International Journal of Advanced Technology & Engineering Research (IJATER)

1st International Conference on Research in Science, Engineering & Management (IOCRSEM 2014)

TURBOCHARGED SINGLE CYLINDER SI

ENGINE
Abhishek Saini
Indian Institute of Technology, Patna
makeabhishek@gmail.com
Prakash Shakti
Doon College of Engineering & technology,Dehradun (U.K.)
E-mail- prakashshakti91@gmail.com
Himanshu Kulshrestha
Doon College of Engineering & technology,Dehradun (U.K.)
E-mail- hkul08@gmail.com

Abstract
To start with, a study on the effect of turbocharger on a
single cylinder is made. The design and installation of
turbocharger in a single cylinder is available in this
literature.
We have designed and fabricated a prototype of the
Turbocharger was implemented in Two- wheeler, In
which the efficiency of the Engine can be increased .
KEYWORDS: Gasoline Engine, Exhaust Manifold,
Intake Manifold, Turbocharger, Nozzle, Flanges, K &
N Air Filter, Carburetor, Turbine, Compressor.
Volumetric Efficiency of a S.I. or C.I. Engine is
increased by providing combustion chamber with
maximum amount of air. This is achieved by
installation of Turbocharger or Supercharger.
Supercharger uses engine power to run itself whereas a
Turbocharger doesnt utilize any engine power it runs
by Exhaust gases.
In present work well be increasing the volumetric
efficiency of a 125cc single cylinder bike by installation
of turbocharger.
To start with, a study on the effect of turbocharger on a
single cylinder is made. The design and installation of
turbocharger in a single cylinder is available in this
literature.

INTRODUCTION
In turbocharging, the turbocharger is being driven by a
gas turbine using the energy in exhaust gases. The
major parts of turbocharger are turbine wheel, turbine
housing, turbo shaft, comp. wheel, comp. housing &
bearing housing.
A 4-stroke S.I. Engine is an engine that uses gasoline as
fuel. S.I.engine is a spark ignited engine that is the
combustion is carried out by spark ignition, it is
achieved by installation of spark plug on cylinder head.
In this project we are using Honda Stunner CBF 125cc
for the installation of turbocharger. The CBF125 is a
motorcycle
manufactured
by Honda's
Indian
subsidiary HMSI.
The motorcycle is known

IJATER (IOCRSEM- 2014)

as Stunner in the Indian market. In India, it has two

variants, the carburetor version simply called Stunner.

Figure No. 1 Assembled Turbocharger

WORKING OF TURBOCHARGER
Since the power a piston engine can produce is directly
dependent upon the mass of air it can ingest, the
purpose of forced induction (turbo-supercharging and
supercharging) is to increase the inlet manifold pressure
and density so as to make the cylinders ingest a greater
mass of air during each intake stroke. A supercharger is
an air compressor driven directly by the engine
crankshaft, and as such, consumes some of the power
produced by the combustion of fuel, thereby increasing
BSFC and engine wear for a given amount of produced
power.
A turbocharger consists of a single-stage radial-flow
(centrifugal) compressor (air pump), which is driven
by a single-stage radial-flow turbine, instead of being
driven directly by the crankshaft. The turbine extracts
wasted kinetic and thermal energy from the hightemperature exhaust gas flow and produces the power to
drive the compressor, at the cost of a slight increase in
pumping losses.

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International Journal of Advanced Technology & Engineering Research (IJATER)

1st International Conference on Research in Science, Engineering & Management (IOCRSEM 2014)

HOW TURBOCHARGER WORKS

Figure No. 2 Turbocharger Working

INSTALLATION OF
TURBOCHARGER
Steps for installation
1. Connect the turbo inlet with engine exhaust port
with the help of studd nut & welding.
2. The turbine shaft is connected to a compressor,
which draws in combustion air, compresses it, and
then supplies it to the engine.
3. Now connect air filter with turbo compressor
section.
4. Connect turbo air inlet with hos pipe with bike air
cleaner.
5. Now connect carburetor with air cleaner & with
engine.
6. Connect silencer with waste gate from where the
waste gas will flow.

Figure No. 3 Turbocharger layout

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WORKING PRINCIPLE
A turbocharger consists of a turbine and a compressor
on a shared shaft. The turbine converts heat to rotational
force, which is in turn used to drive the compressor.
The compressor draws in ambient air and pumps it in to
the intake manifold at increased pressure, resulting in a
greater mass of air entering the cylinders on each intake
stroke.
The output of the engine exhaust gas is given to the
input of the turbine blades, so that the pressurized air
produced. This power, the alternate power must be
much more convenient in availability and usage. The
next important reason for the search of effective,
unadulterated power are to save the surrounding
environments including men, machine and material of
both the existing and the next fourth generation from
pollution, the cause for many harmful happenings and
to reach the saturation point.
We have designed and fabricated a prototype of the
Turbocharger was implemented in Two- wheeler, In
which the efficiency of the Engine can be increased.
Thus we have developed a method to increase the
efficiency of the engine and at the same time to control
the Emissions from the engine. The experimental setup
of block diagram shows the arrangement of
turbocharger in two- wheeler. This type of engine will
be more efficient than existing engine

Figure No.4 Installed Turbocharger

PART USED
Here is the list of hardware used in our project.

