Selection and analysis of a turbocharger

for an Spark-ignition engine and a

Compression-Ignition Engine

Gabriel Fernández
Matheo Mesa
Julio Rojas

MAQUINAS DE COMBUSTIÓN
Ing. Lesme Corredor

MECHANICAL ENGINEERING PROGRAM

MECHANICAL ENGINEERING DEPARTMENT
ENGINEERING DIVISION
Barranquilla/Atlántico, October 17, 2020

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 Table of Contents

Abstract ............................................................................................................................................... 3
Caterpillar Motor Natural gas continuous. ......................................................................................... 4
Yanmar marine Diesel engine ............................................................................................................. 9

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Abstract
The objective of this report was to choose a turbocharger for two types of engines: one for
provoked ignition and the other for compression. The methodology provided by the
manufacturer Garret was used to calculate the necessary parameters when choosing the
turbocharger. First, the actual air flow into the turbocharger was calculated using engine
power, air-to-fuel ratio, and specific brake fuel consumption. Then, the additional pressure
required to achieve that power was found. Finally, a pressure ratio was calculated to enter
the turbocharger selection chart. It should be noted that the graph given by Garret was not
used, on the contrary, the turbocharger was selected using the one provided by Holset because
it complied with the pressure ranges that were worked on. To conclude, a comparison was
made between engines with and without turbochargers, finding that the latter have a lower
compression ratio. This is logical, considering that the compression ratio is directly related
to efficiency, and engines that work with turbochargers increase their efficiency by working
with higher pressure.

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 Choosing the right turbocharger Garret and Holset
Caterpillar Motor Natural gas continuous.
Model G3516 turbocharged.
Model G3516 naturally aspirated.
Datasheet reference http://attachments.impcorporation.com/21364606/G3516%201030KW%20Specs.pdf

The first step to select a turbocharger is calculating the airflow actual that enters to it. The
airflow actual is calculated by the following expression:
𝐴 𝐵𝑆𝐶𝐹
𝑊𝑎 = 𝐻𝑃 ∗ ∗
𝐹 60
Where,
• Wa = Airflow actual (lb/min)
• HP = Horsepower Target (flywheel)
• A/F = Air/Fuel Ratio
• BSFC/60 = Brake Specific Fuel Consumption (lb/(Hp*hr))/60 (to convert from hours
to minutes)
From the natural gas motor datasheet, we know that:
Power rating (HP) = 1307.5
𝑓𝑡 3
Fuel consumption ( ) = 10523.8
ℎ

Therefore, it is necessary to calculate the mass flow consumption of fuel. Because of it,
we use the methane density at 122°F
𝑙𝑏𝑚
𝜌𝑚𝑒𝑡ℎ𝑎𝑛𝑒@122°F = 0.0363
𝑓𝑡 3
𝑇𝑎𝑘𝑒 𝑓𝑟𝑜𝑚 𝑒𝑛𝑔𝑖𝑛𝑒𝑒𝑟𝑖𝑛𝑔𝑇𝑜𝑜𝑙𝑏𝑜𝑥

On the other hand, from engineering toolbox database, we obtain the value of methane
air/fuel ratio

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 𝑇𝑎𝑘𝑒 𝑓𝑟𝑜𝑚 𝑒𝑛𝑔𝑖𝑛𝑒𝑒𝑟𝑖𝑛𝑔𝑇𝑜𝑜𝑙𝑏𝑜𝑥

With fuel consumption and the power rating we estimate Brake Specific Fuel Consumption,
𝑙𝑏
𝐹𝑢𝑒𝑙 𝑐𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛 ( )
𝐵𝑆𝐹𝐶 = ℎ
𝑀𝑜𝑡𝑜𝑟 𝑝𝑜𝑤𝑒𝑟 𝑟𝑎𝑡𝑖𝑛𝑔 (𝐻𝑃)
In this case,
𝑙𝑏
𝐵𝑆𝐹𝐶 ( ) = 0.3
𝐻𝑃 ∗ ℎ
Also,
A/F =17.195

Therefore,
𝑙𝑏
0.3 ( )
𝑊𝑎 = 1307.5 𝐻𝑃 ∗ 17.195 ∗ 𝐻𝑃 ∗ℎ
60 𝑚𝑖𝑛

𝑾𝒂 = 𝟏𝟏𝟐. 𝟒𝟏 pounds per minute of airflow capacity.

