Good afternoon, dear readers! In this article, I will explain what turbo mode is in Yandex and why it is needed, I will show you how to enable turbo mode in the Yandex browser on your phone and computer, and also how to disable turbo mode.

The content of the article:

What is turbo mode

Turbo mode is a development by Opera Software; initially it was used only in the Opera and Opera Mobile browsers. And since November 2012, turbo mode has been included in the functionality of the Yandex browser.

When turbo mode is turned on, all data entering the browser passes through a special proxy server, where it is compressed, as the developers assure by up to 80%.

This mode is suitable for devices with low connection speeds; if you have high-speed Internet, turbo mode is not recommended, as it can only increase page loading time.

Disadvantages of turbo mode: low quality of downloaded images, there is no way to adjust the compression level.

How to enable turbo mode in Yandex browser on an Android phone

2. In the drop-down menu, select "Settings".

3. Next, click on the second settings item “Turbo Mode”.

4. Select the “Enabled” item, and if necessary, select the “Compress video” item. After completing these settings, turbo mode will be enabled in the Yandex browser on your Android phone.

How to enable turbo mode in Yandex browser on a Windows 7, 8, 10 computer

By default, turbo mode is automatically enabled in the Yandex browser at low connection speeds, namely 128 kb/s. If you need to force turbo mode on, do the following.

1. Open the Yandex browser, then click on the menu icon located in the upper right corner, select “Add-ons” in the drop-down menu.

The section is very easy to use. Just enter the desired word in the field provided, and we will give you a list of its meanings. I would like to note that our site provides data from various sources - encyclopedic, explanatory, word-formation dictionaries. Here you can also see examples of the use of the word you entered.

The meaning of the word turbo

turbo in the crossword dictionary

Explanatory dictionary of the Russian language. D.N. Ushakov

turbo

(those.). First part of compound words:

by value associated with various devices that use a turbine as an engine, for example. turbodrill, turbogenerator, turbocompressor, turbodynamo;

in meaning turbine, for example turbo shop.

Explanatory dictionary of the Russian language. S.I.Ozhegov, N.Yu.Shvedova.

turbo

The first part of complex words with meaning. relating to turbines, turbine construction, e.g. turbo unit, turbo drill, turbo generator, turbo construction, turbo compressor, turbo fan, turbo jet, turbo propulsion.

New explanatory dictionary of the Russian language, T. F. Efremova.

turbo

The initial part of complex words, introducing the meaning of the word: turbine (turbine unit, turboprop, turbogenerator, turbocompressor, etc.).

Wikipedia

Turbo (cartoon)

"Turbo" is a full-length animated film produced by the American film studio DreamWorks Animation, which premiered in Russia on July 13, 2013 in 2D, 3D and IMAX 3D formats. The cartoon was directed by David Soren.

The plot of the cartoon revolves around an ordinary garden snail in the human world, who dreams of becoming a famous racer, who suddenly gets the opportunity to move at incredible speed.

Ryan Reynolds, Samuel L. Jackson, Snoop Dogg, Michelle Rodriguez and others took part in the dubbing of the cartoon.

Turbo (Colombia)

Turbo is a city and municipality in Colombia in the Uraba subregion of the Antioquia department.

Examples of the use of the word turbo in literature.

Not only the true sea pearl oyster has the ability to form pearls, but also gastropods and cephalopods, such as abalone, or pinna, turbo, tridacna, in a word, all mollusks that secrete mother-of-pearl - an organic substance shimmering in rainbow colors, blue, indigo, violet, which covers the inner surface of the valves of their shells.

Probably every motorist has heard the word “turbocharging” at least once in his life. Even in the old Soviet times, there were many incredible rumors among garage mechanics about the colossal increase in power provided by turbocharging, but no one had actually encountered engines of this type in passenger cars at that time.

Today, supercharged engines have firmly entered our reality, but in reality, not everyone can tell how a turbine works in a car, and what real benefits or harms there are from using a turbine.

Well, let's try to understand this issue and find out what the principle of operation of turbocharging is, as well as what advantages and disadvantages it has.

Automotive turbine - what is it?

In simple terms, a car turbine is a mechanical device that supplies pressurized air to the cylinders. The task of turbocharging is to increase the power of the power unit while maintaining the engine displacement at the same level.

That is, in fact, using turbocharging, you can achieve a fifty percent (or even more) increase in power compared to a naturally aspirated engine of the same volume. The increase in power is ensured by the fact that the turbine supplies air under pressure to the cylinders, which promotes better combustion of the fuel mixture and, as a result, power output.