125cc Engine Bike

Turbocharger

Air Filter

Radiator

Oil line & Oil Pump

Batter

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International Journal of Advanced Technology & Engineering Research (IJATER)

1st International Conference on Research in Science, Engineering & Management (IOCRSEM 2014)

I.C ENGINE
Internal combustion engines are those heat engines that
burn their fuel inside the engine cylinder. In internal
combustion engine the chemical energy stored in their
operation. The heat energy is converted in to
mechanical energy by the expansion of gases against
the piston attached to the crankshaft that can rotate.
SPARK IGNITION ENGINE
A spark ignition (SI) engine runs on an Otto cycle
most gasoline engines run on a modified Otto cycle.
This cycle uses a homogeneous air-fuel mixture which
is combined prior to entering the combustion chamber.
Once in the combustion chamber, the mixture is
compressed, and then ignited using a spark plug (spark
ignition). The SI engine is controlled by limiting the
amount of air allowed into the engine. This is
accomplished through the use of a throttling valve
placed on the air intake (carburetor or throttle body).
AIR FILTER
For instance the air filters in your bike; their basic
function is to prevent dust from entering the engine,
which could cause serious damage to the performance
of the bike. And if your bike is fitted with paper filter
then change it regularly according to the instructions
given by the manufacturer.

Figure No.6 Radiator

OIL LINE & OIL PUMP
We are using oil line for good & smooth working of
turbocharger. In this case we are using 10W40 mineralbased oil. Oil pump is used to supply of oil into the
turbocharger.

Figure No. 7 Oil Line

BATTERY
Battery is use to supply of current into the oil line & in
oil pump. We are using 12v lead acid battery for supply
of current.

Figure No. 5 Air Filter

RADIATOR
Radiators are heat exchangers used for cooling internal
combustion engines, mainly in automobiles but also
in aircraft, railway, motorcycles, stationary generating
plant or any similar use of such an engine.
Internal combustion engines are often cooled by
circulating a liquid called engine coolant through
the engine block, where it is heated, then through a
radiator where it loses heat to the atmosphere, and then
returned to the engine. Engine coolant is usually waterbased, but may also be oil. It is common to employ a
water pump to force the engine coolant to circulate, and
also for an axial fan to force air through the radiator.
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Figure No. 8 Battery

ANALYSIS OF TURBOCHARGER
Here Analysis of Turbocharger done with Ansys for
determining the variation of stresses, strains and
deformation across turbo. An attempt has been made to
investigate the effect of temperature, pressure and
induced stresses on the impeller. By identifying the true
design feature, the extended service life and long term
stability is assured.

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International Journal of Advanced Technology & Engineering Research (IJATER)

1st International Conference on Research in Science, Engineering & Management (IOCRSEM 2014)

Table No.3 Model > Static Structural > Solution >

Results
Object Name

Equivalent
Stress

State

Total
Deformation
Solved

Scope
Geometry

All Bodies

Definition
Type
Total Deformation

Equivalent
(von- Mises) Stresses
End Time

Display Time
Results

Figure No. 9 Analysis

Table No.2 Aluminium Alloy > Strain-Life Parameters
Strength Coefficient Pa
Strength Exponent
Ductility Coefficient
Ductility Exponent

9.2e+008
-0.106
0.213
-0.47

Cyclic Strength Coefficient Pa

1.e+009
Cyclic Strain Hardening
Exponent
0.2

Minimum
Maximum

39.904 Pa
2.454e+007 Pa

Minimum Occurs On
Maximum Occurs On

0. m
2.9491e-006
m

Solid
Solid

Information
Time
Load Step
Sub step
Iteration Number

1. s
1
1
1

Graph No. 2 Alternating Stresses

Table No.1 Aluminium Alloy > Constants

Structural
Young's Modulus
Poisson's Ratio
Density
Thermal Expansion
Tensile Yield Strength
Compressive Yield Strength
Tensile Ultimate Strength
Compressive Ultimate Strength

2.e+011 Pa
0.3
7850. kg/m
1.2e-005 1/C
2.5e+008 Pa
2.5e+008 Pa
4.6e+008 Pa
0. Pa

Thermal
Thermal Conductivity
237. W/mC
Specific Heat
434. J/kgC
Electromagnetics
Relative Permeability
10000
Resistivity
1.7e-007 Ohm
or Turbocharger 1 materials investigation is done using
static analysis.

