DEPARTMENT OF MECHANICAL

ENGINEERING
VASAVI COLLEGE OF ENGINEERING

TITLE:

Identifying the Optimal Methods for Tuning a Vehicle to

Enhance Overall Performance.

MINI PROJECT REPORT

Group no:21

SUBMITTED BY:

1.Shaik Arhaan - 1602-22-736-072

2.Varun Kumar - 1602-22-736-329
3.Krishna Patel - 1602-22-736-054

Under the guidance of

Dr. J Anjaneyulu
Assistant Professor (Sr. scale)
 VASAVI COLLEGE OF ENGINEERING(AUTONOMOUS)
AFFILIATED TO OSMANIA UNIVERSITY
IBRAHIMBAGH, HYDERABAD.

CERTIFICATE

This is to certify that the mini project report entitled “Identifying the Optimal
Methods for Tuning a Vehicle to Enhance Overall Performance.” is a Bonafide
record of a mini project work carried out by,

1.Shaik Arhaan - 1602-22-736-072

2.Varun Kumar - 1602-22-736-329
3.Krishna Patel - 1602-22-736-054

in the Department of Mechanical Engineering, Vasavi college of engineering

(Autonomous) (Affiliated to Osmania university), Hyderabad during the academic year
2024-25.

Dr. J Anjaneyulu External Examiner Dr. T. Ram Mohan Rao

(Assistant professor (Sr. Scale) Professor &HOD
Project Guide Dept. Of Mechanical Eng.
 ACKNOWLEDGEMENT

It gives us immense pleasure to express our heartfelt gratitude and appreciation to all
those who have contributed to the successful completion of our mini project titled
“Identifying the Optimal Methods for Tuning a Vehicle to Enhance Overall
Performance.”

We are thankful to the principal Dr. S. V. Ramana, Vasavi college of engineering, for
permitting us to undergo our theme-based project. we are highly grateful to Dr.T.
Ram Mohan Rao, HOD of the Mechanical Department, for his kind support and for
Permitting us to complete our project.

We thank our Guide Dr. J Anjaneyulu, for his guidance and constant supervision
throughout the mini project. We would like to thank her for inspiring us guiding us by
providing constructive criticism for the successful completion of the project.

Finally, we would like to thank our families and friends for supporting, understanding,
and encouragement throughout this project. Their unwavering belief in us has been a
source of inspiration and motivation.
 INDEX

S.NO CONTENTS PAGE NO

1 Abstract 1
2 Methodology 2
3 Introduction 3
4 Comparison of Tuned and Non-Tuned Engines 4
5 Various Tuning Methods 5
6 Applications Of Tuning 8
7 Working of Turbocharger 10
8 Advantages of Turbocharger 12
9 Disadvantages of Turbocharger 14
10 Types of Turbochargers 15
11 Working Of ECU 19
12 Advantages of ECU 23
13 Disadvantages of ECU 24
14 Types of ECU 25
15 Design of Turbocharger 29
16 Simulation CFD of Turbocharger
17 Engine Simulator Comparison
18 MATLAB comparison
19 conclusion
20 reference
 ABSTRACT

Engine tuning, a practice aimed at optimizing engine performance, involves modifying

various components or parameters. We are focused on two prominent techniques:
Electronic Control Unit (ECU) tuning and turbocharger modifications. ECU tuning
involves altering the software that controls an engine's operation, while turbocharger
modifications enhance power output by forcing more air into the combustion chamber.
Other tuning methods include intake and exhaust system modifications, camshaft
changes, and internal component upgrades.

This research investigates the effects of turbocharger and ECU tuning on vehicle
performance. By employing computational fluid dynamics (CFD) analysis and engine
simulation, we aim to increase air-fuel ratio (AFR), boost pressure, and overall engine
power output. The CFD analysis focuses on calculating the contribution it makes
towards Air Fuel Ratio.

Simultaneously, the engine simulation model incorporates the optimized turbocharger,

enabling accurate prediction of engine performance. The ECU calibration process
involves fine-tuning parameters such as ignition timing, fuel injection, and boost
pressure control to maximize power output while maintaining optimal fuel efficiency
and emissions.

By comparing the performance gains and trade-offs associated with different tuning
strategies, we aim to identify the optimal approach for enhancing vehicle performance.

1
 METHADOLOGY

➢ Review:
ECU and turbocharger tuning are key modifications for enhanced performance.
ECU remapping optimizes engine parameters like fuel injection and ignition
timing for increased power and efficiency. Turbocharger upgrades, such as
larger turbos or upgraded internals, boost airflow into the engine, significantly
increasing power output. Together, these modifications can dramatically
improve a vehicle's acceleration, top speed, and overall driving experience.
However, it's crucial to balance performance gains with reliability and safety.
Professional tuning and high-quality components are essential to ensure optimal
results.

➢ Objectives:
1. Compare Turbocharging and ECU Remapping and gauge the Best.
2. Develop a way to visualize the performance through software.
3. Conclude the findings through proper Analysis.
4. Perform CFD analysis on Turbocharger
5. Simulate and Compare Tuned and Non-tuned Engines
6. Utilize MATLAB Vehicle composer tool to enhance the analysis.

2
 INTRODUCTION

The pursuit of optimal performance in a vehicle is a journey that intertwines technical

expertise, mechanical modifications, and the sheer passion of automotive enthusiasts. It
involves a meticulous examination of various components and systems, each playing a
crucial role in determining a vehicle's overall capabilities.
The engine, the powerhouse that propels a vehicle forward. Modifying the engine's
control unit, known as the Engine Control Unit (ECU), through remapping or chip
tuning, can significantly enhance its performance. By altering parameters such as fuel
injection timing, ignition timing, and boost pressure, the ECU can be optimized to
deliver increased power, improved fuel efficiency, and a more responsive throttle
response. Additionally, upgrading the intake and exhaust systems can further enhance
airflow, allowing the engine to breathe more freely and unleash additional power.
Beyond the engine, the suspension and handling systems play a pivotal role in a vehicle's
dynamic performance. Lowering the vehicle's suspension can reduce body roll and
improve cornering agility, while upgrading the shock absorbers and springs can enhance
ride quality and handling precision. Additionally, modifications to the steering system,
such as stiffer bushings and upgraded steering wheels, can provide sharper steering
response and improved feedback.
Upgrading to high-performance tires with specialized tread patterns and rubber
compounds can significantly improve grip and braking performance. Aerodynamic
modifications, such as spoilers, wings, and body kits, can further enhance a vehicle's
performance by reducing drag and generating downforce. By carefully shaping the
vehicle's bodywork, engineers can optimize airflow around the vehicle, reducing
aerodynamic drag and increasing downforce, which improves stability at high speeds
and enhances cornering grip. However, it is essential to approach vehicle tuning with a
balanced perspective. While performance gains are undoubtedly enticing, it is crucial to
prioritize safety and reliability.

