Turbocharging & Supercharging

Piston engines can be divided into two categories: Normally aspirated Forced Induction System

A normally aspirated engine relies upon the carburettor inlet to suck air into the carburettor where the correct mixing of fuel and air creates a combustible vapour. However, the power developed by these engines depends upon the weight (density) of the air/fuel mixture in the cylinders at a given time and setting. In a normally aspirated engine, the inlet manifold air pressure will be governed by the pressure at the altitude at which the aircraft is flying, and also the amount that the throttle is opened. i.e.: as the aircraft ascends, atmospheric pressure drops and engine power output decreases. One way to add power is to build a bigger engine. But bigger engines, which weigh more and cost more to build and maintain, are not always better. Another way to add power is to make a normal-sized engine more efficient. You can accomplish this by forcing more air into the combustion chamber. More air means more fuel can be added and more fuel means greater energy during the power stroke, and therefore greater horsepower. Adding a supercharger is a great way to achieve forced air induction. A supercharger is a device (compressor) that pressurizes the air intake to above atmospheric pressure. Both superchargers and turbochargers do this. In fact, the term "turbocharger" is a shortened version of "turbo-supercharger," its official name. The difference between the two devices is their source of energy. Turbochargers are powered by the mass-flow of exhaust gases driving a turbine. Superchargers are powered mechanically by belt- or chain-drive from the engine's crankshaft. Aircraft with these systems have a manifold pressure gauge, which displays inlet manifold pressure (MAP). On a standard day at sea level, the MAP gauge will read 29.92 in. Hg.

On most modern turbocharged engines, the position of the waste gate is governed by a pressuresensing control mechanism coupled to an actuator. Engine oil directed into or away from this actuator moves the gate position. On these systems, the actuator is automatically positioned to produce the desired MAP (manifold absolute pressure), simply by changing the position of the throttle control. Advantages of turbocharging More specific power over a naturally aspirated (NA) engine it means an engine can produce more power for its size. A turbocharger is smaller, lighter and easier to fit than a supercharger, and it is more consistent than, for example, a nitrous oxide kit Because a small engine can be made to produce the power of a large NA engine, fuel economy is often better on a per kW basis.

Disadvantages of turbocharging Turbo lag, especially on large turbos. A large turbo may give more peak power, but can take more time to spool up. Turbochargers are costly to add to NA engines, and add complexity. Adding a turbo can often cause a cascade of other engine modifications to cope with the increased power, such as exhaust manifold, intercooler, gauges, plumbing, lubrication, and possibly even the block and pistons.