To specify the correct turbocharger for the application we would require the following basic information:Ĭ) Application or usage i.e. The ignition timing needs to be retarded as the boost pressure rises.
injectors, fuel pump, pressure and mapping of the ignition system would also need to be modified for the increased requirements of the turbocharger. Ideally this would be a camshaft of mild duration and overlap. The camshaft specification should also be checked to ensure that the duration and valve overlap is not too great for the application. This can be achieved in one of three ways: preferably fitting of forged low compression pistons, machining the top of the standard pistons or the fitting of a thicker head gasket or spacer plate. To carry out a conversion on a naturally aspirated engine, the following modifications to the engine would need to be undertaken to effectively complete the retrofit: Cams & Pistonsįabrication of both inlet and exhaust manifolds to fit the specific application. Engine compression ratio to be checked and lowered where necessary, ideally this would be between 7.5:1 and 8.5:1 (typically) to allow any significant boost pressure to be used. Is the engine capable of withstanding that type of increase in its present state? Was it capable when it was new? Likewise, are the clutch, transmission and brakes up to the job?
Therefore the first thing to look at is the engine itself. The fundamental differences between a naturally aspirated and a turbocharged engine are: the compression ratio, camshaft profiles, fueling, ignition timing, type of pistons and the strength of some of the rotating parts.Ī turbocharger as an engine component can increase the power output by 30% quite easily and up to 100% in some cases. So, before you can even start thinking about matching and fitting a turbocharger you must first consider the engine. Some people imagine In 99% of the cases, whether it is a petrol or diesel, the engine was simply never designed to cope with that sort of increase in power and torque. It is a common misconception that fitting a turbocharger is as easy as bolting one on!