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International Journal of Advanced Technology & Engineering Research (IJATER)

1st International Conference on Research in Science, Engineering & Management (IOCRSEM 2014)

Graph No.1 Strain Life Parameters

the compressor material is withstand up to the (482.61

HZ) with the minimum stress (32.981 MPA) for the
compressor material incoloy alloy 909 and the turbine
material is withstand up to the (773.58 HZ)
With the minimum stress (171.01 MPA) for the turbine
material Inconel alloy 740.

Table No.4 Model > Static Structural > Loads

Figure No. 10 analysis for compressor

State Fully Defined

Scope
Scoping Method
Geometry Selection
Geometry
16 Faces
2 Faces
Definition
Type
Suppressed
Define By

Fixed Support
Pressure
No
Normal To

Magnitude
4.e+005
(ramped)
3.5464e+005 Pa (ramped) 25000 Pa (ramped)

Pa

AIR INLET & EXHAUST PRESSURE

Air inlet pressure into air cleaner & in engine = 0.3
bar ( Normal Condition )
Air inlet pressure into air cleaner & in engine = 0.2
bar ( Turbocharged Condition )
For our analysis it is 0.25 bar or 25000.0 Pa
Engine exhaust gas pressure = 4 bar or 400000.0 Pa
Air inlet through Air filter = .35 Atm or 35000.0 Pa
COMPRESSOR & TURBINE ANALYSIS
For Compressor the minimum von mises stress (32.981
MPA) is obtained for the material incoloy alloy
909.And the maximum frequency (482.61 HZ) is
obtained for the material incoloy alloy 909.For Turbine
the minimum von mises stress (171.01 MPA) is
obtained for the material Inconel alloy 740.And in the
frequency comparing to the compressor maximum
frequency (482.61 HZ) for incoloy alloy 909. And the
turbine three materials frequencies Inconel alloy 740
(773.58 HZ); Inconel alloy 783- (679.12 HZ); wrought
aluminum alloy 2219 (887.16 HZ); are more than
compressor maximum frequency (482.61 HZ). so that

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Figure No. 11 Analysis of Turbine Wheel

ENGINE ANALYSIS
Engine Ideal RPM: - 1400 RPM
Maximum Engine RPM: - 12000 RPM
Turbocharger RPM: - 20000 RPM
Average Increased: - 8 Km*
(Under Specific Conditions)
Specific Conditions
Engine RPM = 3000 RPM
Turbocharger RPM = 18000 RPM
Weight on Bike = 40 kgs
Vehicle Speed = 40 Kmph
Tested in Vacuum & Frictionless Surface.
1. A nozzle whose big end dia is equal to dia of
exhaust manifold.
2. Nozzle dia is equal to of exhaust valve dia which
is equal to 7.475 mm.
3. Nozzle attached with 2 flanges equivalent to dia of
exhaust manifold.
4. Nozzle attached to exhaust side inlet of T.C.
5. Exhaust attached to outlet side of T.C.
6. A.F attached to inlet side of comp. side of T.C.

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International Journal of Advanced Technology & Engineering Research (IJATER)

1st International Conference on Research in Science, Engineering & Management (IOCRSEM 2014)

7.

Pipe attached to carb. Just before carb. From outlet

side of comp. side of T.C.
RESULT & CONCLUSION
The Carbon monoxide Hydrocarbon and Nitrogen oxide
at full acceleration conditions and (Air fuel) at idling
conditions for some selected gasoline vehicles were
also monitored to access the change in emission
characteristics. The emission measurement of Honda
Engine (withoutTurbo-charger) by using gas analyzer.

which do not require pre-mixing of mobile oil in petrol

as lubricant.
The characteristic curve for Honda engine with and
without turbocharger (Improving efficiency) is shown
in Graph below.
Graph No. 3 Characteristics Curve for Honda Engine
with & Without Turbocharger

Table No. 5 Emission Measurement of Honda Engine

(Without Turbocharger)

The exhaust emissions of gasoline-powered vehicles for

CO and Hydrocarbon were monitored using an
Automotive Emission Analyzer MEXA-584L idling
conditions, 1/4 throttling, 1/2 throttling, 3/4 throttling
and full throttling conditions. The MEXA-584L
simultaneously measures CO, HC, CO (non-dispersive
infrared: NDIR) and air-to- fuel ratio (AFR) or excess
air ratio (A) in idle state. It optionally measures O, NO,
engine speed (RPM) and oil temperature (TEMP)
Table No. 6 Emission Measurement of Honda Engine
(With Turbocharger)

