To supercharge or turbocharge?
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The basic concept behind both turbocharging and supercharging is getting more air to be forced into a vehicle’s engine.
With more air, an engine can then use more fuel, which in turn sparks more engine power. However, while a supercharger is powered by a car’s rubber belt, a turbocharger runs with the help of exhaust flow.
A supercharger is driven directly by the motor, typically through a belt, and as such is akin to any motor ancillary. Like a water pump, or alternator, its directly driven nature provides instant reaction to rpm changes.
It’s always running, and therefore always pumping, positive displacement nature ensures that when one steps on the gas, it pumps air immediately and without hesitation. That same direct drive response however provides its biggest drawback, it is always being spun by the motor, and is therefor scavenging power from the motor itself to drive it.
Though supercharging has typically been associated with low-rpm grunt that flattens out with revs, that is not universally applicable. The development of Lysholm twin screw superchargers has broadened the usability of the supercharger, and other types like the centrifugal supercharger are in fact better at higher rpm running than low.
The development of clutch system like those of Mercedes allow the supercharger to be disengaged as well, preventing it from always drawing power from the motor.
Turbochargers draw their power from exhaust gases. An impeller placed in the exhaust stream is spun by exhaust gases which in tern spins another impeller that pumps air into the motor. This is considered a more efficient system because it is putting to use exhaust gases that would have otherwise done nothing.
This prove advantages for small motor, like the ones in Europe, that would cannot afford to have what little power they have lessened by being taken by a supercharger.
Disadvantages are that the motor must first produce enough gas to spin the impeller, so if the wrong sized turbo is used for the application, there is delay before it can pump enough air to create meaningful power. Hence the term “turbo-lag.”
It use to be all about CUBIC INCHES. Now it seems that turbocharging is the next big thing as carmakers doing business stateside are increasingly adopting third (or is it fourth?) generation turbochargers to create smaller, more efficient gasoline engines– and satisfy new, stricter federal fuel economy regs.
For example, VW’s new TSI mill combines excellent fuel economy with good performance and so-so driveability. The Passat 1.4-liter TSI cranks out 122hp; enough to propel Wolfsburg’s warrior from zero to 60mph in 10.4 sec. This while achieving 36 mpg.
Suppliers are scurrying to build blowers. BorgWarner’s constructing new turbo-making facilities in Mexico and Thailand; and expanding facilities in Hungary and Poland. Their goal: increase its passenger car turbocharger manufacturing capacity by more than three million units. Rival Continental is set to open a new turbocharger factory in 2011, making 100k spinners a year. Is whistling the new burble?
Source: just-auo, automobilemag
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