Purely structurally, the turbine is a mechanical impeller driven by engine exhaust gases. Essentially, using exhaust energy, turbocharging helps capture and supply “vital” oxygen to the engine from the surrounding air.

Today, turbocharging is the most technically effective system for increasing engine power, as well as achieving and toxicity of exhaust gases.

Video - how a car turbine works:

The turbine is equally widely used in both gasoline power units and diesel engines. Moreover, in the latter case, turbocharging turns out to be the most effective due to the high compression ratio and low (relative to gasoline engines) crankshaft rotation speed.

In addition, the effectiveness of turbocharging on gasoline engines is limited by the possibility of detonation, which can occur with a sharp increase in engine speed, as well as the temperature of the exhaust gases, which is about one thousand degrees Celsius versus six hundred for a diesel engine. It goes without saying that such a temperature regime can lead to the destruction of turbine elements.

Design features

Despite the fact that turbocharging systems from different manufacturers have their differences, there are a number of components and assemblies common to all designs.

In particular, any turbine has an air intake, an air filter installed directly behind it, a throttle valve, the turbocharger itself, an intercooler, and an intake manifold. The elements of the system are connected to each other by hoses and pipes made of durable wear-resistant materials.

As readers familiar with car design have probably noticed, a significant difference between turbocharging and a traditional intake system is the presence of an intercooler, a turbocharger, as well as structural elements designed to control the boost.

A turbocharger or, as it is also called, a turbocharger, is the main element of turbocharging. It is he who is responsible for increasing the air pressure in the engine intake tract.

Structurally, a turbocharger consists of a pair of wheels - turbine and compressor, which are placed on the rotor shaft. Moreover, each of these wheels has its own bearings and is enclosed in a separate durable housing.

How does turbocharging work in a car?

The energy of the exhaust gases in the engine is directed to the supercharger turbine wheel, which, under the influence of gases, rotates in its housing, which has a special shape to improve the kinematics of the passage of exhaust gases.

The temperature here is very high, and therefore the housing and the turbine rotor itself, together with its impeller, are made of heat-resistant alloys that can withstand prolonged high-temperature exposure. Also recently, ceramic composites have been used for these purposes.

The compressor wheel, rotated by the energy of the turbine, sucks in air, compresses it and then pumps it into the cylinders of the power unit. In this case, the rotation of the compressor wheel is also carried out in a separate chamber, where the air enters after passing through the air intake and filter.

Video - what a turbocharger is needed for and how it works:

Both turbine and compressor wheels, as mentioned above, are rigidly fixed to the rotor shaft. In this case, the shaft rotates using plain bearings, which are lubricated with engine oil from the main engine lubrication system.

Oil is supplied to the bearings through channels that are located directly in the housing of each bearing. In order to seal the shaft from oil entering the system, special sealing rings made of heat-resistant rubber are used.

Of course, the main design challenge for engineers when designing turbochargers is organizing their efficient cooling. For this purpose, in some gasoline engines, where thermal loads are highest, liquid cooling of the supercharger is often used. In this case, the housing in which the bearings are located is included in the dual-circuit cooling system of the entire power unit.

Another important element of the turbocharging system is the intercooler. Its purpose is to cool the incoming air. Surely many of the readers of this material will wonder why cool the “outboard” air if its temperature is already low?

The answer lies in the physics of gases. Cooled air increases its density and, as a result, its pressure increases. In this case, the intercooler is structurally an air or liquid radiator. Passing through it, the air reduces its temperature and increases its density.

An important part of a car's turbocharging system is the boost pressure regulator, which is a bypass valve. It is used to limit the energy of the engine exhaust gases and directs some of them away from the turbine wheel, which allows you to regulate the boost pressure.

The valve drive can be pneumatic or electric, and its operation is carried out due to signals received from the boost pressure sensor, which are processed by the vehicle's engine control unit. It is the electronic control unit (ECU) that sends signals to open or close the valve depending on the data received by the pressure sensor.

In addition to the valve that regulates the boost pressure, a safety valve can be installed in the air path directly after the compressor (where the pressure is maximum). The purpose of its use is to protect the system from surges in air pressure, which can occur in the event of a sudden shutdown of the engine throttle.

Excess pressure arising in the system is released into the atmosphere using a so-called bluff valve, or is directed to the inlet of the compressor by a bypass valve.