Nissan RB26DETT, found in Nissan Skyline

R33 GTR. Twin-Turbocharged Inline-6
engine producing 280 hp, can be tuned
to 1,000 hp

3
 COMPARISON

Parameter Non-Tuned Engine Tuned Engine

Higher power and torque
output, ideal for sports
Lower power and torque cars, performance
output, suitable for daily vehicles, and off-road
Power and Torque commuter vehicles vehicles
Potentially higher fuel
efficiency under specific
conditions, such as
Generally lower fuel highway cruising in a
Fuel Efficiency efficiency tuned diesel engine
Quicker acceleration,
resulting in faster 0-60
mph times, beneficial for
sports cars and
Acceleration Slower acceleration performance vehicles
Potentially higher top
speed, especially for high-
performance vehicles like
Top Speed Lower top speed supercars
More responsive throttle,
leading to a more
engaging driving
Less responsive throttle, experience, especially in
suitable for relaxed driving sports cars and
Throttle Response styles performance vehicles
More aggressive engine
Milder engine sound, sound, often desired by
suitable for quiet and performance enthusiasts
Engine Sound comfortable driving and sports car owners
Potentially higher
Lower emissions, adhering emissions, especially with
to stricter emission aggressive tuning,
standards, suitable for requiring careful
environmentally conscious calibration to meet
Emissions drivers emission standards
Lower initial cost, suitable
for budget-conscious Higher initial cost due to
Cost buyers tuning modifications.

4
 Various Tuning Methods

Performance tuning is the tuning of an engine for motorsports. In this context, the
power output (e.g. In horsepower), torque, and responsiveness of the engine are of
premium importance, but reliability and fuel efficiency are also relevant. In races, the
engine must be strong enough to withstand the additional stress placed upon it and the
automobile must carry sufficient fuel, so it is often far stronger and has higher
performance than the mass-produced design on which it may be based. The
transmission, driveshaft and other load-transmitting powertrain components may need
to be modified to withstand the load from the increased power.

There are many techniques that can be used to increase the power and/or efficiency of
an engine. This can be achieved by modifying the air-fuel mixture drawn into the
engine, modifying the static or dynamic compression ratio of the engine, modifying
the fuel used (e.g. higher octane, different fuel types or chemistries), injection of water
or methanol, modifying the timing and dwell of ignition events, and compressing the
intake air. Air fuel ratio meters are used to accurately measure the amount of fuel in
the mixture. Fuel weight will affect the performance of the car, so fuel economy (thus
efficiency) is a competitive advantage.

Ways to increase power include:

➢ Increasing the engine displacement by one or both of two methods: "boring" -

increasing the diameter of the cylinders and pistons, or by "stroking" - using a
crankshaft with a greater throw.

➢ Replacing a stock throttle body with either a larger throttle body (Since it
increases airflow due to its larger bore size), an electronic throttle body that
opens quickly so that it can access airflow sooner (Which improves throttle
response), or a combination of both.

➢ Using larger or multiple carburettors to create a more controllable air/fuel

mixture to burn and to get it into the engine more smoothly. Fuel injection is
more often used in modern engines, and may be modified in a similar manner.

➢ Increasing the size of the poppet valves in the engine, thus decreasing the
restriction in the path of the fuel–air mixture entering the cylinder and the
exhaust gases leaving it. Using multiple valves per cylinder results in the same

5
 effect, though it is often more difficult to fit several small valves than to have
larger, single valves due to the valve gear required. It can also be difficult to
find space for one large valve in the inlet and a large valve on the outlet side,
and sometimes a large exhaust valve and two smaller inlet valves are fitted.

➢ Using larger bored, smoother, less-contorted inlet manifold and exhaust

manifolds helps maintain the velocity of gases. The ports in the cylinder head
can be enlarged and smoothed to match. This is termed cylinder head porting.
Manifolds with sharp turns force the air–fuel mix to separate at high velocities
because fuel is denser than air.

➢ The larger bore may extend through the exhaust system using large-diameter
piping and low back pressure mufflers, and through the intake system with
larger diameter airboxes and high-flow, high-efficiency air filters. Muffler
modifications will change the sound of the engine, usually making it louder.

➢ Increasing the valve opening height (lift) by changing the profiles of the cams
on the camshaft or the lever (lift) ratio of the valve rockers in overhead valve
(OHV) engines, or cam followers in overhead cam (OHC) engines.

➢ Optimizing the valve timing to improve burning efficiency; this usually

increases power at one range of operating RPM at the expense of reducing it at
others. This can usually be achieved by fitting a differently profiled camshaft.

➢ Raising the compression ratio by reducing the size of the combustion chamber,
which makes more efficient use of the cylinder pressure developed and leading
to more rapid burning of fuel by using larger compression height pistons or
thinner head gaskets or by using a milling machine to "shave" the cylinder head.
High compression ratios can cause engine knock unless high-octane fuels are
used.

➢ Forced Induction; adding a turbocharger or a supercharger. The air/fuel mix

entering the cylinders is increased by compressing the air. Further gains may be
realized by cooling the compressed intake air (compressing air makes it hotter)
with an air-to-air or air-to-water intercooler.

➢ Using a fuel with higher energy content and by adding an oxidizer such as
nitrous oxide.

➢ Using a fuel with better knock suppression characteristics (race fuel, E85,
methanol, alcohol) to increase timing advance.