Next, it is necessary to know how much boost pressure will be need. In this case, we calculate
the manifold pressure required to meet the horsepower target at 122 °F, 1500 rpm and using
a gas constant of 639.6.

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 𝑊𝑎 ∗ 𝑅 ∗ (460 + 𝑇𝑚)
𝑀𝑎𝑝𝑟𝑒𝑞 =
𝑁
𝑉𝐸 ∗ 2 ∗ 𝑉𝑑

Where,
• MAPreq = Manifold Absolute Pressure (psia) required to meet the horsepower target
• Wa = Airflow actual (lb/min)
• R = Gas Constant
• Tm = Intake Manifold Temperature (degrees F)

• VE = Volumetric Efficiency
• N = Engine speed (RPM)
• Vd = engine displacement (Cubic Inches)

For our project engine:

• Wa = 𝟏𝟏𝟐. 𝟒𝟏 lb/min as previously calculated
• Tm = 122 °F
• VE = 80%
• N = 1500 RPM
• Vd = 4210 Cu in.
𝑴𝒂𝒑𝒓𝒆𝒒 = 𝟏𝟔. 𝟓𝟔 𝒑𝒔𝒊𝒂

So now we have a Mass Flow and Manifold Pressure. We are almost ready to plot the data
on the compressor map. Next step is to determine how much pressure loss exists between the
compressor and the manifold. It is common to estimate it from 1 psi (or less) up to 4 psi (or
higher). For this exercise, we choose a mean of 2 psi.

𝑃2𝐶 = 𝑀𝐴𝑃 + ∆𝑃𝑙𝑜𝑠𝑠

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 • Where,
o 𝑃2𝐶 = Compressor Discharge Pressure (psia)
o MAP = Manifold Absolute Pressure (psia)
o ∆𝑃𝑙𝑜𝑠𝑠 = Pressure loss between the Compressor and the Manifold (psi)

𝑃2𝐶 = 16.56+ 2= 18.56 psi

To get the correct inlet condition, it is now necessary to estimate the air filter or other
restrictions. A typical value might be 1 psi, so that is what will be used in this calculation.
Also, we are going to assume that we are at sea level, so we are going to use an ambient
pressure of 14.7 psia. We will need to subtract the 1 psi pressure loss from the ambient
pressure to determine the Compressor Inlet Pressure (P1).

𝑃1𝐶 = 𝑃𝑎𝑚𝑏 − ∆𝑃𝑙𝑜𝑠𝑠

• Where:
o 𝑃1𝐶 = Compressor Inlet Pressure (psia)
o 𝑃𝑎𝑚𝑏 = Ambient Air pressure (psia)
o ∆𝑃𝑙𝑜𝑠𝑠 = Pressure loss due to Air Filter/Piping (psi)

= 13.7 psia
With this, we calculate the pressure ratio using the next equation:

𝑃2𝐶
Π𝑐 =
𝑃1𝐶

𝚷𝒄 = 𝟏. 𝟒
Now we have enough information to estimate the turbocharger model. For this instance, we
use the Holset graphic to select the required model.

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The interception suggests a Holset HX82-83 turbocharger. Its specifications are shown in the
next table:

Holset HX82 - HX83 Turbocharger Specifications

For engine capacity (liters) 25
Output range (HP) 33.53
Air flow (lb. / s) 33.07
DIMENSIONS:
Length (Inches) 13.07
Width (Inches) 12.52
Height (Inches) 11.81
Smallest mass (lb.) 77.16
Largest mass (lb.) 121.25
OPTIONS:
Ti booster Yes
Solid Impeller Machining Yes

Comparative Analysis
Engine G3416 Caterpillar Turbocharged Natural Aspiration
Compression ratio 12:01 9:01
Power (bhp) 660 1307.5

It is logical that both the compression ratio and the power of the model without turbocharger
are lower than their opposite since this is related to the efficiency of the engine. The job of
the turbocharger is to increase engine power by increasing the inlet pressure of the air flow

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into the cylinders. This is done without changing the volume of the pintones and without
increasing the amount of fuel.

