Have a question ask me please, I'm still building this page and know there is much more to put on it. Email is watercatwn6535nd@yahoo.com
TURBO CHARGING
TURBO CHARGING IS BY FAR THE BEST DOLLAR TO HP MONEY CAN BUY THAT DOES NOT REQUIRE REFILLING NITROUS OXIDE TANKS.
FYI TURBO CHARGERS INSTALLED CORRECTLY WITH PROPER COOLING DO NOT REDUCE THE LIFE OF A ENGINE
(COMMERCIAL INDUSTRIAL ENGINES RUN hundreds of thousands of MILES AND YEARS)
Lets go over how the sausage is made here so everyone understands how forced induction is used. (turbo)(supercharger)
I have always found it easier to start with a description of how or why airplanes use turbo chargers to help people catch on quicker to how it creates power in the car or boats/hovercraft.
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 meters or (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 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 waste-gate. Early systems used a fixed waste-gate, resulting in a turbocharger that functioned much like a supercharger. Later systems utilized an adjustable waste-gate, 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 waste-gate must continually close in small increments to maintain full power. The altitude at which the waste-gate 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.
The G10T is the factory Geo name for the Geo Metro engine
This is an inline 1.0 liter 3 cylinder four stroke cycle gasoline engine utilizing aluminum alloy for the block, cylinder head and pistons. It is equipped with either a carburetor or electronic fuel injection with a IHI RHB31/32 turbocharger and either MPFI or a carburetor. It has a single overhead camshaft driving six valves.
A 73.9 mm (2.91 in) bore and 77 mm (3.03 in) stroke give the engine a total of 1.0 L (993 cc/60 in³) of displacement. It produces 48 hp (36 kW) at 5100 rpm and 77 N·m (57 lb·ft) at 3200 rpm with 9.5:1 compression in the carburated model, 55 hp (41 kW) at 5700 rpm and 79 N·m (58 lb·ft) at 3300 rpm in the fuel injected model. The original home market version originally offered a carburetor 60 hp (45 kW) JIS at 5500 rpm, later power output fluctuated around 52-55 hp
YEAH IT'S GOT A HEMI (Well it might depending on the year)
From 1984 to 1988 the standard G10 engine used a hemispherical head carburetor design with mechanical lifters. From 1989 to 2001 the engine received updates in the form of throttle body injection and hydraulic lifters. A de-tuned 49 hp (37 kW) unit, with a slightly different camshaft, 2-ring pistons and differently tuned engine control unit, was used in the ultra-fuel-efficient Geo Metro XFi model, which delivered as much as 58 miles per gallon. In the US, the G10 in the 2000 Chevrolet Metro became the last engine available on an American-sold vehicle to use throttle body injection for fuel delivery.
Through the 1985-1991 model years a turbocharged MPFI version of the G10 was offered in some markets. This engine delivered 73 hp (54 kW) at 4500 rpm and 115 lb·ft (156 N·m) at 3500 rpm. This turbocharged engine, with mechanical lifters, was available in both the US and Canadian Firefly/Sprint/Forsa from 1987-88. Only the Canadian Firefly/Sprint had this option, with hydraulic lifters, in the 1989-1991 model years. In the domestic Japanese market, the car was originally carburated (80 hp JIS @ 5500 rpm, 118 N·m (87 lb·ft) @ 3500 rpm) and went on sale in June 1984. In October 1987, along with a facelift, the home market Turbo received fuel injection and power output went up to 82 hp (61 kW) JIS, torque to 120 N·m (89 lb·ft). It was a short-lived version, however, as by September 1988 the car was no longer on sale in Japan.
As is inherent in the physics of the straight-3 engine, the G10 tends not to idle as smoothly as other engines such as a straight-6 engine.
This engine has a non-interference valve train design.
This is an inline 1.0 liter 3 cylinder four stroke cycle gasoline engine utilizing aluminum alloy for the block, cylinder head and pistons. It is equipped with either a carburetor or electronic fuel injection with a IHI RHB31/32 turbocharger and either MPFI or a carburetor. It has a single overhead camshaft driving six valves.
