Turbocharging technology drives the vortex end impeller by recovering 30% of the exhaust gas energy. When the rotational speed reaches up to 150,000 rpm, it drives the compressor, forcibly increasing the intake density by 200% According to the SAE 2024 research report, this design enables a 1.5L displacement engine to output 160kW of power (equivalent to a naturally aspirated 2.4L engine), reducing the specific fuel consumption (BSFC) by 12% and jumping the single-cycle combustion efficiency from 28% to 38%. Achieve a revolutionary breakthrough in power density of 3.2kW/L.
Precise aerodynamic design is the core. The compressor impeller adopts a 107mm diameter mixed-flow structure, with a blade attack Angle of 17°±0.5° to optimize turbulence loss. Tests on the BMW B48 engine show that: At a boost pressure of 2.0bar, the air flow rate reaches 280g/s, which is 180% higher than that of the traditional intake system. Meanwhile, the intercooler cools the intake temperature from 180°C to 45°C, increasing the volumetric efficiency by 40%. The 2023 Porsche 911 GT3 race data confirmed that after the Turbocharger was involved, the torque could reach a peak of 620Nm at 1,500rpm (while a naturally aspirated engine requires 4,500rpm). The time taken to accelerate to 100km/h has been shortened by 1.8 seconds.
Thermal management technology innovation reduces the risk of knocking. The response speed of the electronically controlled pressure relief valve is less than 10ms, and the dynamic adjustment of the boost pressure fluctuation is ±0.05bar. The Turbocharger integrated water-cooled housing of the Volkswagen EA888 engine Reduce the surface temperature of the turbine from 980°C to 200° C. According to the disassembly analysis of “Automotive Engineering” in 2025, this keeps the deviation rate of the peak pressure in the cylinder within <1% and expands the ignition advance Angle by 8°. The fuel octane number requirement has been reduced from 98# to 92#, saving users an average of $500 in fuel costs annually.
Breakthroughs in materials technology ensure reliability. The temperature resistance limit of niobium alloy turbines is 1,050°C, and the friction coefficient of ceramic bearings is 0.003 (0.12 for steel). Toyota’s actual measurement shows that: Over a full life cycle of 250,000 kilometers, the efficiency decline of the turbocharger is only 2.3%, and its durability is 10 times higher than that of the product from ten years ago. The Turbocharger of the Ferrari F154 engine has passed the 20G acceleration vibration test (bandwidth 5-2000Hz), ensuring that the amplitude is less than 0.01mm at 7,000rpm, eliminating the risk of high-frequency surge.
These technologies work together to reduce the carbon emissions of modern turbocharged engines to 110g/km (the EU 2030 standard is 95g/km). Porsche estimates that the Cayenne model equipped with the Turbocharger has a 23% reduction in operating costs per kilometer. This confirms the continuous breakthrough of the boundary of power efficiency through the recovery of waste gas energy.