Choosing the right turbocharger Holset

Yanmar marine Diesel engine
CHE series 130 Hp → 280 Hp

The first step to select a turbocharger is calculating the airflow actual that enters to it. The
airflow actual is calculated by the following expression:
𝐴 𝐵𝑆𝐶𝐹
𝑊𝑎 = 𝐻𝑃 ∗ ∗
𝐹 60
Where,
• Wa = Airflow actual (lb/min)
• HP = Horsepower Target (flywheel)
• A/F = Air/Fuel Ratio
• BSFC/60 = Brake Specific Fuel Consumption (lb/(Hp*hr))/60 (to convert from hours
to minutes)
𝑙𝑏 1 ℎ𝑟
𝑊𝑎 = (280𝐻𝑝)(22)(0.38 )( )
𝐻𝑝 ℎ𝑟 60 𝑚𝑖𝑛
𝑙𝑏
𝑊𝑎 = 39
𝑚𝑖𝑛
𝑙𝑏
39 𝑚𝑖𝑛 of air flow capacity. it is necessary to know how much boost pressure will be need. In
this case, we calculate the manifold pressure required to meet the horsepower target at 77°F
2600 rpm and using a gas constant 639,6.
𝑊𝑎 ∗ 𝑅 ∗ (460 + 𝑇𝑚)
𝑀𝑎𝑝𝑟𝑒𝑞 =
𝑁
𝑉𝐸 ∗ 2 ∗ 𝑉𝑑

Where,
• MAPreq = Manifold Absolute Pressure (psia) required to meet the horsepower target
• Wa = Airflow actual (lb/min)
• R = Gas Constant

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 • Tm = Intake Manifold Temperature (degrees F)

• VE = Volumetric Efficiency
• N = Engine speed (RPM)
• Vd = engine displacement (Cubic Inches)
For our project engine:

• Wa = 𝟑𝟗 lb/min as previously calculated

• Tm = 77 °F
• VE = 80%
• N = 2600 RPM
• Vd = 396.5 Cu in.

𝑴𝒂𝒑𝒓𝒆𝒒 = 𝟑𝟐. 𝟓 𝒑𝒔𝒊𝒂

So now we have a Mass Flow and Manifold Pressure. We are almost ready to plot the data
on the compressor map. Next step is to determine how much pressure loss exists between the
compressor and the manifold. It is common to estimate it from 1 psi (or less) up to 4 psi (or
higher). For this exercise, we choose a mean of 2 psi.

𝑃2𝐶 = 𝑀𝐴𝑃 + ∆𝑃𝑙𝑜𝑠𝑠

• Where,
o 𝑃2𝐶 = Compressor Discharge Pressure (psia)
o MAP = Manifold Absolute Pressure (psia)
o ∆𝑃𝑙𝑜𝑠𝑠 = Pressure loss between the Compressor and the Manifold (psi)

𝑃2𝐶 = 32.5+ 2= 34.5 psi

To get the correct inlet condition, it is now necessary to estimate the air filter or other
restrictions. A typical value might be 1 psi, so that is what will be used in this calculation.
Also, we are going to assume that we are at sea level, so we are going to use an ambient
pressure of 14.7 psia. We will need to subtract the 1 psi pressure loss from the ambient
pressure to determine the Compressor Inlet Pressure (P1).

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 𝑃1𝐶 = 𝑃𝑎𝑚𝑏 − ∆𝑃𝑙𝑜𝑠𝑠

• Where:
o 𝑃1𝐶 = Compressor Inlet Pressure (psia)
o 𝑃𝑎𝑚𝑏 = Ambient Air pressure (psia)
o ∆𝑃𝑙𝑜𝑠𝑠 = Pressure loss due to Air Filter/Piping (psi)

𝑃1𝐶 = 13.7 𝑝𝑠𝑖𝑎

With this, we calculate the pressure ratio using the next equation:

𝑃2𝐶
Π𝑐 =
𝑃1𝐶

Π𝑐 = 2.3
Now we have enough information to estimate the turbocharger model. For this instance, we
use the Holset graphic to select the required model.

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 Holset HX35 Turbocharger Specifications
For engine capacity (liters) Up to 10
Output range (hp) 120.692-321.845
Air flow (lb. / s) 1.014
DIMENSIONS:
Length (Inches) 8.8189
Width (Inches) 9.84252
Height (Inches) 6.65354
Smallest mass (lb.) 0.354331
Largest mass (lb.) 0.433071
OPTIONS:
Wastegate Yes
Ti Impeller Yes
Machined From Solid Impeller Yes

This is the Yanmar engine specification that show the different between the engine
with turbo-charged

With the same displacement of the cylinders at the same rpm but with turbo charged
the engine increase 150 horsepower, another detail is that the engine with turbo has
more lubrication capacity and obviously the weight increase.

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