A 73.9 mm (2.91 in) bore and 77 mm (3.03 in) stroke give the engine a total of 1.0 L (993 cc/60 in³) of displacement. It produces 48 hp (36 kW) at 5100 rpm and 77 N·m (57 lb·ft) at 3200 rpm with 9.5:1 compression in the carburated model, 55 hp (41 kW) at 5700 rpm and 79 N·m (58 lb·ft) at 3300 rpm in the fuel injected model. The original home market version originally offered a carburetor 60 hp (45 kW) JIS at 5500 rpm, later power output fluctuated around 52-55 hp
YEAH IT'S GOT A HEMI (Well it might depending on the year)
From 1984 to 1988 the standard G10 engine used a hemispherical head carburetor design with mechanical lifters. From 1989 to 2001 the engine received updates in the form of throttle body injection and hydraulic lifters. A de-tuned 49 hp (37 kW) unit, with a slightly different camshaft, 2-ring pistons and differently tuned engine control unit, was used in the ultra-fuel-efficient Geo Metro XFi model, which delivered as much as 58 miles per gallon. In the US, the G10 in the 2000 Chevrolet Metro became the last engine available on an American-sold vehicle to use throttle body injection for fuel delivery.
Through the 1985-1991 model years a turbocharged MPFI version of the G10 was offered in some markets. This engine delivered 73 hp (54 kW) at 4500 rpm and 115 lb·ft (156 N·m) at 3500 rpm. This turbocharged engine, with mechanical lifters, was available in both the US and Canadian Firefly/Sprint/Forsa from 1987-88. Only the Canadian Firefly/Sprint had this option, with hydraulic lifters, in the 1989-1991 model years. In the domestic Japanese market, the car was originally carburated (80 hp JIS @ 5500 rpm, 118 N·m (87 lb·ft) @ 3500 rpm) and went on sale in June 1984. In October 1987, along with a facelift, the home market Turbo received fuel injection and power output went up to 82 hp (61 kW) JIS, torque to 120 N·m (89 lb·ft). It was a short-lived version, however, as by September 1988 the car was no longer on sale in Japan.
As is inherent in the physics of the straight-3 engine, the G10 tends not to idle as smoothly as other engines such as a straight-6 engine.
This engine has a non-interference valve train design.
It's all about fuel pressure and volume, lets go over some facts and info
Basic Fuel Pump Concepts
In the context of the users of this website, a fuel pump is a device used to transport gasoline from the gas tank of the vehicle to the engine. Several different "divisions of two" can be applied to fuel pumps. The first is their actuation: mechanical or electrical. Mechanical fuel pumps uses action driven by the rotation of the engine itself to pump the fuel. While they have been used for fuel injected engines, it is not as practical because these engines need a minimum amount of fuel pressure to start. While some fuel pressure can be generated by the starter turning the motor, it is much more practical to use an electrical fuel pump which can supply fully operating pressure the moment that the ignition is switched on (and even before the engine rotates.)
Automotive fuel pumps can be broken into two categories: Fuel pumps for carburetor-equipped engines and fuel pumps for fuel injected engines. These pumps are very different. Because a carburetor does not generally use pressure to inject fuel into the engine, only a very few pounds of pressure (typically less than 10 psi) are required to push fuel into a bowl. The vacuum created by the rush of air into the engine sucks the fuel out of the bowl and into the intake, requiring no additional pressure from a pump.
Fuel pumps for fuel injected engines have an entirely different purpose. Not only do they provide the fuel to the engine, they must provide it in sufficient force so that a strong spray of atomized fuel is pushed into the intake airstream before being carried into the engine. The pressure of the fuel at the fuel injector is typically required to be in the 35 to 45 psi range. Several sources use 43.5 psi as a "standard" although this is not always the case. Some electric fuel pump kits are designed for standard pressure levels as low as 12 psi or as high as 73 psi.
The automotive fuel injection fuel pumps can be further divided into "in-tank" and "inline". This refers to the location of the fuel pump and is self explanatory. All of these fuel pumps are cooled and lubricated by the fuel that passes through them, so it is necessary that a continuous flow of fuel be realized.
Calculating Fuel Requirements
Determining how much fuel your fuel pump needs to be able to provide is no mystery. It's simple mathematics. The engine in your car takes in air and fuel and converts them to horsepower. The amount of horsepower your engine can make is a function of things like the size of the engine, the compression ratio, the boost (in turbo/super-charged applications) and several other variables. To make this horsepower, your engine will consume a certain amount of fuel. That amount is referred to as the "Brake Specific Fuel Consumption", or BSFC. The BSFC is generally estimated to be between 0.45 and 0.50 for most naturally-aspirated (non-turbo/super-charged) engines, and between .55 and .60 for turbo/super-charged engines.