6
➢ Reducing losses to friction by machining moving parts to lower tolerances than
would be acceptable for production, or by replacing parts. This is done In
overhead valve engines by replacing the production rocker arms with
replacements incorporating roller bearings in the roller contacting the valve
stem.

➢ Reducing the rotating mass comprised by the crankshaft, connecting rods,

pistons, and flywheel to improve throttle response due to lower rotational inertia
and reduce the vehicle's weight by using parts made from alloy instead of steel.

➢ Changing the tuning characteristics electronically, by changing the firmware of

the EMS. This chip tuning often works because modern engines are designed to
produce more power than required, which is then reduced by the EMS to make
the engine operate smoothly over a wider RPM range, with low emissions. This
is called de-tuning and produces long-lasting engines and the ability to increase
power output later for facelift models. Recently emissions have played a large
part in de-tuning, and engines will often be de-tuned to produce a particular
carbon output for tax reasons.

➢ Lowering the under-bonnet temperature to lower the engine intake temperature,

thus increasing the power. This is often done by installing thermal insulation –
normally a heatshield, thermal barrier coating or other type of exhaust heat
management – on or around the exhaust manifold. This ensures more heat is
diverted from the under-bonnet area.

➢ Changing the location of the air intake, moving it away from the exhaust and
radiator systems to decrease intake temperatures. The intake can be relocated to
areas that have higher air pressure due to aerodynamic effects, resulting in
effects similar to forced induction.

7
 APPLICATIONS

Tuning is applied in many areas of Automotive industry, mainly in Motorsports sector

where stock cars are upgraded and tuned according to the regulating bodies and
racetracks. Motorsports include, Rally Cross, GT class racing, Drift racing, Drag
racing, Endurance racing, and many more. We will discuss few of them as
applications to tuning.
➢ Rally Cross

The 2017 Ford Fiesta ST boasts a 1.6-

liter EcoBoost turbocharged four-
cylinder engine delivering 197
horsepower. Paired with a 6-speed
manual transmission, it offers a spirited
driving experience. Key features include
a sport-tuned suspension, Brembo
brakes, and a unique interior with sport
seats and a flat-bottom steering wheel.
Despite its compact size, it offers decent
fuel economy and practical cargo space.

The Fiesta Rallycross Supercars version

is a race car with a 2.0 L Duratec
turbocharged four-cylinder engine,
running on petrol or E85 (85%
ethanol/15% petrol). It produces over
550 bhp (410 kW; 560 PS) and 820 NM
(600 lb ft). That propels the 2,600 lb
(1,200 kg) rallycross-prepped Fiesta up
to sixty in 2.2 seconds.

8
 ➢ Drift Racing

In 1999, Japan saw a new

version of the Silvia, the S15,
now producing 250 PS (247
bhp; 184 kW) at 6,400 rpm and
275 NM; 203 lbf⋅ft (28 kg⋅m) of
torque at 4,800 rpm from its
SR20DET inline-four engine,
thanks to a ball bearing
turbocharger upgrade, as well as
an improved engine
management system. The non-
turbo SR20DE produces 165 PS
(163 bhp; 121 kW).

This is a 2000 era Nissan S15

model retaining the stock
engine, SR20DET producing
440 Hp due to tuning. Engine
modifications are, Borg Warner
EFR 7074 T4 turbo, Turbosmart
wastegates, Walton Motorsports
manifold, Greddy plenum, and
others. Other modifications are
listed in the image below.

9
 WORKING OF TURBOCHARGER

HOW A TURBOCHARGER WORKS

‘A turbocharger is a special type of supercharger in which a gas turbine is used to raise
the pressure of air or air fuel mixture that is to be supplied to the engine.
Turbochargers are powered by the kinetic energy of exhaust gases from the engine’.
Turbochargers are a type of forced induction system. They compress the air flowing
into the engine.
The advantage of compressing the air is that it lets the engine squeeze more air into a
cylinder, and more air means that more fuel can be added. Therefore, we get more
power from each explosion in each cylinder. A turbocharged engine produces more
power overall than the same engine without the charging. This can significantly
improve the power-to-weight ratio for the engine.
In order to achieve this boost, the turbocharger uses the exhaust flow from the engine
to spin a turbine, which in turn spins an air pump. The turbine in the turbocharger
spins at speeds of up to 150,000 rotations per minute (rpm) -- that's about 30 times
faster than most car engines can go. And since it is hooked up to the exhaust, the
temperatures in turbine are also very high.

NEED OF TURBOCHARGER
The aim of a turbocharger is to improve an engine's volumetric efficiency by
increasing density of the intake gas (usually air) allowing more power per engine
cycle. The turbocharger's compressor draws in ambient air and compresses it before it
enters into the intake manifold at increased pressure. The purpose of a turbocharger is
to increase the power output of an engine by supplying compressed air to the engine
intake manifold so increased fuel can be utilized for combustion.

10
OPERATING PRINCIPLE
In normally aspirated piston engines, intake gases are pushed into the engine by
atmospheric pressure filling the volumetric void caused by the downward stroke of the
piston (which creates a low-pressure area), similar to drawing liquid using a syringe.
The amount of air actually sucked, compared to the theoretical amount if the engine
could maintain atmospheric pressure, is called volumetric efficiency. The objective of
a turbocharger is to improve an engine's volumetric efficiency by increasing density of
the intake gas (usually air).

The turbocharger's
compressor draws in
ambient air and
compresses it before it
enters into the intake
manifold at increased
pressure. This results in
a greater mass of air
entering the cylinders
on each intake stroke.
The power needed to
spin the centrifugal
compressor is derived
from the kinetic energy
of the engine's exhaust
gases. The pressure
volume diagram shows
the extra work done by turbocharging the diesel engine.

11
 ADVANTAGES OF TURBOCHARGER

A) Turbocharger increases the volumetric efficiency of the engine.

