Turbo System 2

8/8/2019 Turbo System 2

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Turbo System Optimization


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Outline

1. Turbobygarrett.com Website

2. Application Information

3. Turbo Match

4. System ComponentsAir Filter

Oil Supply & Drain

Water LinesCharge Tubing & Charge-Air-Cooler

BOV

Wastegate

5. Common Causes of Oil Leakage6. System Testing/Monitoring

7. 11-Point Checklist


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Turbobygarrett.com Website

Product information FAQS Tech Tutorials

- 101 (Basic) Turbo system basics, turbo components, etc.- 102 (Advanced) Wheel trim, housing A/R, manifold types,

compression ratio with boost, etc.- 103 (Expert) Pressure ratio, mass flow rate, compressor

map details and formulas required to plot operating pointson a compressor map

News & Events Distributor Locator

W e b si t e co n t a in s b o t h g e n e r a l an d t e ch n i ca l in f o r m a t i o n


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Application Information

Understand the intended use of the vehicle;drag, road racing, rally, drifting, street driven,etc.

Have a target flywheel horsepower in mind


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Turbo Match

Go to www.turbobygarrett.com Click on Turbo Tech Read Turbo Techs 101, 102 and 103.

Using formulas in Turbo Tech 103, calculate mass flowand pressure ratio (PR) at redline for your specificapplication.

Plot mass flow and PR on several compressor maps todetermine the best fit.

For the example in this presentation, the application willbe a 400 flywheel hp street car using pump gas, thereforethe estimated mass flow ~ 40 lbs/min


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Air Filter

Important to appropriately size the air filter for themaximum flow rate of the application

Target face velocity of 130 ft/min at redline to

minimize restriction Excessive restriction can cause:

- Oil leakage from the compressor side piston ring, which

results in oil loss, a fouled CAC and potentially smoke outof the tailpipe.

- Increased pressure ratio, which can lead to turbooverspeed.

- Overspeed will reduce turbo durability and could result inan early turbo failure.


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Air Filter

How do we determine the correct air filter size?

Example:

Face Velocity = 130 ft/minMass Flow = 40 lbs/minAir density = 0.076 lbs/ft 3

Mass Flow (lbs/min) = Volumetric Flow Rate (CFM) x Air Density (lbs/ft3)

Volumetric Flow Rate (CFM) = Mass Flow (lbs/min)Air Density (lbs/ft 3)

Volumetric Flow Rate = 526 CFM

Fo r Tw i n - Tu r b o A p p l i ca t i o n s Di v i d e Th e Fl o w Ra t e B y 2


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Air Filter

Face Velocity (ft/min) = Volumetric Flow rate (CFM)Area (ft 2)

Area (ft 2) = Volumetric Flow rate (CFM)Face Velocity (ft/min)

Area (ft 2) = 526 / 130 = 4.05

Area (in 2) = 4.05 x 144

Area = 582 in 2


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Air Filter

How do we determine the correct air filter sizeknowing the calculated area ( 582 in 2)?

Example:

Pleat Height = 9.00 in.Pleat Depth = 0.55 in.# of Pleats = 60

Area (in 2) = pleat height x pleat depth x # of pleats x 2

Area (in 2) = 9.00 x 0.55 x 60 x 2

Area = 594 in2

Actual Filter Area ( 594 in 2) > Calculated Area ( 582 in 2)

Flow 526 ft^3/min

# of Pleats Pleat Height Pleat Depth Area (in^2) Face Velocity (fpm)50 8.00 0.55 440 17260 9.00 0.55 594 12860 10.00 0.55 660 11560 10.50 0.55 693 109

- input value


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Oil Supply (Journal-bearing Turbo)

Journal-bearings function similar to rod or crank bearings in anengine - oil pressure is required tokeep components separated.

Oil restrictor is generally notneeded except for oil-pressureinduced leakage.

Recommended oil feed is -4AN or hose/tubing with an ID of ~ 0.25. Use an oil filter that meets or

exceeds the OEM specifications.

Oi l Re st r i c t o r I s Ge n e r a l l y N o t N e ed e d


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Oil Supply (Ball-bearing Turbo)

Oil restrictor is recommended for optimalperformance.