I used to go through all of the mathematical conversions but most folks just want the bottom line, so here is what I suggest. Multiply horsepower by .47 (force-induction motors) to come up with a fairly accurate guide to how many liters per hour of fuel you will need to feed the engine. For example, if you are building a really hot little 3/4 cylinder turbocharged engine and plan to make about 120HP, you would need a fuel pump that can produce about about 56.4 liters per hour (56.4 * 0.47). Plus you add about a 25% buffer for WOT throttle
It is critical that the fuel pump in your fuel-injected vehicle is able to produce at least as much or more volume over time than the engine requires. If the fuel pump is unable to meet the fuel requirements then the fuel mixture will become lean and the engine will go into pre-detonation and will eventually destroy itself. Unfortunately, many stock fuel pumps are capable of providing enough fuel for only the capabilities of the engine as designed and installed by the manufacturer. Users who seek higher horsepower output from their vehicles increase fuel requirements. The stock fuel pump often becomes dangerously inadequate to provide fuel to the heavily modified engine. Since additional flow above engine requirements will simply be returned to the fuel tank, too much flow is a far better thing that too little.
Enlarging fuel line size increases volume with stock and high performance pumps. Some times you may be able to just increase the fuel line size with a stock pump. But this requires removing the fuel tank and enlarging the line size passing through the tank as well. Your line is only as big as the smallest restriction.
Determining how much fuel your fuel pump needs to be able to provide is no mystery. It's simple mathematics. The engine in your car takes in air and fuel and converts them to horsepower. The amount of horsepower your engine can make is a function of things like the size of the engine, the compression ratio, the boost (in turbo/super-charged applications) and several other variables. To make this horsepower, your engine will consume a certain amount of fuel. That amount is referred to as the "Brake Specific Fuel Consumption", or BSFC. The BSFC is generally estimated to be between 0.45 and 0.50 for most naturally-aspirated (non-turbo/super-charged) engines, and between .55 and .60 for turbo/super-charged engines.
I used to go through all of the mathematical conversions but most folks just want the bottom line, so here is what I suggest. Multiply horsepower by .47 (force-induction motors) to come up with a fairly accurate guide to how many liters per hour of fuel you will need to feed the engine. For example, if you are building a really hot little 3/4 cylinder turbocharged engine and plan to make about 120HP, you would need a fuel pump that can produce about about 56.4 liters per hour (56.4 * 0.47). Plus you add about a 25% buffer for WOT throttle
It is critical that the fuel pump in your fuel-injected vehicle is able to produce at least as much or more volume over time than the engine requires. If the fuel pump is unable to meet the fuel requirements then the fuel mixture will become lean and the engine will go into pre-detonation and will eventually destroy itself. Unfortunately, many stock fuel pumps are capable of providing enough fuel for only the capabilities of the engine as designed and installed by the manufacturer. Users who seek higher horsepower output from their vehicles increase fuel requirements. The stock fuel pump often becomes dangerously inadequate to provide fuel to the heavily modified engine. Since additional flow above engine requirements will simply be returned to the fuel tank, too much flow is a far better thing that too little.
Enlarging fuel line size increases volume with stock and high performance pumps. Some times you may be able to just increase the fuel line size with a stock pump. But this requires removing the fuel tank and enlarging the line size passing through the tank as well. Your line is only as big as the smallest restriction.
Introduction to forced air
Forced induction is used in the automotive industry to increase engine power and efficiency. It is not commonly used, however, because a forced induction system is expensive and cumbersome, and the engine must be specifically designed to handle it effectively. A forced induction engine is essentially two compressors in series. The compression stroke of the engine is the main compression that every engine has. An additional compressor fed into the intake of the engine makes it a forced induction. A compressor feeding pressure into another greatly increases the total compression ratio of the entire system. This intake pressure is called boost. Higher compression engines have the benefit of maximizing the amount of useful energy extracted per unit of fuel. Therefore, the thermal efficiency of the engine is increased in accordance with the vapor power cycle analysis of the second law of thermodynamics.[1] The reason all engines are not high compression is because low octane fuel is most commonly available. Low octane fuel will detonate with a higher than normal compression ratio. A forced induction engine can have a higher total compression without detonation because the air charge can be cooled after the first stage of compression. Whereas, high compression on a naturally aspirated engine can increase the temperature to the detonation threshold easier because it lacks the intermediate cooling stage.
