Turbo Engines

MECHFEST 06
A
Technical
Paper Presentation
On
TURBO ENGINE
Submitted by
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Third -ear Mechanical En.ineerin./
0epartment o1 Mechanical En.ineerin./
Shri Sant Ga2anan Mahara2 3olle.e o1 En.ineerin./
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S.S.G.M.C.E., Shegaon
1
Turbo Engines
ABSTRA3T
Internal combustion engines are "breathing" engines. That is to say, they draw
in air and fuel for energy. This energy is realized as power when the air-fuel mixture is
ignited. Afterward, the waste created by the combustion is expelled. All of this is
typically accomplished in four stroes of the pistons. The greater emphasis on fuel
economy, engine responsi!eness, and emissions control has dri!en the "#$I#""%&
towards the de!elopment of turbochargers that ser!e distinct commercial diesel
applications, along with reduction in #'x emmitions.
The basic principal behind turbocharging is fairly simple, but the real thing
behind it is not as simple as it loos. A turbocharger is a !ery complex piece of
machinery. #ot only must the components within the turbocharger itself be precisely
coordinated, but the turbocharger and the engine it ser!ices must also be exactly
matched.
S.S.G.M.C.E., Shegaon
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Turbo Engines
3ONTENTS
+ Introduction 5+
& Turbo En.ine 5&
( >o= turbo System =or#s 5'
' Basic Terminolo.ies 5:
8 0esi.n 3onsiderations 5)
: Optional Turbo ?eatures 5,
@ Superiority O1 Turbo En.ines +&
) Ad$anta.es +(
, Implementation +8
+5 3onclusion +:
++ Re1erences +:
S.S.G.M.C.E., Shegaon
)
Turbo Engines
+ INTRO0U3TION;
*e!elopment in automobiles has reached a systematic and logical extention.
&pecially automobiles today are recognized with their speed + optimum
performance. To ha!e only speed is easy but to ha!e it with optimum performance is
a difficult nut to crac.
,ou-!e heard the word "turbo" tossed around a lot, especially by performance
car enthusiasts. .ut all you now is that it means an engine has more "oomph" to it
than normal. .ut what exactly is going on underneath that hood/ 0et-s open it up and
tae a loo.
& TURBO ENGINES;
The underlying basic truth about engine performance is that power output is
directly tied to the total amount of fuel that can be burned in the engine. 1owe!er, it
taes air to support the combustion of fuel to create usable power, so increasing
power begins with increasing airflow. There are many ways to increase total engine
airflow, such as simply building a bigger engine. The real tric is to design an engine
system that pro!ides the desired engine airflow and power upon demand 2 without
doing wor necessary to pump that extra air into and out of the engine 3and the fuel
that must be mixed with it4 when there5s not a demand for it. Ideally, this would be a
small engine with huge power potential. &uch an ideal design couples power with
economy and efficiency 2 re6uirements that seem to be contradictory. 7ortunately,
such a design solution is both possible and practical. The answer to the abo!e
dilemma is turbo engines. A turbo can be a simpler, more compact way to add power,
especially for an aftermaret accessory. A turbo can significantly boost an engine-s
horsepower without significantly increasing its weight, which is the huge benefit that
maes turbo engines so popular8
7or a gi!en displacement you ha!e to mae power with %9: on a naturally
aspirated engine. If you ha!e a turbocharger, you mae power with boost, and
e!erything being e6ual, at lower %9:, with less friction and with better fuel
economy."
The turbo engine unlie a naturally aspirated engine uses forced induction for
its operation. 7orced induction by pressurizing the intae of combustion ingredients
increases the effecti!e capacity of the engine without an increase in physical size. The
S.S.G.M.C.E., Shegaon
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Turbo Engines
forced induction approach has the ad!antage that the intae pressure may be regulated
according to the engine speed, thus pro!iding power from extra capacity at high
speed, but without wasting fuel at lower speeds.
The ad!anced features a turbo engine has which naturally aspirated engines
don5t <
Turbocharger.
=harge air cooler.
Turbochar.er ;
A turbocharger is an exhaust gas dri!en supercharger. A turbocharger
increases the power output of an engine while sur!i!ing extreme operating
conditions. The typical boost pro!ided by a turbocharger is > to ? pounds per s6uare
inch 3psi4. &ince normal atmospheric pressure is 1;.@ psi at sea le!el, you can see that
you are getting about AB percent more air into the engine. Therefore, you would
expect to get AB percent more power. It-s not perfectly efficient, so you might get a
(54 to '54percent impro$ement instead.
