Most Turbo-Rocket Fluid injection system proved to

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Most young adult love speed and they will to do things to their car that can increase its speed. Often when the they look into this the topic of a turbocharger comes up as this often appears on race cars and high performance vehicles. A turbocharger is a boost that can significantly increase horsepower without really affecting the weight of the vehicle, which is a great benefit that makes turbos so popular. The science behind the turbocharger is actually really surprising and how the process of how it worked back then in a car is quite not as complex as it is today. Turbocharging can be found in most cars today ranging from diesel to petrol. Turbocharging itself has been around since the internal combustion engine has been around. But it no-one thought of sticking a turbo on the passenger car engine until many decades after. They weren’t used on cars because turbos were used for airplanes and it was too big to use in automobiles. Shortly it was thought there was so much benefit to them and one day they would end up being used in cars. Soon in 1962 General Motors decided that their V8 Oldsmobile Cutlass didn’t have enough power to it. This lead to them exploring options of increasing power and they decided to work with industrial turbo manufacturer Garrett which is by Honeywell. Then they created the Jetfire V8 in the same year. During that year GM made it an option package on the Cutlass. Ever since turbochargers in cars have been modified to keep up with the technology in cars. In the 1600’s there was a major problem that engineers faced with a mass amount of turbochargers in a mass amount of cars. The Jetfire engine had a compression ratio that caused engine knocking in most cars. Oldsmobile got around this problem by using a system that injected a ‘Turbo-Rocket Fluid’ into the cylinders. Basically it was a mixture of water and methanol; 1:1. Although the JetFire made was quicker than its twin the Cutlass ,the public were not fans of this new untested technology. Part of the reason was the JetFire’s price of an extra 300 dollars added on to the price.  The JetFire wasn’t too reliable, either; and the Turbo-Rocket Fluid injection system proved to be a fluke. Less than 4,000 JetFire cars were sold, and Oldsmobile pulled the plug on it after just one year of existence.Although the JetFire failed in the market, it didn’t take long for the auto industry to figure out the how to reach the potential of turbocharging. In 1965, the second mass-market turbocharged automobile was put on sale. The International Harvester Scout was available with a turbocharged 2.5-litre four-cylinder from 1965 to 1967. It was able to produce 110 extra hp more than the regular Scout was able to produce. More importantly, however, it was able to do all of this with regular-grade petrol and without the use of a water-meth kit. After only two years, however, International Harvester decided that there was no replacement for displacement, and ditched the turbo ‘Comanche’ engine in favour of a non-turbocharged 3.2-litre four naturally aspirated engine. As it turned out, the bigger motor was able to produce the same amount of power while using less fuel than its turbocharged cousin. With the impending 1974 oil crisis on the horizon, it seemed that the economics of turbocharging just didn’t make sense. It would be another 10 years before a turbocharger would be available on an American engine. By 1973, automakers started to see the potential for turbos to make cars go really fast.That same year, the legendary BMW 2002 Turbo was put into production. Although very fast, the 2002 Turbo was not without fault. It suffered from brutal turbo lag and poor fuel consumption, and was even thought to be a safety hazard. Like the JetFire, the 2002 Turbo lasted just one year before production ceased.Today turbochargers have been changed tremendously

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