Volumetric efficiency in internal combustion engine engineering is defined as the ratio
of the mass density of the air-fuel mixture drawn into the cylinder at atmospheric
pressure (during the intake stroke) to the mass density of the same volume of air in the
intake manifold. Turbocharger runs by exhaust gases; it utilizes the energy of exhaust
gas to compress the air and send it to Inlet manifold via intercooler. Now inside
cylinder mass density of air is more relative to natural breathing of engine. As air is
compressed, so inside the cylinder amount of air is more after using turbocharger.
B) It increases the output power produced
The only time an engine really needs the extra power is when it is accelerating hard or
pulling a load. A turbo is perfect for this kind of application because it is exhaust-
driven and draws no power from the engine like a belt-driven supercharger.
Superchargers can deliver right-now boost at low RPM, but the trade-off is a constant
drain on the engine when the extra boost pressure isn’t needed. A turbo, on the other
hand, is just along for the ride and doesn’t develop any boost pressure until the throttle
opens and exhaust flow increases.
It then spools up and starts pushing more air into the engine. Turbos can rev up to
140,000 to 160,000 RPM or higher, but it can take a few seconds to reach these
speeds. Because of this, engineers design the turbo system so it can reach maximum
boost pressure with minimum lag. Proper sizing of the turbo is essential to reduce lag.
A smaller turbo will spool up more quickly at low engine speeds than a large turbo,
but a large turbo can flow more air and develop more boost pressure and power.
Since the emphasis now is more on fuel economy than all-out performance, most of
the new passenger car turbo engines are equipped with relatively small turbos that
deliver just enough boosts to offset the smaller displacement of the engine. Boost
pressure is controlled by a device called a “wastegate.” The waste gate valve opens a
bypass circuit that controls how quickly boost pressure builds. It also limits peak boost
pressure so the engine doesn’t go into detonation. Too much boost pressure can
destroy an engine that isn’t designed to handle it.
C) It reduces the intake of fuel or air-fuel mixture.
Engines can achieve more power if more air and fuel can be forced into the cylinders
for each combustion cycle. Turbochargers compress air into the intake manifold,
which is then forced into the cylinder of the engine. This feature provides two benefits.
First, there is more air and fuel, which provides a larger combustion reaction and more
power. Second, it is easier for the piston to pull the air and fuel mixture into the
combustion chamber. Turbochargers use the otherwise wasted pressure and energy
12
from the exhaust to drive a turbine that is attached to a compressor Turbochargers
allow a smaller-capacity engine to achieve the same performance as a larger
displacement, naturally aspirated engine, thereby reducing fuel consumption.
D) More power compared to the same size naturally aspirated engine.
E) 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.
F) Better Fuel Economy
by the way of more power and torque from the same sized engine. A century of
development and refinement—for the last century the SI engine has been developed
and used widely in automobiles.
G) Low cost
The SI engine is the lowest cost engine because of the huge volume currently
produced.
H) High Thermal efficiency
I) Better Volumetric efficiency
J) High speed obtained
K) Better average obtained
L) Eco-friendly
.

13
 DISADVANTAGES OF TURBOCHARGER

One of the main downsides of turbocharging is that it can be expensive. Installing a

turbocharger on an engine can be expensive, especially if it isn’t available from the
factory. Also, turbochargers can be more complex than naturally aspirated engines,
which can make them harder to maintain and repair.
Another disadvantage of turbocharging is that it is more prone to overheating. Since
turbochargers generate a lot of heat, they need to be properly cooled to work properly.
This can be a challenge, especially in high-performance applications where the engine
generates a lot of heat. If the turbocharger overheats, it can damage the engine or even
cause mechanical failure.
Turbocharging also increases wear on certain engine components. For example,
increased pressure inside the engine causes the pistons, connecting rods and crankshaft
to wear out faster. Over time, this results in increased maintenance costs, as these
components may need to be replaced more frequently than in naturally aspirated
engines.
1. Turbo Lag:
• Delay between pressing the accelerator and power delivery.
• Can make the car feel less responsive.
• Mitigated by technologies like VGT, twin-scroll, and electric turbochargers.
2. Increased Complexity and Maintenance:
• More mechanical components.
• Higher potential for mechanical failures.
• Requires regular maintenance, including oil changes and inspections.
3. Increased Fuel Consumption:
• Can increase fuel consumption in stop-and-go traffic or at low engine
temperatures.
• Avoid aggressive driving and warm up the engine before driving.
4. Potential for Detonation:
• Increased risk of detonation due to higher pressure and temperature.
• Modern engine management systems minimize this risk.

14
 TYPES OF TURBOCHARGERS

There are 6 different types of Turbochargers:

1. Simple turbo
2. Twin-Turbo
3. Dual scroll turbo
4. Variable geometry turbo
5. Variable Twin Scroll Turbo
6. Electric turbo
1. Simple turbo
Individual turbochargers alone have unlimited variability. Differentiating the size of
the compressor wheel and the turbine will lead to completely different torque
characteristics. Large turbos will bring high-end power, but smaller turbos will provide
a better low-end growl as they roll up faster. There are also individual turbos with ball
bearings and trunnion bearings. Ball bearings provide less friction for the compressor
and turbine to turn, making them faster to wind (while increasing costs).
Advantages
• Cost-effective way to increase the power and efficiency of an engine.
• Simple, generally the easiest to install of the turbocharger options.
• It allows the use of smaller engines to produce the same power as larger
naturally aspirated engines, which can often reduce weight.
Disadvantages
• Individual turbos tend to have a fairly narrow effective RPM range. This makes
size an issue as you’ll have to choose between good low-end torque or better
high-end power.
• Turbo response may not be as fast as alternate turbo settings.
2. Twin-Turbo
As with individual turbochargers, there are many options when using two
turbochargers. You could have a single turbocharger for each bank of cylinders (V6,
V8, etc.). Alternatively, a single turbocharger could be used for low RPM and diverted
to a larger turbocharger for high RPM (I4, I6, etc.). You could even have two similar
sized turbos where one is used at low RPM and both are used at higher RPM. In the