Turbochargers are a type of forced induction system. They compress the air
flowing into the engine . The ad!antage of compressing the air is that it lets the
engine s6ueeze more air into a cylinder, and more air means that more fuel can be
added. Therefore, you get more power from each explosion in each cylinder. A
S.S.G.M.C.E., Shegaon
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Turbo Engines
turbocharged engine produces more power o!erall than the same engine without the
charging. This can significantly impro!e the power-to-weight ratio for the engine.
In order to achie!e this boost, the turbocharger uses the exhaust flow from the
engine to spin a turbine, which in turn spins an air pump. The turbine in the
turbocharger spins at speeds of up to 1AB,BBB rotations per minute 3rpm4 -- that-s
about )B times faster than most car engines can go. And since it is hooed up to the
exhaust, the temperatures in the turbine are also !ery high.
Types o1 turbochar.ers;
!NT 6!ariable NoAAle Turbine Turbochar.er7
$enerates a higher air density at low engine speeds, allowing a greater input
of fuel for the same air-fuel ratio, increasing power while maing engines more fuel-
efficient and cleaner burning. This technology impro!es low-speed dri!eability and
high-speed fuel economy.
Multi$ane !ariable Geometry Turbochar.er =ith Rotary Electric Actuator
"mploys a mobile multi!ane system composed of a number of !anes that
pi!ot on their axis to modify the cross section. An electronically controlled rotary
electric actuator helps to channel exhaust gas to the turbine wheel, enabling more
precise control of boost pressure o!er the engine5s entire load and speed range. The
result is impro!ed tor6ue, superior fuel economy and compatibility with on-board
diagnostics systems.
Slide$ane Turbochar.er
C#T &lide!ane models employ a mobile nozzle piston system to modify the
cross section and offer :ulti!aneD !ariable technology in a simpler, more cost-
effecti!e pacage on applications in the (.B- to (.A-liter range.
Intercooler ;
An intercoolers primary function is to cool the charge of air after it has been
heated due to boosting and the heat that is produced by turbo before sending the air
into the engine .as the air is cooled, it becomes denser , and denser air maes for
better combustion and more power.
In order to increase the power of the engine, the goal is to get more air
molecules into the cylinder, not necessarily more air pressure. Additionally, the
S.S.G.M.C.E., Shegaon
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Turbo Engines
denser, cooler air helps increase the total amount of boost possible without causing
engine nocing. Air to air intercoolers need to be mounted so as to maximize air
flow and promote efficient cooling. :ost cars such as the &aab 3except the &ubaru
E%F based G-(F Aero4, :itsubishi 0ancer "!olution, Colswagen and Audi use
front mounted intercooler3s4 37:I=4 mounted !ertically near the front bumper, in line
with the car-s radiator.
( >OB A TURBO S-STEM BORCS;
If we want our small engine to perform lie a big engine, or simply mae our
bigger engine produce more power, our ultimate obHecti!e is to draw more air into the
cylinder. .y installing a turbocharger, the power and performance of an engine can be
dramatically increased.&o how does a turbocharger get more air into the engine/ 0et
us first loo at the schematic below<
The turbocharger is bolted to the eDhaust mani1old of the engine. The exhaust
from the cylinders spins the turbine, which wors lie a gas turbine engine. The
turbine is connected by a shaft to the compressor, which is located between the air
filter and the intae manifold. The compressor pressurizes the air going into the
pistons.
>o= a turbochar.er is plumbed in a car
The exhaust from the cylinders passes through the turbine blades, causing
the turbine to spin. The more exhaust that goes through the blades, the faster they
spin. 'n the other end ,of the shaft
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Turbo Engines
that the turbine is attached to the compressor The compressor is a type of centrifugal
pump -- it draws air in at the center of its blades and flings it outward as it spins and
pumps air into the cylinders. The air compressed into the cylinder raises the air5s
density 3mass I unit !olume4 :any turbocharged engines ha!e a charge air cooler
3intercooler4 3that cools the compressed air to further increase its density and to
increase resistance to detonation. After passing through the intae manifold, the air
enters the engine5s cylinders, which contain a fixed !olume. &ince the air is at
ele!ated density, each cylinder can draw in an increased mass flow rate of air. 1igher
air mass flow rate allows a higher fuel flow rate 3with similar airIfuel ratio4.
