Ang turbocharging ay naging isang pangunahing trend sa mundo ng automotive. Una itong lumabas sa mga pangunahing sasakyan at bakkie noong 1980s. Sa South Africa isa sa mga unang sasakyan kung saan ito ginamit ay ang Isuzu diesel one tonne bakkie.
Ang Isuzu (o General Motors) ay hindi sigurado sa pagtanggap na matatanggap ng bagong teknolohiyang ito sa isang tradisyonal na nag-aalinlangan na base ng customer, kaya mas pinili nilang tawagan ang low-boost turbocharger bilang isang "compensator", na diumano ay nilayon upang mabayaran ang mas mababang barometric pressure ng Highveld .
Ngayon, makalipas ang 40 taon, ang sitwasyon ay kapansin-pansing nagbago. Halos unibersal na ngayon ang turbocharging sa mga diesel engine at sikat sa mga makina ng petrolyo. Ayon sa aking source (Car Guide ng magazine ng CAR), noong Mayo 2023 isa lamang sa 59 na diesel engine na inaalok sa mga pampasaherong sasakyan at magaan na komersyal na sasakyan sa South Africa ang natural na na-aspirate (ang 4.2l straight-six na available sa 70 series ng Toyota na Land Cruiser).
Sa 43 na tatak ng sasakyan sa aming merkado, 18 ang hindi nag-aalok ng mga variant ng diesel. Kabilang sa 18 brand na ito, ang Honda at Suzuki ay mga halimbawa ng mga kumpanyang nagmamartsa patungo sa kanilang sariling drummer (sa South Africa, gayunpaman), dahil karamihan sa kanilang mga modelo ay nilagyan ng walang palamuti, natural na aspirated na mga makina ng petrolyo.
Ang mga bentahe ng turbocharging ay kilalang-kilala: ang enerhiya sa daloy ng mabilis na pag-agos ng tambutso na gas ay ginagamit upang himukin ang isang compressor na nag-crash ng mas maraming hangin sa mga combustion chamber. Higit pang mga molekula ng oxygen na naroroon sa mga silid ng pagkasunog ay nagbibigay-daan sa mas maraming gasolina na masunog, na nagreresulta sa pagtaas ng kapangyarihan at metalikang kuwintas.
The increase in power, when compared to a nearly identical naturally aspirated engine is upwards of 35%, and the increase in maximum torque is upwards of 70%. On the two Citroën C3 models, for example, with petrol engines of 1,199cc displacement, one turbocharged, the other naturally aspirated, the gain in power is 35% and the torque increase is 74%.
This makes it possible to use smaller, more frugal engines, which, on demand, can deliver the same output as a bigger engine of a previous generation. Such a bonanza was eagerly exploited by the automotive industry. It was particularly useful in South Africa with the “thinner” air of the Highveld.
But new technology always involves a trade-off. There are no gains without pains. In the case of turbochargers, the pains centred on the problems of heat. A turbocharger operates in a hostile environment. It is bathed in exhaust gas at about 1,000ºC, which means it has an even tougher life than the engine's exhaust valves which are cooled by intermittent contact with their seats in the cylinder head. Everything on a turbocharger gets searingly hot — the vanes of the turbine wheel, the shaft that links the turbine wheel to the compressor wheel, the bearings on this shaft, the oil to lubricate the bearings, even the compressed air delivered by the compressor wheel.
No doubt significant advances have been made in the refinement, efficiency and heat management of turbochargers over the past 40 years. The important question is whether they have also become more durable. A conversation with a turbo specialist revealed a disturbing picture in this regard: the lifespan of the latest generation of turbochargers is less than those of a few years ago. And yet, under ideal conditions a turbocharger should last for the life of the engine because there is no rubbing contact between its internal parts that can cause wear.
The explanation for the discrepancy between theory and practice is to be found in the term “ideal conditions”. How can owners of turbocharged vehicles ensure they provide conditions as close as possible to ideal for their turbos, what are the most common failure modes, what are the early warning signals of a turbo heading for failure?
These questions will be discussed in our next article. Among others, we'll consider the long-standing controversy about the need to keep a turbocharged engine idling for a minute or two before switching off after a fast run during which the turbo was working hard.
(https://www.timeslive.co.za)\
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2023-08-18