Recommended oil pressure is 40 45 psiat maximum engine speed.

Normally translates to a restrictor with0.040 orifice. Always verify oil pressure entering the

turbo after the restrictor. OIL LEAKAGE SHOULD NOT OCCUR ON

A PROPERLY FUNCTIONING SYSTEM IFRESTRICTOR IS NOT USED UNLESS THESYSTEM PRESSURE IS EXCESSIVELYHIGH .

Recommended oil feed is -3AN or -4ANline or hose/tubing with a similar ID.

Use an oil filter that meets or exceeds theOEM specifications.

Oi l Re st r i c t o r I s Re co m m e n d e d


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Oil Drain

Generally -10AN is sufficient but try not to have an IDsmaller than the drain hole in the housing.

Gravity feed needs to be just that! Oil outlet - direction of gravity +/-35 when installed in

the vehicle on level ground Turbocharger axis of rotation - parallel to the level

ground within +/- 15 Avoid:

- Undulations in the line or extended lengths parallel to theground- Draining into oil pan below oil level- Dead heading into a component behind the oil pan- Area behind the oil pan (windage tray window) where oil

sling occurs from crankshaft- Scavenge pump should be used if there is not a suitable

gravity feed option

Th e L arg e r T h e B et t e r !


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Water Lines

Key design feature for improved durability Eliminates coking by utilizing the Thermal Siphon Effect to

reduce the Peak Heat Soak Back Temperature at turbine sidepiston after shut-down.

Avoid undulations in the water lines to maximize the ThermalSiphon Effect

Hot Water-Out (High)

Cold Water-In (Low)

Tilt 20 degrees

Temperature @ this area

A lw a y s I n s t a ll Wa t e r L in e s


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Water Lines

Negative degree s:water outlet of center housing is lower than water inlet

Positive degrees:water outlet of center housing is higher than water inlet

Se t O r i e n t a t i o n Of Ce n t e r H o u s i n g t o 2 0


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Result of No Water Lines

Bearing retainer meltsand is damaged fromheat soak back

Bluing on the turbinewheel and turbineside of bearing fromexcessive heat

D a m a g e To Tu r b o Ca n O cc u r Fr o m W a t e r Li n e s N o t Se t - U p P r o p e r l y


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Diameter (in) Area (ft^2) Flow Velocity (fps)Flow (CFM) 526. 00 ft^3/min 1.50 0.012 714

1.75 0.017 525

2.00 0.022 4022.25 0.028 3172.50 0.034 2572.75 0.041 2133.00 0.049 1793.25 0.058 152

3.50 0.067 1313.75 0.077 1144.00 0.087 100

- input value

Charge Tubing

Tubing Diameter: velocity of 200 300 ft/sec is desirable. Toosmall a diameter will increase pressure drop, too large canslow transient response.

Velocity (ft/min) = Volumetric Flow rate (CFM) / Area (ft2)

Fo r Tw i n - Tu r b o A p p l i ca t i o n s Di v i d e Th e Fl o w Ra t e B y 2


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Charge Tubing

Duct bend radius:- Radius/diameter > 1.5

Flow area:- Avoid area changes, sharp transitions, shape changes

Available packaging space in the vehicle usuallydictates certain designs.

Ch a r g e Tu b i n g D e si g n A ff e ct s Ov e r a l l Sy s t e m Pe r f o r m a n c e


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Charge-Air-Cooler

Visit www.turbobygarrett.com for core sizes w/respective power levels

Size accordingly to power level (400 hp)

Use Th e La r ges t CAC Th a t W i l l Fi t I n Th e Ava i l ab le Space


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Charge-Air-Cooler

Manifold Design: Shape

M a n i f o l d D e si g n A ff e c t s Th e O v e r a l l CA C Pe r f o r m a n c e


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Charge-Air-Cooler

Grommet

Mounting considerations: module isolation

SupportingMember

SupportedMember

BENEFITS OF ISOLATION:Guards against vibration by damping loadsReduces thermal loading by providing for thermal expansion

Pr o p e r CA C M o u n t i n g I m p r o v e s D u r a b i l i t y


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Blow-Off Valves (BOV)

MAP (Manifold Absolute Pressure)sensor use either a vent-to-atmosphere valve or a recirculationvalve.