=ombusting more fuel results in more power being produced for a gi!en size or
displacement .
Inside a turbochar.er
After the fuel is burned in the cylinder it is exhausted during the cylinder5s
exhaust stroe in to the exhaust manifold The high temperature gas then continues on
to the turbine . The turbine creates bacpressure on the engine which means engine
exhaust pressure is higher than atmospheric pressure. A pressure and temperature drop
occurs 3expansion4 across the turbine , which harnesses the exhaust gas5s energy to
pro!ide the power necessary to dri!e the compressor. The compressor is a type of
centrifugal pump -- it draws air in at the center of its blades and flings it outward as it
spins.
In order to handle speeds of up to 1AB,BBB rpm, the turbine shaft has to be
supported !ery carefully. :ost bearings would explode at speeds lie this, so most
S.S.G.M.C.E., Shegaon
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Turbo Engines
turbochargers use a 1luid bearin.. This type of bearing supports the shaft on a thin
layer of oil that is constantly pumped around the shaft. This ser!es two purposes< It
cools the shaft and some of the other turbocharger parts, and it allows the shaft to spin
without much friction.
' BASI3 TERMINOEOGIES;
+ A<R
AI% describes a geometric characteristic of all compressor and turbine
housings. It is defined as the inlet cross-sectional area di!ided by the radius from the
turbo centerline to the centroid of that area.
- G -I#T%'*J=TI'# &ubHect<
=ompressor AI% - =ompressor performance is largely insensiti!e to changes
in AI%, but generally larger AI% housings are used to optimize the
performance for low boost applications, and smaller housings are used for
high boost applications. Jsually there are not AI% options a!ailable for
compressor housings.
Turbine AI% - Turbine performance is greatly affected by changing the AI% of
the housing. Turbine AI% is used to adHust the flow capacity of the turbine.
Jsing a smaller AI% will increase the exhaust gas !elocity into the turbine
wheel, causing the wheel to spin faster at lower engine %9:s gi!ing a
6uicer boost rise. This will also tend to increase exhaust bacpressure and
reduce the max power at high %9:. =on!ersely, using a larger AI% will
lower exhaust gas !elocity, and delay boost rise, but the lower bacpressure
will gi!e better high %9: power. Ehen deciding between AI% options, be
S.S.G.M.C.E., Shegaon
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Turbo Engines
realistic with the intended !ehicle use and use the AI% to bias the
performance toward the desired powerband.
& 3>RA 3=enter 1ousing + %otating Assembly4
The =1%A is essentially a turbocharger minus the compressor and turbine
housings.
(3lipped Turbine Bheel
Ehen an angle is machined on the turbine wheel exducer 3outlet side4, the
wheel is said to be "clipped". =lipping causes a minor increase in the wheel-s flow
capabilityK howe!er, it dramatically lowers the turbo efficiency. This reduction in
efficiency causes the turbo to come up on boost at a later engine speed 3ex. increased
turbo lag4. 1igh performance applications should ne!er use a clipped turbine wheel.
All turbos use modern unclipped turbine wheels.
' Trim
Trim is an area ratio used to describe both turbine and compressor wheels.
Trim is calculated using the inducer and exducer diameters.
"xample<
Inducer diameter L ??mm
"xducer diameter L 11@.Amm
Trim L Inducer
(
I"xducer
(
Trim L ??
(
I11@.A
(
L A> Trim
As trim is increased, the wheel can support more airIgas flow.
8 Boost Threshold;
.oost threshold is the engine speed at which there is sufficient exhaust gas
flow to generate positi!e manifold pressure, or boost.
: Boost Spi#e;
A boost spie is a brief period of uncontrolled boost, usually encountered in
lower gears during the onset of boost. Typically spies occur when the boost
controller cannot eep up with the rapidly changing engine conditions.
S.S.G.M.C.E., Shegaon
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Turbo Engines
@ Boost 3reep;
.oost creep is a condition of rising boost le!els past what the predetermined
le!el has been set at. .oost creep is caused by a fully opened Eastegates not being
able to flow enough exhaust to bypass the housing !ia the Eastegates
8 0ESIGN 3ONSI0ERATIONS ;
Be1ore =e tal# about the desi.n tradeo11s/ =e need to tal# about some o1
the possible problems =ith turbochar.ers that the desi.ners must ta#e into
account
Too Much Boost;
Eith air being pumped into the cylinders under pressure by the turbocharger,
and then being further compressed by the piston, there is more danger of noc.
