Turbo calculators are useful software applications that will help you choose the right turbocharger for your capacity. Good calculators have additional features that will help you maximize the potential of your turbo tuning, including improving coil performance and maintaining reliable control over boost pressure.
Turbo entry
Turbochargers are air compressors that are usually attached to an engine to increase its performance. The side of the turbocharger compressor intercepts the air entering the engine intake system and compresses it before it reaches the cylinders. This compression increases the density of the air, allowing the engine to absorb more oxygen molecules (which are essential for the combustion process) in the same cylinder volume, which allows the engine to breathe like a larger engine, and allows it to produce more energy.
The turbocharger side of the turbocompressor is what drives the compressor wheel described above. The turbine intercepts the exhaust gases coming out of the engine, and uses part of the thermodynamic energy stored in these hot and fast moving gases to rotate the turbine wheel. This turbine wheel is physically connected to the compressor wheel, and when it raises the speed, the turbo begins to rotate, which is the point at which the compressor reaches a sufficiently high speed where it can begin to compress the air to overload the inlet side as described above.
Matching the size of the turbo on demand engine
Now there are many possible combinations of different sizes of compressors and turbines, creating an array of turbochargers to work on any car. For example, an engine with a very large volume, which has no goal with high horsepower, would have to require a larger turbine, which would not suppress the flow of exhaust gases, but less turbocharging, which should not do so much work that compresses air for such low power. Alternatively, an engine with a small engine size with very high power, such as a four-cylinder engine with resistance, will require a lower turbine side for a faster coil, but with an excessive compressor side Litter, to be able to supply very high power at very high pressure.
What a good calculator for a turbocharger helps you choose the right turbocharger to match the suction side and the exhaust side of your engine to ensure the best balance between a quick slide and the achievement of our common goals.
Generally speaking, larger turbines and larger compressor wheels are bigger and heavier ... and require more time and more energy to fill them. At the same time, larger turbines and larger compressor wheels are capable of supporting more powerful targets without clogging or restricting engine flow. This is an essential compromise between a coil and maximum power, which is the nature of the game with turbo calibration.
Factors affecting engine demand
Knowing that the turbo-blower is controlled by the exhaust flow of the engine, and also knowing that the turbo-regulator must fully have a higher peak airflow than our engine (to force it to supply and increase our power levels) ... then to the core of any good turbocharger - a good model an engine that understands how much energy and expense the engine already makes to choose the right turbocharger.
Several factors that affect the engine require that most performance enthusiasts are likely to work on their cars before or during the execution of the turbocharger or the installation of a turbocharger kit.
For example:
* Increasing the displacement of the engine, as a rule, increases the engine power from 2% to 15%, depending on the type of kit used for pressurization or sling.
* Increasing the speed at which the engine generates its peak power level will affect power relative to these two rpms ... for example, using an after-sales camshaft to allow the engine to generate maximum power at 7500 rpm rather than 6500 rpm for a spare camshaft should increase the power supply by about 15% depending on the fine tuning.
* Other configurations, such as the new intake manifold or a larger exhaust system and an improved exhaust manifold for the turbo system, can increase the volumetric efficiency of the engine with a maximum flow rate ranging from 5 to 15%
Combining all these factors together, it is possible that the engine that you are trying to make a turbocharger already produces 50% more power (and therefore 50% more than the proposed turbocharger) than the stock engine, which still performs its original manufactured options.
Calculating the perfect pressure relationship
Now that we know our new engine demand and power levels (after factoring any modifications we made, as mentioned earlier), we can move on to choosing a turbocharger that matches this exact combination of engines.
Normal engines breathe under the sole influence of atmospheric pressure due to the atmospheric conditions of the Earth. These conditions vary with altitude and humidity; however, in most cases most of the engines breathe due to a pressure drop of 1 bar surcharge (or 1 atmosphere) between the outside air and vacuum inside the cylinder.
If our current engine produces 450 horsepower in 1 atmosphere in atmospheric air, and we would like to make 750 horsepower with a turbocharger, then the logic will look like this:
In order to force the engine to flow 750 horsepower instead of 450 horsepower, the turbocharger must create a condition in which the intake manifold of the car works at a normal atmospheric pressure of 1 bar. The exact pressure level required in an ideal world is actually the ratio of these two power levels, which are 1.66 bar (or 1.66 bar) of pressure, since the air flow and air pressure are linearly related.
Knowing this now, we know that we are looking for a turbocharger that can carry 750 horsepower of air (approximately 1125 cubic feet per minute) with a pressure ratio of 1.66.
This figure of 1125 cfm @ 1.66 PR is the key to choosing the right compressor wheel, which is capable of letting in so much air, at this pressure level, with a fairly high level of efficiency.
The real ratio of density to ideal pressure ratio
As mentioned earlier, under ideal conditions, a pressure ratio of 1.66 is sufficient to achieve our energy goals. However, in the real world, the air temperature rises when air is compressed. This increase in temperature causes the air to expand as we try to compress it, which reduces its density.