The principle of operation of an automobile turbine

As already written above, the principle of operation of turbocharging in a car is based on the use of energy released by the exhaust gases of the engine. The gases rotate the turbine wheel, which, in turn, transmits torque through the shaft to the compressor wheel.

Video - principle of operation of a turbocharged engine:

This, in turn, compresses the air and forces it into the system. Cooling in the intercooler, compressed air enters the engine cylinders and enriches the mixture with oxygen, ensuring efficient engine performance.

Actually, it is precisely in the principle of operation of a turbine in a car that its advantages and disadvantages lie, which are very difficult for engineers to eliminate.

Pros and cons of turbocharging

As the reader already knows, the turbine in a car does not have a rigid connection with the engine crankshaft. Logically, such a solution should level out the dependence of the turbine speed on the turbine’s rotation speed.

However, in reality, the efficiency of the turbine is directly dependent on the engine speed. The more open, the higher the engine speed, the higher the energy of the exhaust gases rotating the turbine and, as a result, the greater the volume of air pumped by the compressor into the cylinders of the power unit.

As a matter of fact, the “indirect” connection between the revolutions and the rotation frequency of the turbine not through the crankshaft, but through the exhaust gases, leads to “chronic” disadvantages of turbocharging.

Among them is a delay in the growth of engine power when you sharply press the gas pedal, because the turbine needs to spin up, and the compressor needs to give the cylinders a sufficient portion of compressed air. This phenomenon is called “turbo lag,” that is, the moment when engine output is minimal.

Based on this shortcoming, the second one immediately comes - a sharp jump in pressure after the engine overcomes the “turbo lag”. This phenomenon is called “turbo pickup”.

And the main task of motor engineers who create supercharged engines is to “even out” these phenomena to ensure uniform thrust. After all, “turbo lag”, in its essence, is caused by the high inertia of the turbocharging system, because it takes a certain time to bring the supercharging “to full readiness”.

As a result, the need for power on the part of the driver in a specific situation leads to the fact that the motor is not able to “give out” all its characteristics at once. In real life, this is, for example, lost seconds during difficult overtaking...

Of course, today there are a number of engineering tricks that make it possible to minimize and even completely eliminate the unpleasant effect. Among them:

• use of a turbine with variable geometry;
• the use of a pair of turbochargers located in series or parallel (the so-called twin-turdo or bi-turdo schemes);
• use of a combined supercharging scheme.

The turbine, which has a variable geometry, optimizes the flow of exhaust gases from the power unit by changing in real time the area of ​​the input channel through which they enter. A similar turbine design is very common in turbocharged diesel engines. In particular, it is on this principle that Volkswagen TDI series turbodiesels operate.

A scheme with a pair of parallel turbochargers is used, as a rule, in powerful power units built in a V-shape, when each row of cylinders is equipped with its own turbine. Minimizing the “turbo lag” effect is achieved due to the fact that two small turbines have much less inertia than one large one.

A system with a pair of sequential turbines is used somewhat less frequently than the two listed, but it also provides the greatest efficiency due to the fact that the engine is equipped with two turbines with different performance.

That is, when you press the gas pedal, a small turbine comes into action, and when the speed and revolutions increase, the second one is connected, and they work together. At the same time, the effect of “turbo lag” practically disappears, and power increases systematically in accordance with acceleration and increase in speed.

And also about different types of compressors. But today I would like to devote a separate article to such a phenomenon as “TURBOYAM”; many turbocharged cars “suffer” from it, and especially those that are driven by exhaust gases...

"TURBOYAMA" (English) TURBO- LAG) – this is a small “failure” (or “LAG”) when accelerating a car equipped with a turbine. It appears at low engine speeds, from 1000 to 1500. It has a particularly strong effect on diesel engines.

To put it in simple words, this effect is the “scourge” of many turbines, and all because they work effectively at high speeds, but not so much at low speeds. Therefore, if you need to accelerate sharply, and you press the gas pedal to the floor, the car will react in a couple of moments - it will accelerate sharply, but at first it will seem to freeze! You need to get used to such engines, because if you change lanes from lane to lane, every second during a maneuver is important to you.

Diesel and gasoline

Many “experts” blame diesel engines for the “turbo lag” problem, claiming that they are the only ones that suffer from this disease. But this is not entirely correct - yes, diesel is a low-speed type of internal combustion engine, often their operating speeds do not exceed 2000 - 3000. And accordingly, this effect is more pronounced on them.

However, some gasoline engines also suffer from this! It’s not correct to say that they don’t have it at all.