Cnoc#in. happens because as you compress air, the temperature of the air increases.
The temperature may increase enough to ignite the fuel before the spar plug fires.
=ars with turbochargers often need to run on higher octane fuel to a!oid noc. If the
boost pressure is really high, the compression ratio of the engine may ha!e to be
reduced to a!oid nocing.
Turbo Ea.;
'ne of the main problems with turbochargers is that they do not pro!ide an
immediate power boost when you step on the gas. It taes a second for the turbine to
get up to speed before boost is produced. This results in a feeling of lag when you
step on the gas, and then the car lunges ahead when the turbo gets mo!ing.
'ne way to decrease turbo lag is to reduce the inertia of the rotating parts, mainly by
reducing their weight. This allows the turbine and compressor to accelerate 6uicly,
and start pro!iding boost earlier.
Small $s Ear.e Turbochar.er;
S.S.G.M.C.E., Shegaon
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Turbo Engines
'ne sure way to reduce the inertia of the turbine and compressor is to mae
the turbocharger smaller. A small turbocharger will pro!ide boost more 6uicly and at
lower engine speeds, but may not be able to pro!ide much boost at higher engine
speeds when a really large !olume of air is going into the engine. It is also in danger
of spinning too 6uicly at higher engine speeds, when lots of exhaust is passing
through the turbine.
A large turbocharger can pro!ide lots of boost at high engine speeds, but may
ha!e bad turbo lag because of how long it taes to accelerate its hea!ier turbine and
compressor.
In the next section, we-ll tae a loo at the optional turbo features which will
help us o!ercome these challenges.
: OPTIONAE TURBO ?EATURES;
Blo=4O11 6Bypass7 !al$es <
The .low-'ff !al!e 3.'C4 is a pressure relief de!ice on the intae tract to
pre!ent the turbo5s compressor from going into surge. The .'C should be installed
between the compressor discharge and the throttle body, preferably downstream of
the charge air cooler 3if e6uipped4. Ehen the throttle is closed rapidly, the airflow is
6uicly reduced, causing flow instability and pressure fluctuations. These rapidly
cycling pressure fluctuations are the audible e!idence of surge. &urge can e!entually
lead to thrust bearing failure due to the high loads associated with it.
.low-'ff !al!es use a combination of manifold pressure signal and spring
force to detect when the throttle is closed. Ehen the throttle is closed rapidly, the
.'C !ents boost in the intae tract to atmosphere to relie!e the pressureK helping to
eliminate the phenomenon of surge.
Baste.ates <
S.S.G.M.C.E., Shegaon
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Turbo Engines
'n the exhaust side, a Eastegates pro!ides us a means to control the boost
pressure of the engine. &ome commercial diesel applications do not use a Eastegates
at all. This type of system is called a free-floating turbocharger.
1owe!er, the !ast maHority of gasoline performance applications re6uire a
Eastegates. There are two 3(4 configurations of Eastegates, internal or eDternal.
.oth internal and external Eastegates pro!ide a means to bypass exhaust flow from
the turbine wheel. .ypassing this energy 3e.g. exhaust flow4 reduces the power
dri!ing the turbine wheel to match the power re6uired for a gi!en boost le!el. &imilar
to the .'C, the Eastegates uses boost pressure and spring force to regulate the flow
bypassing the turbine.
Internal Eastegates are built into the turbine housing and consist of a MflapperN
!al!e, cran arm, rod end, and pneumatic actuator. It is important to connect this
actuator only to boost pressureK i.e. it is not designed to handle !acuum and as such
should not be refe.
EDternal Eastegates are added to the exhaust plumbing on the exhaust manifold or
header. The ad!antage of external Eastegates is that the bypassed flow can be
reintroduced into the exhaust stream further downstream of the turbine. This tends to
impro!e the turbine5s performance. 'n racing applications, this Eastegated exhaust
flow can be !ented directly to atmosphere.
Oil F Bater Plumbin.;
The intae and exhaust plumbing often recei!es the focus lea!ing the oil and
water plumbing neglected.
.all bearing turbochargers re6uire less oil than Hournal bearing turbos.
Therefore an oil inlet restrictor is recommended if oil pressure is o!er about >B psig.
