Temperature considerations of Turbocharger

One disadvantage of turbocharging is that compressing the air increases its temperature, which is true for any method of forced induction. This causes multiple problems. Increased temperatures can lead to detonation and excessive cylinder head temperatures. In addition, hotter air is less dense, so fewer air molecules enter the cylinders on each intake stroke, resulting in an effective drop in volumetric efficiency which works against the efforts of the Turbocharger to increase volumetric efficiency.

Aircraft engines generally cope with this problem in one of several ways. The most common one is to add an intercooler or aftercooler somewhere in the air stream between the compressor outlet of the Turbocharger and the engine intake manifold. Intercoolers and aftercoolers are types of heat exchangers which cause the compressed air to give up some of its heat energy to the ambient air. In the past, some aircraft featured anti-detonant injection for takeoff and climb phases of flight, which performs the function of cooling the fuel/air charge before it reaches the cylinders.

In contrast, modern turbocharged aircraft usually forego any kind of temperature compensation, because the Turbochargers are generally small and the manifold pressures created by the Turbocharger are not very high. Thus the added weight, cost, and complexity of a charge cooling system are considered to be unnecessary penalties. In those cases the Turbocharger is limited by the temperature at the compressor outlet, and the Turbocharger and its controls are designed to prevent a large enough temperature rise to cause detonation. Even so, in many cases the engines are designed to run rich in order to use the evaporating fuel for charge cooling.

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