- Connect signal line to manifold source- Surge can occur if spring rate is too stiff

MAF (Mass Air Flow) sensor use arecirculation (bypass) valve for bestdrivability.- Connect signal line to manifold source- Position valve close to the turbo outlet for best

performance (if valve can handle high temp).- Surge can occur if valve and/or outlet plumbing

are restrictive.

U si n g T h e Pr o p e r B OV Aff e c t s Tu r b o Pe r f o r m a n c e & D u r a b i l i t y


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Wastegate - Internal

Part of the turbo and integrated intothe turbine housing

Two connection possibilities for signal line

1. Connect line from compressor outlet(not manifold - vacuum) to actuator.

2. Connect a line from compressor outletto boost controller (PWM valve) andthen to actuator

Manifold pressure is limited by springrate of actuator

Most OEM style actuators are notdesigned for vacuum. Diaphragm canbe damaged resulting in excessivemanifold pressure and enginedamage.


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Wastegate - External

Separate from turbo and integratedinto the exhaust manifold

Connection to the manifold greatlyaffects flow capability

- 90to the manifold will reduce flowcapacity by up to 50%!- Ideal connection 45w/ smooth

transition Two connection possibilities for

signal line1. Connect line from compressor outlet

(not manifold - vacuum) to actuator 2. Connect a line from compressor outlet

to boost controller (PWM valve) andthen to actuator

Manifold pressure is limited by springrate of actuator


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Common Causes of Oil Leakage

Leakage from compressor and turbine seals- Excessively high oil pressure- Inadequate drain- Improper venting of crankcase pressure- Excessive crankcase pressure- Oil drain rotated past the recommended 35.

Leakage from compressor sealExcessive pressure across the compressor housing inlet

caused by:- Air filter too small- Tubing too small or has too many bends between the air filter and

compressor housing- Clogged air filter

Leakage from Turbine seal- Collapsed turbine piston ring from excessive EGTs- Turbo tilted back on axis past recommended 15.

Pr o p e r l y I n s t a l l ed Tu r b o s Sh o u l d N o t L e ak O i l


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System Testing

Pressurize system to test for leaks Clamps

- Check tightness

Couplers- Check for holes or tears

CAC core / end tanks- Check for voids in welds


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System Monitoring

Instrumentation used to monitor / optimize system1. Oil Pressure *2. Oil Temperature *3. Water Temperature *

4. A/F Ratio * (wideband sensor)5. Manifold Pressure6. Turbine Inlet Pressure7. Exhaust Gas Temperature

8. Turbo Speed Sensor

The most accurate way to calibrate and optimize a system is through datalogging!

* Required to monitor engine operation


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System Monitoring


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System Monitoring

Manifold Pressure- Calibrate actuator setting to achieve

manifold pressure required to meet hptarget

- Detect over-boost condition- Detect damaged actuator diaphragm

Back Pressure- Monitor pressure changes in turbinehousing inlet

- Affect of different turbine housing A/Rs- Increased back pressure decreases

Volumetric Efficiency thus decreasingultimate power


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System Monitoring

Pyrometer - Monitor exhaust gas temperature (EGT) in

manifold / turbine housing- Adjust calibration based on temperature

rating of turbine housing material or otherexhaust components

Turbo Speed- Determine operating points on compressor

map- Determine if the current turbo is correct for

the application and target hp- Avoid turbo over-speed condition, which

could damage turbo


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11 - Point Checklist

1. Application Information target horsepower, intended use of vehicle, etc.

2. Air filter sizing - determine size for application needs

3. Oil Supply - restrictor for ball-bearing turbo

4. Oil Drain proper size and routing

5. Water Lines - set up for greatest thermal siphon effect

6. Charge Tubing determine diameter for application needs

7. Charge-Air-Cooler - determine core size for application needs,design manifolds for optimal flow, mount for durability

8. BOV VTA for MAP engines and by-pass for MAF engines

9. Wastegate connect signal line to compressor outlet, smoothtransition to external wastegate

10. System Testing pressurize system to check for leakage,periodically check clamp tightness and the condition of couplers

11. System Monitoring proper gauges/sensors to monitor engine for optimal performance and component durability

Turbo System 2

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