The oil outlet should be plumbed to the oil pan abo!e the oil le!el 3for wet sump
systems4. &ince the oil drain is gra!ity fed, it is important that the oil outlet points
downward, and that the drain tube does not become horizontal or go MuphillN at any
point.
S.S.G.M.C.E., Shegaon
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Turbo Engines
7ollowing a hot shutdown of a turbocharger, heat soa begins. This means that
the heat in the head, exhaust manifold, and turbine housing finds it way to the turbo5s
center housing, raising its temperature. These extreme temperatures in the center
housing can result in oil coing.
To minimize the effects of heat soa-bac, water-cooled center housings were
introduced. These use coolant from the engine to act as a heat sin after engine
shutdown, pre!enting the oil from coing. The water lines utilize a thermal siphon
effect to reduce the pea heat soa-bac temperature after ey-off. The layout of the
pipes should minimize peas and troughs with the 3cool4 water inlet on the low side.
To help this along, it is ad!antageous to tilt the turbocharger about (AO about the axis
of shaft rotation.:any $arrett turbos are water-cooled for enhanced durability
3eramic Turbine Blades;
=eramic turbine blades are lighter than the steel blades used in most
turbochargers. Again, this allows the turbine to spin up to speed faster, which reduces
turbo lag.
"ournal Bearin.s $s Ball Bearin.s;
The Hournal bearing has long been the brawn of the turbocharger, howe!er a
ball-bearing cartridge is now an affordable technology ad!ancement that pro!ides
significant performance impro!ements to the turbocharger.
.all bearing inno!ation began as a result of wor with the $arrett :otorsports
group for se!eral racing series where it recei!ed the term the Pcartridge ball bearing5.
The cartridge is a single slee!e system that contains a set of angular contact ball
bearings on either end, whereas the traditional bearing system contains a set of
Hournal bearings and a thrust bearing
SeGuential Turbochar.ers;
&ome engines use t=o turbochar.ers of different sizes. The smaller one
spins up to speed !ery 6uicly, reducing lag, while the bigger one taes o!er at higher
engine speeds to pro!ide more boost.
S.S.G.M.C.E., Shegaon
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Turbo Engines
@ SUPERIORIT- O? TURBO3>ARGERS ;
As pre!iously mentioned, it taes additional airflow to support the combustion
of extra fuel to increase power. To be a little more technical, it taes additional
oxygen to support the combustion of more fuel. There are ways to simulate increased
airflow without actually doing it, but such trics ha!e their short comings. 7or
example, we can get that extra oxygen by introducing oxygen-bearing compounds to
the airIfuel mixture entering the engine. 0ets loo at acouple of ways this is
commonly done, and why turbocharging is a better solution. 'ne common method of
boosting power by increasing the oxygen a!ailable for combustion is to inHect nitrous
oDide, along with extra fuel, into the engine5s intae system. Ehen the nitrous oxide
enters the engine5s cylinders, compression heat causes the nitrous oxide to separate
into nitrogen gas and oxygen. That oxygen supports the combustion of the extra fuel.
A nitrous oxide inHection system can offer a substantial increase in power while the
nitrous oxide and fuel are being inHected. &uch systems are initially less expensi!e
than more durable forms of power enhancement such as turbocharging, but there are
some big disad!antages. :ost notably, the power gain only occurs while the nitrous
oxide and extra fuel are being inHected, and it taes 6uite a substantial amount of
nitrous oxide to produce significant power gains. This compressed nitrous oxide must
be carried aboard the !ehicle in a separate high-pressure tan. In most cases, it is
impractical to carry more than >B seconds worth of nitrous oxide aboard the !ehicle.
This means nitrous oxide inHection is not practical for sustained power output. "!en
when used only occasionally for short spurts, the tan must be fre6uently refilled at a
nitrous oxide supply station, such as a speed shop. This is both incon!enient and an
on-going expense. Turbocharging has no on-going expenses.
Another way of increasing a!ailable oxygen for combustion is to use an
oDy.en4bearin. 1uel, such as nitro methane, propylene oxide, or some other exotic
fuel blend. &uch oxygen bearing fuels can produce notable power on demand, but
they are dangerous to handle, often re6uire special fuel inHection plumbing, do not
pro!ide good fuel efficiency or economy, they tend to damage parts, and they are !ery
expensi!e. :any exotic fuels are also unstable or corrosi!e, which means they can5t
be left in the !ehicle between uses. "xotic fuels are not readily a!ailable either, which
usually limits the distance a !ehicle can be dri!en to the fuel carried onboard. If you
S.S.G.M.C.E., Shegaon
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Turbo Engines
need the con!enience, safety, and economy of pump gasoline, such exotic fuels are
definitely not a good alternati!e or !alue. #or canexotic fuels alone generate huge
increases in power output. The only !iable solution remaining is to dramatically
increase total engine airflow to get the extra oxygen re6uired to support the
combustion of more fuel for additional power. To get this re6uired additional air flow
turbochargers are used.