For both diesel and gasoline, the idle speed is approximately the same, it is from 800 to 1000 rpm, and therefore, during sharp acceleration, “turbo lag” is present in both places. It’s just more pronounced on a diesel engine. I would like to note that this effect is typical mainly for engines with turbines that operate on the energy of exhaust gases, but there are other types.

Mechanical and Electrical Compressor

I have already written in detail about both options. However, I would like to repeat myself a little.

– loved by American manufacturers, “turbo lag” may be completely absent on some models. This is because it is not tied to exhaust gases, but operates from the crankshaft rotation drive. The faster the shaft rotates, the more air pressure the compressor builds up. Moreover, there are very “responsive” options, read more about them at the link above.

- the beast is not so common, but is used in the design of some German brands. There is also no connection to the “exhaust”; it runs on electricity, and therefore can supply high pressure, both at the “bottoms” and at the “tops”. This will allow you to get rid of dips throughout the entire rev range.

So it turns out that this is a problem with options that run only on exhaust gases? But why does this happen?

Technical side of the issue

I will try to describe in detail how the process works.

The turbine, which operates on the energy of exhaust gases, consists of two almost identical impellers mounted on the same shaft, but located in different chambers, and they do not touch each other and are hermetically sealed from each other.

One impeller is the driving one, and the other is the driven one.

The leading one is spun by the exhaust gases of the engine, it begins to rotate and transfers energy (via the shaft) to the second driven one, which also begins to rotate.

The driven impeller begins to suck in air from the street and supply it under pressure to the engine.

Both impellers can spin up to fairly high speeds, often from 50,000 and above, thus the pressure pumped into the system is quite high! It is worth understanding that the revolutions depend on the exhaust flow; the higher it is, the more revolutions the turbine has.

It is worth replacing - that in some systems there is a so-called “pressure relief” valve or “bypass” valve. It is designed to control and relieve excess pressure, otherwise the engine or its fuel mixture supply system may simply be damaged.

Such a system is quite productive at high speeds, when the exhaust flow is large. But at the lower levels, not everything is so smooth.

At idle speed, accelerating sharply if necessary, you press the gas pedal and expect an instant response. But nothing happens! This can last up to 2 – 3 seconds. Then the car just “shoots” - this is “turbo lag”.

The whole point is that when you press the gas pedal, the fuel mixture needs to go into the cylinders - burn there and come out in the form of exhaust - which already causes the turbine to spin up. At low speeds, the flow is weak and therefore the rotation of the impellers is slow.

After you “step on the gas,” just a few seconds pass for the gases to become more intense.

In other words, “turbo lag” is nothing more than a delay in power when you sharply press the gas pedal.

If you constantly press on the pedal, then the exhaust flows at full strength and therefore the performance of the supercharger is at the proper level.

How to get rid of this effect?

Many manufacturers have puzzled over this problem. And the problem was nevertheless solved by installing an additional turbine, often mechanical, rarely electronic. Such engines are called TWIN TURBO or double supercharging.

The principle is simple - the first mechanical or electronic turbine operates at low speeds, it provides pressure to accelerate the car from idle. Next, the “regular” one is connected, which runs on exhaust gases. Thus, it is possible to avoid the “turbo lag” effect.

There are also other techniques. So, for example, options with variable nozzle geometry, or pressure units such as Smart Diesel (used in diesel versions), they are all designed for only one thing - to remove the dip at the bottom and make traction smooth at any speed.

If you are thinking about the question of how to remove a turbo lag, contact a tuning studio; they will be able to select various solutions for you, including installing an additional unit.

A short video of a guy conducting an experiment with his car.

Let's start with the fact that the situation in the modern new car market has changed significantly over the past 15-20 years. Changes in the auto industry affected both the design, level of equipment and solutions in terms of active and passive safety, as well as the design of power units. The usual ones on gasoline with one or another displacement, which previously were actually an indicator of the class and prestige of a car, are now being actively replaced.

In the case of turbo engines, engine volume has ceased to be a basic characteristic that determines power, torque, acceleration dynamics, etc. In this article, we intend to compare engines with a turbine and naturally aspirated versions, and also answer the question of what is the fundamental difference between atmospheric and turbocharged counterparts. At the same time, the main advantages and disadvantages of turbocharged engines will be analyzed. It will also ultimately assess whether it is worth buying new and used petrol and diesel cars with a turbocharged engine.