The combination of this thermal expansion is a loss of compressor efficiency. An ideal compressor has a density ratio of 2.0 at a pressure ratio of 2.0, t. E. When air is compressed to twice the pressure, it is now half as much, and at double density ... However, in the real world, the density coefficient always lags behind the pressure ratio in depending on the thermal efficiency of the compressor wheel, where it is possible that our target pressure is 1.66, that our actual density ratio is 1.5, which means that the actual power we will produce at this level of increase will be 675 horsepower, not goals 750
Using a good intercooler, after the turbocharger can increase the overall efficiency of the system to 85% or 90%. But this means that in most cases you should be aware that most turbochargers are from 10 to 15% of your target power level, and you need a little more boost pressure to achieve your goal. That is, without a calculator, the turbocharger knows the exact point on the compressor map where you will reach maximum power, and without it, both the efficiency of the compressor at this point and the efficiency of the intercooler (which are two factors affecting the gap between the actual density ratio and perfect pressure)
Because the turbocharger gives you a short list of possible turbochargers that will meet your strengths and increase the pressure according to your engine requirements, it’s a good habit to choose a turbocharger with a slight excess where your data point (1125 cfm @ 1.66 PR) sits in the middle of the compressor card on an island with high efficiency, and not at the far right of the compressor card of the smaller turbocharger, which is almost maximized for this engine combination. Having a little extra-large turbocharger can compensate for the small difference between the actual density ratio and the calculated pressure ratio that most calculators can't fix, and with this large turbocharging you can slightly increase your actual boost pressure to make sure that you still achieved your goal. A small turbocharger that has a target data point at the far edge of the compressor card will absolutely have lower compressor efficiency on this larger outer island and will not have more growth with you for any future modifications or power increases.
Turbine format calibration
Now that we have found a compressor wheel that meets our engine requirements, we must go on to choosing the right aspect ratio of the turbine to get the best coil performance from our turbocharger. On most pressure ratios in 2.0 engines, you will find that turbocharger manufacturers have already connected turbines of the appropriate size to match the compressor wheel to ensure good overall performance.
However, even if the manufacturer has already taken care of it, the customer still remains with the choice of the aspect ratio of the turbine, which helps to target certain turns of the coil to a compromise for the peak flow.
The aspect ratio of a turbine is the ratio of the diameter of the turbine inlet pipe to the radius of the turbine wheel. To simplify this explanation, think about a fan mounted with a pin on long straw. The fastest way to make a fan spin is, as a rule, to blow to the outer edge of the fan blades, focusing all of your breath like a dense air flow on this outer rim. This nozzle, like air injection, helps to pump a fan, but it is extremely important that your mouth in the nozzle limits the amount of peak air that you can inflate on the fan before the back pressure builds up in your moth.
Alternatively, opening your mouth and blowing over a larger area of the fan takes longer for the fan to reach its maximum speed, but in the end you can blow more air through the fan without creating pressure in your mouth.
The aspect ratio of the turbine is the ratio of the turbo-inlet area to the turbine wheel, and therefore, choosing one turbine wheel and fixing this diameter, changing the size of the turbine housing bushing changes the size of the air, # 39; nozzle & # 39; injection into the turbine to exhaust air from the engine exhaust.
A smaller aspect ratio has a smaller entrance area, which enhances the effect of the nozzle and gives a higher coil. A larger aspect ratio has a larger entrance area, which distributes the air for the most part to the turbine wheel, which does not contribute to the coil, but rather helps the engine breathe more easily at peak flow levels without creating so much back pressure in the exhaust manifold.
Generally speaking, the aspect ratio of the turbine (A / R) is selected based on:
* Offset: the larger the engine, the more power it can produce at lower rpms levels, the smaller the nozzle # help it in the turbine housing, the greater the aspect ratio.
* Red line of the engine and target rpm coil: the higher the red line of the engine, the wider the range of rpms we need to operate, the less urgently you need to download turbocharging at 2500 rpm (when you have up to 10,000 rpm to make power c), and, more likely, we should choose a larger aspect ratio.
* Peak pressure ratio: the higher the pressure ratio that we remove, the wider the dynamic output power range that we will see from the engine between boost and boost, and the higher the flow demand will be at typically smaller turbocharged (which corresponds to a smaller engine so that get any coil in the first place), and thus a larger aspect ratio will be chosen (although usually for a turbine with a smaller radius for these cases).
A good turbocharger is able to take into account these various factors and recommend an aspect ratio that will give a good compromise between the rotational speed of the coil (rpm, at which the turbo first starts producing power) and the maximum throughput of the turbine wheel (which can deteriorate by 25% for a 0.40 A / R case versus a 1.20 A / R case, for example).
Garbage calibration
The sump is an exhaust port that is controlled by a turbocharger. As soon as the pressure in the intake manifold reaches the desired pressure ratio, the exhaust gas outlet opens to divert the exhaust gases from the turbine wheel and directly into the exhaust system. This bypass prevents more energy from entering the turbine and regulates the speed of the turbine wheel.
The general concept of calibrating gauge valves is twofold:
1- The more waste, the more energy you can take away from the turbine, and the more accurate the control over the shutter speed can be. Less waste can be overloaded at higher flow rates and show side effects such as increased creep. at high rpms values.
2. The exhaust valve must flow as a percentage of the total exhaust air associated with the percentage use of the turbocharger. For example, a turbocharger with a full coil at 2500 rpm on an engine that has a 7500 rpm red line should bypass two thirds of the exhaust air from the turbine, since only one third of the engine power is enough for the turbo coil.
Similarly, the more your turbocharger compares to your power goals (for example, with a 1000-hp turbocharger on a 600-hp engine), the more it is necessary that spent valves are directed to displace energy from the turbine. preventing the turbine from moving to its maximum rpms and producing too much momentum and too much power (which the engine cannot be prepared for fuel or a handle).
Thus, in any case, there is a minimum size of the port for wastewater, which can handle the agreed turbocharger to meet the requirements of your engine. As you increase the volume of the turbocharger more and more (leaving room for future upgrades and increase in power), and when you decrease the speed of rotation of the coil and your A / R turbine below and below, you need to compensate using an even larger waste port to manage your levels correctly. increase.