15
BMW X5 M and X6 M, dual-displacement turbos are used, one on each side of the
V8.
Advantages
• For twin parallel turbos on ‘V’ shaped engines, the benefits (and drawbacks) are
very similar to single turbo setups.
• For sequential turbos or using a turbo at low RPM and both at high RPM, this
allows for a much wider and flatter torque curve. Better torque at low revs, but
power won’t drop at high RPM like with a small turbo.
Disadvantages
• Cost and complexity, since it almost doubles the turbo components.
• There are lighter and more efficient ways to achieve similar results (as
explained below).
3. Dual scroll turbo
Twin-scroll turbochargers are better in almost every way than single-scroll
turbochargers. By using two scrolls, the escape pulses are split. For example, in four-
cylinder engines (firing order 1-3-4-2), cylinders 1 and 4 can be fed to a turbo scroll,
while cylinders 2 and 3 are fed to a separate scroll. Why is this beneficial? Let’s say
cylinder 1 is ending its power stroke when the piston approaches bottom dead center
and the exhaust valve begins to open. While this is happening, cylinder 2 ends the
exhaust stroke, closes the exhaust valve, and opens the intake valve, but there is some
overlap. In a traditional single-displacement turbo manifold, the exhaust pressure from
cylinder 1 will interfere with cylinder 2 sucking in fresh air, as both exhaust valves are
temporarily open, reducing how much pressure reaches the turbo and interfering with
the amount of air. pulling cylinder 2. By dividing the scrolls, this problem is
eliminated.
Advantages
• More energy is sent to the exhaust turbine, which means more power.
• A wider effective boost RPM range is possible based on different displacement
designs.
• Greater valve overlap is possible without hampering exhaust cleanliness, which
means greater adjustment flexibility.
Disadvantages
• It requires a specific engine layout and exhaust design (for example: I4 and V8
where 2 cylinders can be fed at each turbo displacement, at uniform intervals).
• Cost and complexity compared to traditional individual turbos.

16
4. Variable Geometry Turbocharger (VGT)
Perhaps one of the rarest forms of turbocharger, VGTs have limited production
(though quite common in diesel engines) as a result of cost and exotic material
requirements. The internal vanes within the turbocharger alter the area-to-radius (A /
R) ratio to match RPM. At low rpm, a low A / R ratio is used to increase the speed of
the exhaust gases and rapidly accelerate the turbocharger. As revs increase, the A / R
ratio increases to allow more airflow. The result is low turbo lag, low boost threshold,
and a wide, smooth torque band.
Advantages
• Wide, flat torque curve. The turbocharger is effective over a very wide RPM
range.
• It requires a single turbo, which simplifies a sequential turbo setup into
something more compact.
Disadvantages
• It is usually only used in diesel applications where the exhaust gases are lower
so that the vanes are not damaged by heat.
• For gasoline applications, cost generally keeps them out, as exotic metals must
be used to maintain reliability. The technology has been used in the Porsche
997, although very few VGT gasoline engines exist as a result of the associated
cost.
5. Variable double scroll turbocharger
Could this be the solution we were waiting for? While attending SEMA 2015, I
stopped by the BorgWarner booth to see the latest in turbochargers, among the
concepts is the variable twin-scroll turbo as described in the video above.
Advantages
• Significantly cheaper (in theory) than VGTs, making it an acceptable case for
gasoline turbocharging.
• Allows for a wide and flat torque curve.
• More robust in design than a VGT, depending on material selection.
Disadvantages
• Cost and complexity compared to using a traditional single turbo or dual scroll.
• The technology has been played around with before (ex: fast spool valve) but it
doesn’t seem to be succeeding in the production world. There are likely to be
additional challenges with technology.

17
6. Electric turbochargers
Aeristech’s patented all-electric turbocharger technology is a new enabling technology
that will help vehicle manufacturers comply with future stricter emissions legislation,
while providing excellent response throughout the engine’s operating range, even at
low engine revolutions and vehicle speed. FETT is the ultimate solution for extreme
engine downshifting and improved engine efficiency using a single stage turbocharger.
Throwing a powerful electric motor into the mix eliminates almost all the downsides
of a turbocharger. Turbo lag? Gone. Not enough exhaust fumes? No problem. Turbo
can’t produce low-end torque? You can now! Perhaps the next phase of modern
turbocharging, to be sure, there are also downsides to the electric route.
Advantages
• By connecting an electric motor directly to the compressor wheel, insufficient
turbo lag and exhaust gases can be virtually eliminated by rotating the
compressor with electric power when needed.
• By connecting an electric motor to the exhaust turbine, wasted energy can be
recovered (as is done in Formula 1).
• A very wide effective RPM range with uniform torque throughout.
Disadvantages
• Cost and complexity as you now have to factor in the electric motor and make
sure it stays cool to avoid reliability issues. That also applies to additional
drivers.
• Packaging and weight become an issue, especially with the addition of an on-
board battery, which will be required to supply enough power to the turbo when
needed.
• VGTs or twin rolls can offer very similar benefits (though not to the same level)
for significantly less cost.

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 WORKING OF ECU
What is an ECU?
The use of the term ECU may be used to refer to an Engine Control Unit, however
ECU also refers to an Electronic Control Unit, which is a component of any
automotive mechatronic system, not just for the control of an engine.
In the Automotive industry, the term ECU often refers to an Engine Control Unit
(ECU), or an Engine Control Module
(ECM). If this unit controls both an
engine and a transmission, it is often
described as a Powertrain Control
Module (PCM).

What does an ECU do?

Fundamentally, the engine ECU controls the injection of the fuel and, in petrol
engines, the timing of the spark to ignite it. It determines the position of the engine’s
internals using a Crankshaft Position Sensor so that the injectors and ignition system
are activated at precisely the correct time. While this sounds like something that can
be done mechanically (and was in the past), there’s now a bit more to it than that.
An internal combustion engine is essentially a big air pump that powers itself using
fuel. As the air is sucked in, enough fuel has to be provided to create power to sustain
the engine’s operation while having a useful amount left over to propel the car when
required. This combination of air and fuel is called a ‘mixture’. Too much mixture and
the engine will be full throttle, too little and the engine will not be able to power itself
or the car.
Not only is the amount of mixture important, but the ratio of that mixture has to be
correct. Too much fuel - too little oxygen, and the combustion is dirty and wasteful.
Too little fuel - too much oxygen makes the combustion slow and weak.
Engines used to have this mixture quantity and ratio controlled by an entirely
mechanical metering device called a carburetor, which was little more than a
collection of fixed diameter holes (jets) through which the engine ‘sucked’ the fuel.
With the demands of modern vehicles focusing on fuel efficiency and lower emissions,
the mixture must be more tightly controlled.
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The only way to meet these strict requirements is to hand over control of the engine to
an ECU, the Engine Control Unit. The ECU has the job of controlling the fuel
injection, ignition and ancillaries of the engine using digitally stored equations and
numeric tables, rather than by analogue means.