Forced induction is used in the automotive industry to increase engine power and efficiency. It is not commonly used, however, because a forced induction system is expensive and cumbersome, and the engine must be specifically designed to handle it effectively. A forced induction engine is essentially two compressors in series. The compression stroke of the engine is the main compression that every engine has. An additional compressor fed into the intake of the engine makes it a forced induction. A compressor feeding pressure into another greatly increases the total compression ratio of the entire system. This intake pressure is called boost. Higher compression engines have the benefit of maximizing the amount of useful energy extracted per unit of fuel. Therefore, the thermal efficiency of the engine is increased in accordance with the vapor power cycle analysis of the second law of thermodynamics.[1] The reason all engines are not high compression is because low octane fuel is most commonly available. Low octane fuel will detonate with a higher than normal compression ratio. A forced induction engine can have a higher total compression without detonation because the air charge can be cooled after the first stage of compression. Whereas, high compression on a naturally aspirated engine can increase the temperature to the detonation threshold easier because it lacks the intermediate cooling stage.
Turbochargers
A turbocharger relies on the volume and velocity of exhaust gases to spin (spool) the turbine wheel, which is connected to the compressor wheel via a common shaft. The boost pressure produced can be regulated by a system of release valves and electronic controllers. The chief benefit of a turbocharger is that it consumes less power from the engine than a supercharger; the main drawback is that engine response suffers greatly because it takes time for the turbocharger to come up to speed (spool up). This delay in power delivery is referred to as turbo lag. Any given turbo design is inherently one of compromise; a smaller turbo will spool quickly and deliver full boost pressure at low engine speeds, but boost pressure will suffer at high engine RPM. A larger turbo, on the other hand, will provide improved high-rev performance at the expense of low-end response. Other common design issues include limited turbine lifespan, due to the high exhaust temperatures it must withstand, and the restrictive effect the turbine has upon exhaust flow.
A turbocharger relies on the volume and velocity of exhaust gases to spin (spool) the turbine wheel, which is connected to the compressor wheel via a common shaft. The boost pressure produced can be regulated by a system of release valves and electronic controllers. The chief benefit of a turbocharger is that it consumes less power from the engine than a supercharger; the main drawback is that engine response suffers greatly because it takes time for the turbocharger to come up to speed (spool up). This delay in power delivery is referred to as turbo lag. Any given turbo design is inherently one of compromise; a smaller turbo will spool quickly and deliver full boost pressure at low engine speeds, but boost pressure will suffer at high engine RPM. A larger turbo, on the other hand, will provide improved high-rev performance at the expense of low-end response. Other common design issues include limited turbine lifespan, due to the high exhaust temperatures it must withstand, and the restrictive effect the turbine has upon exhaust flow.
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 particular rpm regardless of exhaust gas pressure. Newer turbocharger and engine developments have caused boost thresholds to steadily decline.
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. Both Lag and Threshold characteristics can be acquired through the use of a compressor map and a mathematical equation.
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 particular rpm regardless of exhaust gas pressure. Newer turbocharger and engine developments have caused boost thresholds to steadily decline.
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. Both Lag and Threshold characteristics can be acquired through the use of a compressor map and a mathematical equation.
Waste-Gate
Waste-gate of a turbocharger from the turbine exhaust side. To manage the pressure of the air coming from the compressor (known as the 'upper-deck air pressure'), the engines exhaust gas flow is regulated before it enters the turbine with a waste-gate that bypasses excess exhaust gas entering the turbocharger's turbine. A waste-gate is the most common mechanical speed control system, and is often further augmented by an electronic or manual boost controller. The main function of a waste-gate is to allow some of the exhaust to bypass the turbine when the set intake pressure is achieved. This regulates the rotational speed of the turbine and thus the output of the compressor. The waste-gate is opened and closed by the compressed air from turbo and can be raised by using a solenoid to regulate the pressure fed to the waste-gate membrane. This solenoid can be controlled by Automatic Performance Control, the engine's electronic control unit or a boost control computer.
Most modern automotive engines have waste-gates that are internal to the turbocharger, although some earlier engines (such as the Audi Inline-5 in the UrS4 and S6) have external waste-gates. External waste-gates are more accurate and efficient than internal waste-gates, but are far more expensive, and thus are generally only found in racing cars (Where precise control of turbo boost is a necessity and any efficiency increase is welcomed)
Aircraft waste-gates and their operation are similar to automotive installations, however there are notable differences as well. Even within aircraft applications there are 2 distinctions, military/performance and non-performance.
