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The history of the turbocharged motor is almost as old as the
invention of the internal combustion engine itself. Already in 1905 a
patent on a compound engine existed in which the charger and the turbine
were mechanically linked. Shortly after in 1915 a new invention was
made: The first independent working exhaust-fume turbocharger group.
This invention was based on the research results in 1905.
The first turbocharged engine was created in 1910. It was a
2-cycle-rotation-engine and was built by Murray-Willat. By using the
turbocharger the problem of performance-reduction of aircraft engines
because of declining air-density in higher altitudes could be
compensated.
In 1912 Daimler built the first standard-type compressor car. The
charging was done by a mechanically driven Roots-Supercharger. Because
of the tapping danger the impulse for the drive was giving through a
clutch which connected the Roots-Supercharger to the engine in the
higher speed range only.
The first practical use of compressor cars were done in car races.
Because of the success of compressor race-cars in the years between 1920
and 1930, the turbocharged engines became famous worldwide.
In 1938 the first turbocharged utility-vehicle diesel-engine was
built by the Swiss manufacturer “Saurer”. Not until 1962 " General
Motors" built the "Chevrolet Corvair Monza" and the "Oldsmobile Jetfire"
as their first standard-type cars equipped with exhaust-fume
turbocharging. The first turbocharged passenger car Diesel engine was
built in 1978 by “Daimler-Benz” with the model “300 SD”.
By using the exhaust-fume turbocharging the weaknesses of the Diesel
engines, like for example the lazy build-up of the speed range and low
performance by small cubic capacity could be removed. The Diesel engine
is also because of the turbocharging becoming more and more interesting
for the passenger car industry. The reasons therefore are higher
performance and less fuel consumption. Year after year also the
fuel-engines are more and more seen with standard-type turbocharged
engines.
The advantages are:
- high performance by small cubic capacity
- small size for narrow installation conditions
- higher torques by low speed ranges
- lower noise level
- less specific fuel consumption
Additionally there are ecologically lower exhaust-fume emission
values.
In the future there will be more and more turbocharger developments which
contain variable turbine geometry that will improve the torque progress
and the engagement of the turbocharger. Besides that the slide bearings which are used in the
current turbochargers will be replaced by ball bearings to reach a
higher performance.
Sincerely,
STK Turbo Technik Team
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