How does an ECU work?

An ECU is often referred to as the ‘brain’ of the engine. It is essentially a computer, a

switching system and power management system in a very small case. To perform
even on a basic level, it has to incorporate 4 different areas of operation.
Input
This typically includes temperature and pressure sensors, on/off signals and data from
other modules within the vehicle and is how an ECU collects the information it needs
to make decisions.
An example of an input would be a Coolant Temperature sensor, or an Accelerator
Pedal Position sensor. Requests from the Antilock Brake System (ABS) module may
also be considered, such as for the application of traction control.
Processing
Once the data has been collected by the ECU, the processor must determine output
specifications, such as fuel injector pulse width, as directed by the software stored
within the unit. The processor not only reads the software to decide the appropriate
output, it also records its own information, such as learned mixture adjustments and
mileage.
Output
The ECU can then perform an action on the engine, allowing the correct amount of
power to control actuators precisely. These can include controlling fuel injector pulse
width, exact timing of the ignition system, opening of an electronic throttle body or
the activation of a radiator cooling fan.
Power Management
The ECU has many internal power requirements for the hundreds of internal
components to function correctly. In addition to this, in order for many sensors and
actuators to work, the correct voltage has to be supplied by the ECU to components
around the car. This could be just a steady 5 Volts for sensors, or over 200 Volts for the
fuel injector circuits. Not only does the voltage have to correct, but some outputs have
to handle more than 30 Amps, which naturally creates a lot of heat. Thermal
management is a key part of ECU design.

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Precise fuel management
An ECU has to deal with many variables when deciding the correct mixture ratio.
• Engine demand
• Engine/Coolant temperature
• Air temperature
• Fuel temperature
• Fuel quality
• Varying filter restriction
• Air pressure
• Engine pumping efficiency
These require a number of sensors to measure such variables and apply them to logic
in the programming of the ECU to determine how to correctly compensate for them.
An increase in engine demand (such as accelerating) will require an increase in the
overall quantity of mixture. Because of the combustion characteristics of the fuels in
use, it also requires a change in the ratio of this mixture. When you press the
accelerator pedal, your throttle flap will open to allow more air in to the engine. The
increase in airflow to the engine is measured by the Mass Air Flow sensor (MAF) so
the ECU can change the amount of fuel that’s injected, keeping the mixture ratio
within limits.
It doesn’t stop there. For best power levels and safe combustion, the ECU must change
the ratio of the mixture and inject more fuel under full throttle than it would during
cruising – this is called a ‘rich mixture’. Conversely, a fuelling strategy or a fault that
results in less than a normal quantity of fuel being injected would result in a ‘lean
mixture’.
In addition to calculating the fuelling based on driver demand, temperature has a
considerable part to play in the equations used. Since petrol is injected as a liquid,
evaporation has to occur before it will combust. In a hot engine, this is easy to
manage, but in a cold engine the liquid is less likely to vapourise and more fuel must
be injected to keep the mixture ratio within the correct range for combustion.
Flashback: Prior to the use of the ECU, this function was managed by a ‘choke’ on the
carburetor. This choke was simply a flap that restricted the airflow into the carburetor
increasing the vacuum at the jets to promote more fuel flow. This method was often
inaccurate, problematic and required regular adjustment. Many were adjusted
manually by the driver while driving. The temperature of the air also plays a role in
combustion quality in much the same way as the varying atmospheric pressure.

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Perfecting Combustion
Since a car engine spends most of its
time at part throttle, the ECU
concentrates on maximum efficiency
in this area. The ideal mixture, where
all of the injected fuel is combusted
and all oxygen is consumed by this
combustion, is known as
‘stoichiometric’ or often as ‘Lambda’.
At stoichiometric conditions, Lambda
= 1.0.

The Exhaust Gas Oxygen Sensor (Lambda sensor, O2 Sensor, Oxygen Sensor or
HEGO) measures the amount of oxygen left over after combustion. This tells the
engine whether there is an excess of air in the mixture ratio – and naturally whether
there is excessive or insufficient fuel being injected. The ECU will read this
measurement, and constantly adjust the fuel quantity injected to keep the mixture as
close to Lambda = 1.0 as possible. This is known as ‘closed loop’ operation, and is a
major contribution to the advanced efficiency that comes from using engine ECUs.
Because of the strict emissions regulations now in force, there are many other systems
on an engine that help to reduce fuel consumption and/or environmental impact. These
include:
• Exhaust Gas Recirculation (EGR)
• Catalytic converter and Selective Catalytic Reduction
• Exhaust Air Injection Reaction (AIR)
• Diesel Particulate Filters (DPF)
• Fuel Stratification
• Exhaust Additive Injection (Such as AdBlue)
• Evaporative emissions control (EVAP)
• Turbocharging and supercharging
• Hybrid powertrain systems
• Variable Valvetrain Control (Such as VTEC or MultiAir)
• Variable Intake Control
Each of the above systems affect engine operation in some way and as a consequence
need to be under full control of the ECU.
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 ADVANTAGES OF ECU

ECU remapping offers several benefits, including:

➢ Increased Power and Torque: Remapping your ECU can significantly increase
your vehicle’s power output by up to 30% by adjusting fuel and ignition
settings.
➢ Improved Fuel Efficiency: ECU remapping can also enhance fuel efficiency,
as more torque at all RPMs means less throttle is needed to maintain speed.
➢ Enhanced Overall Performance: To maximise your vehicle’s performance,
ECU remapping should be your top priority. However, occasional upgrades may
be necessary for optimal results.
➢ Increased Resale Value: Remapped vehicles often have higher resale values
due to their improved performance and fuel efficiency.
➢ Superior Driving Experience: ECU remapping can make your vehicle more
responsive and smoother to drive, eliminating flat spots and hesitations in power
delivery.
➢ Greater Towing Capacity: ECU remapping can increase its towing capability
by optimising torque output, easing the strain on your engine.
➢ Improved Throttle Response: Remapping the ECU can enhance throttle
response, making acceleration more immediate and precise, ideal for aggressive
driving or winding roads.
➢ New Driving Modes: We can add new driving modes during the remapping
process, such as “valet mode” and “immobiliser mode,” which restrict vehicle
speed and prevent unauthorised use.
➢ Better Exhaust Note: ECU remapping can also improve your vehicle’s exhaust
tone, particularly appealing to sports car enthusiasts and those with high-
performance vehicles.
➢ Extended Engine Life: Finally, ECU remapping can prolong engine life,
reducing wear and tear while increasing power output.