) A0!ANTAGES;
Turbochar.ed en.ines are smaller and li.hter;
Eith a turbo, it taes less engine to mae more power. To mae a naturally-
aspirated engine more powerful, you need to increase its capacity and its bul.
Turbochar.ed en.ines are easier to re.ulate po=er;
"ngines are constantly e!ol!ing and becoming more powerful, sometimes at
the expense of dri!er safety. 7or the racing sanctioning body concerned with safety,
controlling the speed of a turbocharged car is as simple as reducing the turbo-s boost.
A naturally-aspirated engine, on the other hand, must be drastically re-engineered
when the horsepower it generates becomes excessi!e.
Turbochar.ed race en.ines are less eDpensi$e/ and more reliable;
Turbocharged engines don-t ha!e to rely on exotic, expensi!e materials to
reduce reciprocating mass. As naturally-aspirated engines become larger to increase
power, the stress due to the necessary increase in engine %:9 and increased
reciprocating mass placed on their !arious components also increases.
Turbochar.ed en.ines are Guieter;
The turbocharger on an engine acts as a natural muffler, minimizing engine
noise and pro!iding a more spectator-friendly en!ironment at the races
Impro$ed E11iciency;
#ew, efficient turbine stages deli!er more power to engine and allow
turbochargers to spool up faster than e!er. $T ha!e eliminated old efficiency illers,
S.S.G.M.C.E., Shegaon
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Turbo Engines
including on-center turbine housings, clipped turbine wheels, and anti6uated
aerodynamics with the new $T product line.
Sa1er;
A turbocharged engine can generate as much as @ times more power than a
naturally aspirated 3non-turbocharged4 engine of e6ui!alent displacement. 7or
example, 7ormula 1 1.A0 turbocharged engines produced more than 1BBB19. In more
standard applications, it is realistic to double the power of a gi!en engine through
turbocharging, maing !ehicles more responsi!e and safer to dri!e. Turbochargers
also pre!ent the loss of power at high altitudes, thus pro!iding significant ad!antages
to turbocharged trucs and off-road machinery.
More economical;
Turbochargers harness and recycle the energy produced by automobile
engines, transforming more of the fuel energy consumed into power by creating less
parasitic heat and friction. As a result, turbocharged engines deli!er significant fuel
cost ad!antages o!er their naturally-aspirated counterparts.
Greener;
.ecause a turbocharger deli!ers more air to the engine, fuel combustion is
easier, more thorough and therefore cleaner. Today5s turbocharged diesel engines
produce ABQ less #'x and ='
(
emissions than con!entional engines.
More ?un;
Turbochargers deli!er greater tor6ue which, in turn, translates into impro!ed
performance on the road and mae dri!ing a real pleasure.

?leDibility;
=an be efficiently used for diesel and petrol engines of hea!y, medium duty
and two wheelers as well.
S.S.G.M.C.E., Shegaon
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Turbo Engines
, IMPEEMENTE0 B-;
1. :itsubishi &tarion.
(. #issan &yline.
). 0otus.
;. :ercedes.
A. 9orsche.
>. 1yundai.
@. 1arley *a!idson RRR.. and many more.
S.S.G.M.C.E., Shegaon
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Turbo Engines
+5 3ON3EUSION;
Today5s auto world is the world of fast and furious automobiles. Attempts for
hie in speed and power with impro!ement in fuel economy and engine response are
thus being made. Turbo engines are one the best solutions that offers optimum speed
and power with se!eral additional features such as high boost at lower speed,
utilization of waste gas energy, high power to weight ratio, en!ironmental friendly.
Thus the turbo engines play an important role in enhancement of engine
woring parameters.
++ RE?EREN3ES;
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===ho=stu11=or#scom
====i#ipediacom
===saeindiacom
?ormula + Technolo.y by Peter Bri.ht

S.S.G.M.C.E., Shegaon
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