Waste-gate of a turbocharger from the turbine exhaust side. To manage the pressure of the air coming from the compressor (known as the 'upper-deck air pressure'), the engines exhaust gas flow is regulated before it enters the turbine with a waste-gate that bypasses excess exhaust gas entering the turbocharger's turbine. A waste-gate is the most common mechanical speed control system, and is often further augmented by an electronic or manual boost controller. The main function of a waste-gate is to allow some of the exhaust to bypass the turbine when the set intake pressure is achieved. This regulates the rotational speed of the turbine and thus the output of the compressor. The waste-gate is opened and closed by the compressed air from turbo and can be raised by using a solenoid to regulate the pressure fed to the waste-gate membrane. This solenoid can be controlled by Automatic Performance Control, the engine's electronic control unit or a boost control computer.
Most modern automotive engines have waste-gates that are internal to the turbocharger, although some earlier engines (such as the Audi Inline-5 in the UrS4 and S6) have external waste-gates. External waste-gates are more accurate and efficient than internal waste-gates, but are far more expensive, and thus are generally only found in racing cars (Where precise control of turbo boost is a necessity and any efficiency increase is welcomed)
Aircraft waste-gates and their operation are similar to automotive installations, however there are notable differences as well. Even within aircraft applications there are 2 distinctions, military/performance and non-performance.
Anti-surge/dump/blow off valves
Blow-off valve is a recirculating type anti-surge valve Turbocharged engines operating at wide open throttle and high rpm require a large volume of air to flow between the turbo and the inlet of the engine. When the throttle is closed compressed air will flow to the throttle valve without an exit (i.e. the air has nowhere to go).
This causes a surge which can raise the pressure of the air to a level which can damage the turbo. If the pressure rises high enough, a compressor stall will occur, where the stored pressurized air decompresses backwards across the impeller and out the inlet. The reverse flow back across the turbocharger causes the turbine shaft to reduce in speed more quickly than it would naturally, possibly damaging the turbocharger. In order to prevent this from happening, a valve is fitted between the turbo and inlet which vents off the excess air pressure. These are known as an anti-surge, divert-er, bypass, blow-off valve (BOV) or dump valve. It is basically a pressure relief valve, and is normally operated by the vacuum in the intake manifold.
The primary use of this valve is to maintain the turbo spinning at a high speed. The air is usually recycled back into the turbo inlet (divert-er or bypass valves) but can also be vented to the atmosphere (blow off valve). Recycling back into the turbocharger inlet is required on an engine that uses a mass-airflow fuel injection system, because dumping the excessive air overboard downstream of the mass airflow sensor will cause an excessively rich fuel mixture (this is because the mass-airflow sensor has already accounted for the extra air which is no longer being used). Valves which recycle the air will also shorten the time needed to re-spool the turbo after sudden engine deceleration, since the load on the turbo when the valve is active is much lower than if the air charge is vented to atmosphere.
Blow-off valve is a recirculating type anti-surge valve Turbocharged engines operating at wide open throttle and high rpm require a large volume of air to flow between the turbo and the inlet of the engine. When the throttle is closed compressed air will flow to the throttle valve without an exit (i.e. the air has nowhere to go).
This causes a surge which can raise the pressure of the air to a level which can damage the turbo. If the pressure rises high enough, a compressor stall will occur, where the stored pressurized air decompresses backwards across the impeller and out the inlet. The reverse flow back across the turbocharger causes the turbine shaft to reduce in speed more quickly than it would naturally, possibly damaging the turbocharger. In order to prevent this from happening, a valve is fitted between the turbo and inlet which vents off the excess air pressure. These are known as an anti-surge, divert-er, bypass, blow-off valve (BOV) or dump valve. It is basically a pressure relief valve, and is normally operated by the vacuum in the intake manifold.
The primary use of this valve is to maintain the turbo spinning at a high speed. The air is usually recycled back into the turbo inlet (divert-er or bypass valves) but can also be vented to the atmosphere (blow off valve). Recycling back into the turbocharger inlet is required on an engine that uses a mass-airflow fuel injection system, because dumping the excessive air overboard downstream of the mass airflow sensor will cause an excessively rich fuel mixture (this is because the mass-airflow sensor has already accounted for the extra air which is no longer being used). Valves which recycle the air will also shorten the time needed to re-spool the turbo after sudden engine deceleration, since the load on the turbo when the valve is active is much lower than if the air charge is vented to atmosphere.