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 DISADVANTAGES OF ECU

1. Warranty Concerns
One of the primary drawbacks of ECU tuning is that it can void the manufacturer’s
warranty on your vehicle. Most car manufacturers strictly prohibit any modifications
to the ECU, as it can potentially compromise the reliability and safety of the vehicle. If
you have a newer car and are still covered under warranty, it’s crucial to weigh the
potential performance gains against the risk of losing your warranty protection.
2. Increased Stress on Engine Components
ECU tuning typically involves pushing the engine beyond its factory settings to
achieve higher levels of performance. While this may result in a noticeable increase in
power, it can also put additional stress on various engine components. Over time, this
increased stress can lead to accelerated wear and tear, and potentially increase the risk
of mechanical failures.
3. Reduced Longevity of Engine
The higher stress levels caused by ECU tuning can also impact the longevity of your
engine. Pushing the engine to its limits on a regular basis can result in premature wear
and decrease the overall lifespan of the engine. It’s important to consider this trade-off
when deciding whether or not to proceed with ECU tuning, especially if you plan on
keeping your vehicle for an extended period.
4. Potential for Higher Maintenance Costs
Modifying the ECU can often lead to increased maintenance requirements and costs.
The additional strain placed on the engine may necessitate more frequent oil changes,
spark plug replacements, and other maintenance tasks. It’s essential to factor in these
potential costs when evaluating the overall value of ECU tuning.
5. Difficulty in Reverting Changes
Once the ECU has been tuned, reverting the changes back to the original settings can
be a complicated and time-consuming process.

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 TYPES OF ECU

There are different types of ECUs in

vehicles, and each one is designed to
control specific systems. For instance,
there are engine control units (ECU)
which control the engine’s
performance, transmission control
units (TCU) which control the
transmission system, and brake control
units (BCU) which control the braking
system.
Generally, the vehicle is having different module or nothing but a Domain and that is
called Domain Control Unit. Each domain is having multiple Networks. Each network
is having multiple ECU connected together.
Some of the most common types of ECUs include:
➢ Engine Control Unit (ECU): This ECU is responsible for controlling the
engine’s performance and efficiency. It manages the engine’s air/fuel ratio,
ignition timing, and controls other engine functions such as idle speed control
and exhaust gas recirculation.
➢ Transmission Control Unit (TCU): This ECU controls the transmission system
in a vehicle, ensuring smooth gear shifts and optimal fuel efficiency. It also
manages the clutch, torque converter, and other transmission components.
➢ Brake Control Unit (BCU): This ECU is responsible for controlling the
braking system. It monitors the vehicle’s speed, brake pressure, and other data
to ensure proper and safe braking performance.
➢ Body Control Module (BCM): This ECU is responsible for controlling various
comfort and convenience features in the vehicle, such as power windows,
central locking, and interior lighting.
➢ Suspension Control Unit (SCU): This ECU is responsible for controlling the
vehicle’s suspension system, providing improved handling and ride comfort.
➢ Climate Control Unit (CCU): This ECU is responsible for controlling the
vehicle’s climate control system, such as air conditioning and heating.
➢ Navigation Control Unit (NCU): This ECU is responsible for controlling the
vehicle’s navigation system, providing the driver with directions and other
navigation information.
➢ Telematics Control Unit (TCU): This ECU is responsible for controlling the
vehicle’s telematics system, providing features such as GPS tracking, remote
diagnostics, and emergency assistance.

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 Engine Simulator

Engine Simulator, it is an Open-source software which simulates the working of an

engine and progressively generates authentic sound of the Engine at various gears. It is
developed by a person named, Angethegreat. This is a real-time internal combustion
engine simulation designed specifically to produce engine audio and simulate
engine response characteristics.

Our motive behind using this software is visualize a Tuned and Non-Tuned Engine of
the same car model. In order to demonstrate this, we are using Ferrari F40 Engine.
The Ferrari F40 (Type F120) is a mid-engine, rear-wheel drive sports car engineered
by Nicola Materazzi with styling by Pininfarina. It was built from 1987 until 1992, The
specs are given below,
⚬ Engine: Twin-
turbocharged 2.9L V8.
⚬ Horsepower: 471 hp @
7,000 rpm.
⚬ Torque: 426 lb-ft @
4,000 rpm.
⚬ Acceleration: 0-60mph in 3.8 seconds.
⚬ Top Speed: 201 mph.

26
The code is accessible in Visual Studio Code Editor, we can change various values
which directly affects the overall engine characteristics.

Changes made:
• Increased stroke length from 69.5 to 79.5.
• Increased volume from 2.936 L to 3.436 L.
• Increased Maximum RPM from 8100 RPM to 10500 RPM.
• Increased Starter torque from 50 Nm to 450 Nm.
• Increased Starter speed from 800 RPM to 5000 RPM and reduced 100Kg mass.

27
In the above screenshot, the software is running the Tuned version of the engine
With the listed changes. As you can see, The Dyno test is on, to calculate the
maximum horsepower and maximum RPM. The values are highlighted in yellow and
enclosed in a box.

It produces 822 HP which almost doubles its stock engine performance. Performance
tests like these are very costly and difficult to perform.

Through this software, we can have an idea of engine characteristics after changes.
All Gauges displayed work or update in real time. There are few Graphical
trajectories which monitor various aspects of the engine. We can even calculate the
fuel consumed, Intake and Exhaust, etc.

The software greatly visualizes the Piston movement of the engine, Ignition cycles of
the engine.