During half throttling about 90% of scooters and 93%

of motor bikes were found emitting HC within the
prescribed national standard of 2000 PPM. The low
percentage of scooters emitting Hydrocarbon in the said
range might be attributed to the fact that all scooters
tested were having two stroke engines while a few
models of motor bikes had four strokes engine as well
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During
full
throttling
52%ofscootersand
47%ofmotorbikeswere found emitting HC not within
the prescribed national standard of 2000PPM.
The low percentage of scooters emitting Hydrocarbon
in the said range might be attributed to the fact that all
scooter stested were having two stroke engines while
a few models of motor bikes had four strokes engine as
well which do not require pre-mixing of mobile oil in
petrol as lubricant.

CONCLUSION
We have designed and fabricated a prototype of the
Turbocharger was implemented in Two- wheeler, In
which the efficiency of the Engine can be increased
.Thus we have developed a method to increase the
efficiency of the engine and at the same time to control
the Emissions from the engine. The experimental setup
of block diagram shows the arrangement of
turbocharger in two- wheeler. This type of engine will
be more efficient than existing engines.
This work is an attempt to reduce our dependency on
foreign oil and reduce the tailpipe emission from
automobiles and this was an attempt to design and
implement this new technology that will drive us into
the future. Use of production turbo charger will reduce
smog- forming pollutants over the current national
average. The first hybrid on the market will cut
emissions of global-warming pollutants by a third to a
half and later modes may cut emissions by even more.

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International Journal of Advanced Technology & Engineering Research (IJATER)

1st International Conference on Research in Science, Engineering & Management (IOCRSEM 2014)

BENEFITS OF
TURBOCHARGING

Increased engine power output (in the region of

50%increase).
Improved fuel consumption on (improved pressure
balance across the engine.
Altitude compensation.
A very high percentage of two wheel gasoline
vehicles (48%)were found not complying with the
prescribed National Emission Standards. The
increase in Carbon monoxide and Hydro carbon
emissions by two wheel gasoline engine sat
accelerated engine speed was quite significant.
About90%ofscootersand85%ofmotorbikes
were
found emitting CO within the prescribed national
standard of 4.5%. About 33% of scooters and 83%
of motor bikes were found emitting Hydrocarbon
within 2000ppm.
Duringhalfthrottlingabout90%ofscooters
and
93%ofmotorbikes were found emitting HC within
the prescribed national standard of 2000PPM.
Duringfullthrottlingabout52%ofscootersand
47%ofmotorbikeswerefoundemittingHC not within
the prescribed national standard of 2000PPM.
It was observed that the Carbon monoxide
emissions from two wheel vehicles increased from
two to three times at the full acceleration engine
conditions.
It was observed that the Hydrocarbon emissions
from two wheel vehicles increased from two to
four times at the full acceleration engine
conditions.
By the use of turbo charging in two wheelers the
power can be enhanced. A properly tuned turbo
engine can produce 20% + more power compared
to stock but expect an increase in fuel consumption.
More power compared to the same size naturally
aspirated engine.
Better thermal efficiency over naturally aspirated
engine and super charged engine because the
engine exhaust is being used to do the useful work
which otherwise would have been wasted.
Automotive oil condition monitoring is far from a
mature technology. As this technology progresses
and becomes more popular in the auto motive
industry, there will be many generations of sensors
developed to improve accuracy and range of
capability.
While some vehicles come standard with oil
change technologies today, the majority do not.
The companies developing these sensor
technologies must be able to convince the
automotive industry and the public of their general
reliability and value. If this is successful, we may
see condition-based oil changes become the latest
trend in vehicle technology over the next few years.

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ADVANTAGES
More power compared to the same size naturally
aspirated engine.
Better thermal efficiency over naturally aspirated
engine and super charged engine, because the
engine exhaust is being used to do the useful work
which otherwise would have been wasted.
Better Fuel Economy by the way of more power
and torque from the same sized engine. A century
of development and refinementfor the last
century the SI engine has been developed and used
widely in automobiles.
Continual development of this technology has
produced an engine that easily meets emissions and
fuel economy standards. With current computer
controls and reformulated gasoline, todays engines
are much more efficient and less polluting than
those built 20 years ago.
Low costThe SI engine is the lowest cost engine
because of the huge volume currently produced.
High Thermal efficiency.
Better Volumetric efficiency.
High speed obtained.
Better average obtained.
Eco-friendly

DISADVANTAGES
Bike cost will increase.
Engine weight will increase.
If there will be improper maintenance then there will be
problem in turbo such as turbo lag.

REFERENCE
1.
2.
3.

Books of Automobile Engineering

BGuide From Internet
Books of IC Engine

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