate the bearings and shaft. The compressor wheel is similarly shaped like
Turbine Wheel/Shaft the turbine wheel. The compressor wheel
A turbine wheel is a fan shaped wheel that has contains 6 big fins and 6 smaller fins in between
a standard of 10 fins. Connected to the turbine the big fins. The fins are shaped in such a way
wheel is the shaft that that when spun they suck air into the center of
is usually welded on the wheel (see figure 5). It is this air sucked in
(see figure 4). The by the compressor wheel that gets fed into the
turbine wheel is what engine to produce more power. The
comes in direct contact compressor wheel comes in different diameters
with the exhaust depending on the amount of air needed to
gasses leaving the produce a certain amount of power. Generally,
engine. Upon contact the compressor wheel has a diameter of
with the exhaust 62mm,64mm, and 66mm. Because the air being
gasses the turbine sucked in by the compressor wheel is filtered
wheel spins at a speed outside air at cooler temperatures the
more than 100,000 compressor wheel is made from aluminum
rpm. Because the which has a low melting point, but is much
gasses can reach up to lighter than iron.
1,600F the turbine
wheel is made from
iron just like the CHRA.
The turbine wheel size
can vary depending on Figure 4, This is a turbine
wheel and shaft. On the
the application. In the bottom is the turbine wheel
automotive industry with 10 fins connected to it
rising from the wheel is the
the turbine wheel is shaft which is threaded on
the end to make room for
usually either 65mm, the compression nut that
secures the compressor
71mm, or 74mm in wheel.
Source: Taylor Summers
diameter. The shaft
which spins with the
turbine wheel when activated passed through Figure 5, This is an example of a turbine wheel ass seen in the image there
are big fins and small fins. It is engineered in such a way to suck air in
the CHRA and is what connects the compressor towards the center of the wheel. Source: Taylor Summers

wheel to the turbine wheel. The shaft is usually

induction hardened to help prevent wearing
when in contact with the bearing system. The
end of the shaft is threaded. When the shaft
has a compressor wheel placed on it a 8mm
compression nut is threaded onto the shaft
Bearing System primary role of limiting side to side movement
The bearing system is housed inside the CHRA. of the turbo wheel assembly (see figure 7)
The bearing system reduces the up and down
and side to side movement of the turbine
wheel, shaft, and compressor wheel. The
bearings are lubricated through the CHRA.
When lubricated the bearings help the shaft to
spin freely with limited friction when activated.
There are two main bearings used in a turbo
charger.

Thrust Bearing
Journal Bearing Figure 7, This is the journal bearing assembly which limits side to side movement
of the wheel assembly. The two journal bearings are in the top left corner of this
image and the four retaining rings help to secure the journal bearings in the
The thrust bearing has a diameter of 54mm and CHRA. Source: Taylor Summers

a height of 5.4mm. The thrust bearing also has

two thrust collars that go on each side of the
Front oil seal
The front oil seal is what closes off the CHRA
actual thrust bearing when inserted in the
sealing the bearing system so that oil cant
CHRA. The thrust bearing has the primary role
escape. The front oil seal has a diameter of
of limiting the up and down movement of the
54mm. To help the front oil seal from falling out
turbo wheel assembly (see figure 6).
of its designated place in the CHRA the main
retaining ring is added on top of the oil seal. The
retaining ring has a specific grove inside the
CHRA where it can be secured to lock the front
oil seal into place (see figure 8).

Figure 6, This is the thrust bearing assembly. This assembly helps to limit up and
down movement of the wheel assembly when placed in the CHRA. The front two
parts are the thrust collars and the part in the back is the actual thrust bearing.
Source: Taylor Summers
Figure 8, This is the front oil seal assembly on the left is the oil seal, which is
The journal bearing has a diameter of 19mm placed inside the CHRA housing sealing the bearing assembly. On the left is the
main retaining ring which secures the front oil seal in the CHRA.
and a height of 12mm. There are 2 journal Source: Taylor Summers.

bearings inside the CHRA. Securing the journal

bearings inside the CHRA are 4 retaining rings Compressor housing
that are placed on top and bottom of each The compressor housing is what is placed on
bearing inside the CHRA. The retaining rings the top side of the CHRA and houses the
have a special grove inside the CHRA to be compressor wheel. The compressor housing is
secured into. The journal bearing has the made from aluminum because cool air from the
outside passes through it. The compressor
housing is hollow in the middle where the
compressor housing fits. This hollow middle can
have a diameter of 62mm,64mm, or 66mm
depending on the size of the turbine wheel that
is being used. The compressor housing is
shaped in such a way that when air is being
sucked in by the compressor wheel. It redirects
that air into a funnel and eventually into the
engine (see figure 9).
Figure 9, This is the compressor housing in the middle is where the compressor
wheel sits the air is sucked in through that hole and funneled out the port on the
top right of the pace. Source: Taylor Summers.
The compressor housing is secured to the CHRA
by 4 brackets and 8 M8-1.25x15mm black
oxidized steel bolts (see figure 10).
Figure 10, These are the 8 bolts and 4 brackets used to secure the compressor
housing with the CHRA. Source: Taylor Summers
Turbine housing
The turbine housing is placed on the bottom
side of the CHRA, and houses the waste gate
and the turbine wheel. Exhaust gasses are
passed directly through the turbine housing
at1,000 to 1,600F. The turbine housing is
made from cast iron because of the extremely
hot exhaust gasses that pass through it. The
inside of the turbine housing is cut to either
65mm, 71mm, or 74mm depending on the size
of the turbine wheel that it will hold. The
turbine housing is shaped in such a way that it
directs the exhaust onto the fins of the turbine
wheel causing it to spin more than 100,000 rpm
(see figure 11). The turbine hosing also holds a
little port and metal door called a wastegate.
This wastegate opens in certain circumstances
to stop exhaust gases from hitting the turbine
wheel.
Figure 11, This is the turbine housing the exhaust gasses pass through the 2
ports on the left of this image and funnel in side to spin the turbine wheel which
is housed within the turbine housing. Source: Taylor Summers.
To secure the turbine housing to the CHRA 2
brackets and 4 M8-1.25x15mm stainless steel
bolts are inserted into the turbine housing (see
figure 12).
Figure 12, These are the 4 bolts and 2 brackets used to secure the turbine
housing with the CHRA. Source Taylor Summers.
waste gate actuator?
The waste gate actuator is attached to the
outside of the turbo and has a tube that is fed
to the compressor housing. The actuator is set
to 37 to 40 psi, and when that pressure is
reached within the compressor housing the
actuator arm extends opening the wastegate
port inside the turbine housing (see figure 13).
This causes less air to hit the turbine wheel and
slow the spin thus reducing the pressure within
the compressor housing.

Figure 13, This is the waste gate actuator. The hose is hooked to the compressor
housing. The main part on the bottom left corner of the picture is hooked to the
turbine housing. When activated the little arm extends and opens the wastegate
that is house in the turbine housing. Source: Taylor Summers.

Swasey, Zachery. Personal interview. 14 October 2017.

Miller, Jay K. Turbo Real World High-Performance Turbocharger Systems. Car Tech Inc, 2008.