Friday, Feb 21, 2003 at 11:47
Once you have the engine running you have exhaust pressure as the engine has to expend it's waste gasses through the exhaust - even at idle speed.
These gases must therefore pass through the turbine to escape - there's no other exhaust path other than out through the turbo.
So far all logical and you all agree with me?????
As the air must pass through the turbo, even at idle speed any turbo is forced to turn and is thus working - however inefficiently. Still agree?
The reason why most turbochargers don't generate power at or near idle is that the size of the turbine determines it's weight and inertia. A larger turbine needs more exhaust pressure to be able to spin at it's required rpm, hence will start to generate power higher up the rev range, and generate nothing down low. A smaller turbine will generate power at lower exhaust pressure due to the lower inertia.
Additionally to it's size, a turbo has an efficiency band depending on the weight (different materials), impellor design, bearing types etc. For most turbos this is anywhere from 60,000 rpm to as much as 200,000 rpm depending on size, materials used impellor design etc etc....
So why don't we all fit tiny turbos so they work at idle?
The actual power increase of the turbo is determined by the speed the turbo spins at and the volume of air displaced by the turbine due to size and design of the fins. Hence a larger turbo can generate more "extra" power - this is why we use bigger ones and live with the trade off of now lower end power. Also putting a very small turbo on requires very small exhaust creating enormous flow restriction - also not good for horsepower.
You could put say a Suzuki Cappacino turbo (designed for a 660cc engine with low rpm boost in mind - maximum horsepower for engine class in Japan is 48kw) on your Patrol and it would generate it's maximum power boost to your engine at damn near idle speed. It might even improve performance from idle to 1500 or 2000 rpm.
Remember with almost 5 times the capacity you will generate approximately 5 times the exhaust pressure - or another way of looking at it is that you will create the same exhaust pressure at 1/5th the revs. If the Suzuki cappacino is in it's best efficiency range from 3000-6000 rpm on the Suzuki - then it would be in it's best effiency at 600-1200 rpm on your diesel. This again makes pretty obvious sense......
After that point it would be an enormous restriction in your engine's performance - probably cut the top end power of your engine by 50%.
This is why factories and usually owners we don't do it.
However a sensible choice of a slightly smaller turbo (particularly if it's a more efficient later model turbo design) can actually improve top and bottom end power, or at least make the tradeoff for the type of power you want from your vehicle.
The 2.8's turbo is a very old design and a newer, lighter and more efficient turbo could easily improve power everywhere.
Colin - a lot of people misunderstand Turbo and Superchargers - it's not a blanket rule that Superchargers make bottom end power and Turbochargers make top end power. It's often that way, but only because the people fitting them want that kind of power improvement.
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