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 DESIGN OF TURBOCHARGER

Turbocharger Construction

A turbocharger consists of a compressor wheel and exhaust gas turbine wheel

coupled together by a solid shaft and that is used to boost the intake air pressure of
an internal combustion engine. The exhaust gas turbine extracts energy from the
exhaust gas and uses it to drive the compressor and overcome friction.

Centre-Housing

The turbine-compressor common shaft is supported by a bearing system in the centre

housing (bearing housing) located between the compressor and turbine. The shaft
wheel assembly (SWA) refers to the shaft with the compressor and turbine wheels
attached, i.e., the rotating assembly.
The centre housing rotating assembly (CHRA) refers to SWA installed in the centre-
housing but without the compressor and turbine housings. The centre housing is
commonly cast from gray cast iron, but aluminium can also be used in some
applications. Seals help keep oil from passing through to the compressor and turbine.
Turbochargers for high exhaust gas temperature applications, such as spark ignition
engines, can also incorporate cooling passages in the centre housing.

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Bearings

The turbocharger
bearing system appears
simple in design, but it
plays a key role in a
number of critical
functions. Some of the
more important ones
include: the control of
radial and axial motion
of the shaft and wheels
and the minimization of
friction losses in the
bearing system.

Seals
Seals are located at both ends of the bearing housing. These seals represent a difficult
design problem due to the need to keep frictional losses low, the relatively large
movements of the shaft due to bearing clearance and adverse pressure gradients
under some conditions.
These seals primarily serve to keep intake air and exhaust gas out of the centre
housing. The pressures in the intake and exhaust systems are normally higher than in
the turbocharger’s centre housing which is typically at the pressure of the engine
crankcase.

The major Components are:

1. Turbo Bearing Housing

2. Turbo Fan
3. Turbo Compressor Fan
4. Turbo Compressor Cover
5. Turbo Housing

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Turbo Bearing Housing

The turbocharger bearing housing is a crucial component that supports and protects the
rotating shaft and wheels within the turbocharger. It is a complex part designed to
withstand extreme conditions of high temperatures, high pressures, and rapid
rotational speeds.
Key Functions of the Bearing Housing:
1. Support and Alignment:
o Provides a precise and stable platform for the turbine and compressor
wheels to rotate.
o Ensures proper alignment of the rotating shaft to minimize friction and
wear.
2. Lubrication:
o Houses the bearings that provide lubrication to the rotating components,
reducing friction and heat generation.
o Maintains optimal lubrication conditions to prolong the life of the
turbocharger.
3. Sealing:
o Incorporates seals to prevent leakage of oil and exhaust gases, ensuring
efficient operation and minimal environmental impact.
4. Heat Dissipation:
o Designed to dissipate heat generated by the high-speed rotation of the
components, preventing overheating and damage.

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 Turbo Fan

The turbocharger rotor assembly is the heart of the turbocharger system. It's
responsible for boosting the engine's performance by compressing more air into the
combustion chamber. This leads to:

• Increased power and torque: More air means more fuel can be burned, resulting in
greater power output.
• Improved fuel efficiency: By utilizing the waste energy from the exhaust gases,
turbochargers can improve fuel economy.
• Reduced emissions: More efficient combustion can lead to lower emissions of
pollutants.

The design and materials used in the rotor assembly are crucial for its performance
and durability. Engineers must carefully consider factors like blade shape, material
selection, and balancing to optimize the turbocharger's efficiency and longevity.

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Turbo Compressor Fan

The compressor fan is a crucial component of a turbocharger, responsible for

compressing the air that is drawn into the engine.
How it Works:
1. Air Intake: Atmospheric air is drawn into the turbocharger through the
compressor inlet.
2. Compression: The compressor fan, driven by the turbine, spins rapidly and
compresses the incoming air.
3. Increased Air Density: This compressed air is forced into the engine's cylinders,
increasing the amount of oxygen available for combustion.
4. Enhanced Combustion: With more oxygen, the engine can burn more fuel,
resulting in increased power and torque.
5. Increased Power and Torque: By providing more oxygen-rich air to the engine,
turbochargers can significantly boost power and torque.
6. Improved Fuel Efficiency: Turbochargers can help improve fuel economy by
allowing smaller engines to produce the same power as larger engines.
7. Reduced Emissions: More efficient combustion can lead to lower emissions of
harmful pollutants.

In summary, the turbocharger compressor fan plays a vital role in enhancing

engine performance and efficiency. By understanding its function and design,
you can appreciate the engineering marvel behind this technology.

33
 Turbo Compressor Cover

The compressor cover is a crucial part of a turbocharger, responsible for directing the
airflow into and out of the compressor wheel. It plays a significant role in the overall
efficiency and performance of the turbocharger.

Key Functions of a Compressor Cover:

1. Airflow Direction: The cover guides the incoming air into the compressor wheel,
ensuring optimal airflow and minimizing turbulence.
2. Pressure Build-up: It helps to create a pressure differential between the inlet and outlet
of the compressor, which is essential for efficient air compression.
3. Sealing: The cover seals the compressor wheel, preventing air leaks and maximizing
efficiency.
4. Structural Support: It provides structural support for the compressor wheel and
bearings, ensuring their correct alignment and preventing damage.

In conclusion, the compressor cover is a critical component that contributes

significantly to the performance and reliability of a turbocharger. By understanding its
functions and design considerations, you can appreciate its importance in modern
engine technology.

34
 Turbo Housing

The turbocharger housing is a critical component that encloses the turbine and
compressor wheels, providing structural support and protection. It also plays a vital
role in directing airflow and managing heat.

Key Functions of a Turbocharger Housing:

1. Structural Support: The housing provides a rigid framework to support the rotating
components, ensuring proper alignment and preventing damage.
2. Airflow Management: It guides the airflow through the turbine and compressor,
optimizing their performance.
3. Heat Dissipation: The housing helps to dissipate heat generated by the high-speed
rotation of the turbocharger components, preventing overheating.
4. Sealing: It seals the turbocharger, preventing leakage of oil and exhaust gases, which
can reduce efficiency and increase emissions.

In conclusion, the turbocharger housing is a crucial component that protects and

supports the internal components of the turbocharger. It plays a significant role in the
overall performance and durability of the turbocharger.

35
TURBOCHARGER ASSEMBLY

36