Thanks to the high fill factor in existing engines, power gains of up to 100% can be realized. The increase in power depends, among other things, on the boost pressure, which for passenger car engines is usually between 0.4 and 0.8 bar (for comparison, the tire pressure is approximately 1.8 bar). The boost pressure is constantly monitored by a sensor and regulated by the control unit. This ensures that the maximum boost pressure cannot be exceeded.
In addition to engine power, when using a turbocharger, torque also increases, which is primarily desirable from the point of view of engine smoothness. The prerequisite for this is, in the first place, that the turbocharger rotor rotates at a sufficient speed to ensure that the cylinders are properly filled with fresh charge.
In this regard, POLO / SEAT engines use a turbocharger with an adjustable position of the gas turbine guide vanes (turbocharger VTG - variable Turbinen-Geometrie). Stepless regulation of the position of the guide vanes of the turbine is carried out by the commands of the engine control unit through a solenoid valve and a vacuum membrane mechanism. As a result, optimum boost pressure is generated at all crankshaft speeds, resulting in higher torque and more power, especially at low speeds.
To improve cylinder filling, a charge air cooler is located between the turbocharger and the engine intake manifold, which cools the air pre-compressed in the turbocharger. As a result, the power output increases, since when the compressed air is cooled, its density and, accordingly, the proportion of oxygen in it increase.
Compared to a petrol engine, a diesel engine does not need to reduce the compression ratio due to supercharging, so that even at low engine speeds, the combustion energy of the injected fuel is fully utilized.
The turbocharger is an extremely precisely manufactured unit. As a rule, if a defect occurs, the turbocharger is replaced as an assembly.
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