Read in this article

Turbocharged and naturally aspirated engines: the main differences

First, a little history and theory. The operation of any internal combustion engine is based on the principle of combustion of the fuel-air mixture in a closed chamber. As you know, the more air you can supply to the cylinders, the more fuel you can burn in one cycle. The amount of released energy that pushes will directly depend on the amount of fuel burned. In naturally aspirated engines, air intake occurs due to the formation of vacuum in the intake manifold.

In other words, the engine literally “sucks” outside air into itself during the intake stroke on its own, and the volume of air that fits depends on the physical volume of the combustion chamber. It turns out that the larger the engine displacement, the more air it can fit in the cylinders and the more fuel it can burn. As a result, the power of an atmospheric internal combustion engine and torque are highly dependent on the engine size.

A fundamental feature of supercharger engines is the forced supply of air into the cylinders under a certain pressure. This solution allows the power unit to develop more power without the need to physically increase the working volume of the combustion chamber. Let us add that air injection systems can be either or.

In practice it looks like this. To get a powerful motor, you can go in two ways:

• increase the volume of the combustion chamber and/or manufacture an engine with a larger number of cylinders;
• supply air under pressure into the cylinders, which eliminates the need to increase the combustion chamber and the number of such chambers;

Taking into account the fact that for every liter of fuel about 1 m3 of air is required for efficient combustion of the mixture in an internal combustion engine, automakers around the world have been pursuing the path of improving atmospheric engines for a long time. Atmomotors were the most reliable type of power units. The compression ratio increased gradually, and the engines became more resistant to. Thanks to the advent of synthetic motor oils, friction losses were minimized, engineers learned, the implementation made it possible to achieve high-precision fuel injection, etc.

As a result, large-displacement V6 to V12 engines have long been the benchmark for performance. Also, do not forget about reliability, since the design of atmospheric engines has always remained a time-tested solution. In parallel with this, the main disadvantages of powerful atmospheric units are rightly considered to be heavy weight and increased fuel consumption, as well as toxicity. It turns out that at a certain stage of engine development, increasing the working volume was simply impractical.

Now about turbo engines. Another type of units against the backdrop of the popular “aspirated” engines has always remained less common units with the “turbo” prefix, as well as compressor engines. Such internal combustion engines appeared quite a long time ago and initially followed a different development path, having received systems for forced air injection into the engine cylinders.

It is worth noting that the significant popularization of supercharged engines and the rapid introduction of such units to the masses for a long time was hampered by the high cost of cars with a supercharger. In other words, supercharged engines were rare. This is explained simply, since at an early stage, cars with a turbo engine, a mechanical compressor, or a simultaneous combination of two solutions at once were often installed on expensive sports car models.

An important factor was the reliability of units of this type, which required increased attention during maintenance and were inferior in terms of engine life to atmospheric internal combustion engines. By the way, today this statement is also true for turbine engines, which are structurally more complex than their compressor counterparts and have moved even further away from atmospheric versions.

Advantages and disadvantages of a modern turbo engine

Before we begin to analyze the pros and cons of a turbo engine, I would like to once again draw your attention to one nuance. According to marketers, the share of new turbocharged cars sold today has increased significantly.

Moreover, numerous sources emphasize that turbo engines are increasingly being replaced by “aspirated” ones; car enthusiasts often choose “turbo” because they consider naturally aspirated engines to be a hopelessly outdated type of internal combustion engine, etc. Let's figure out whether a turbo engine is really that good.

Pros of a turbo engine

1. Let's start with the obvious advantages. Indeed, a turbo engine is lighter in weight, smaller in displacement, but still produces high maximum power. Also, turbine engines provide high torque, which is available at low speeds and is stable over a wide range. In other words, turbo engines have a flat torque plateau, available from the very bottom to relatively high speeds.
2. In a naturally aspirated engine there is no such level shelf, since thrust directly depends on engine speed. At low speeds, an atmospheric engine usually produces less torque, that is, it needs to be spun up to obtain acceptable dynamics. At high speeds, the engine reaches maximum power, but torque decreases as a result of natural losses that occur.
3. Now a few words about the efficiency of turbo engines. Such engines actually consume less fuel compared to atmospheric units under certain conditions. The fact is that the process of filling the cylinders with air and fuel is completely controlled electronically.

   Features of car operation: how to turn off the engine correctly and whether it is possible to turn it off with the fan running. Why can't you immediately turn off the turbo engine?

4. List of the most reliable gasoline and diesel engines: 4-cylinder power units, in-line 6-cylinder internal combustion engines and V-shaped power units. Rating.