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I stepped back and cautiously lifted the earmuffs and the noise is just painful. It is hard to describe but it sounds like the air is being ripped apart as it enters the engine.

It really is a sound that has to be heard to be believed. And I thought it was loud at idle! During the runs the oil gets very, very hot. After stopping the engine by shutting off the gas I would use the leaf blower to blow cooling air through the engine.

I must have some oil leakage in my turbo bearings because if you leave the engine stopped for a few seconds then turn on the blower a puff of blue smoke issues from the back of the engine.

The turbo and combustion chamber, being made out of heavy steel, take a long time to cool down. The engine still needs some tweaking and I have to get a proper air hose before I dare to increase the speed.

I also need more practice at operating the thing but I think the day can be called a complete success! The engine, with combustor, now almost totally complete.

Missing is the air tube that goes from the compressor outlet to the combustor inlet bottom left of combustor. Visible on top of the combustor are the sparkplug and the gas inlet pipe coming up from the quick shutoff valve with the yellow handle.

Please excuse the half finished R2 unit in the background! Well, hopefully that will become clear as you read more.

And perhaps at the end you may even understand the answer to the first question too! I first read about gas turbine engines built around ordinary automotive turbochargers several years before I started on my own engine.

The few pages I saw back then didn't really explain how things were done in any great detail. Or at least I wasn't convinced they were describing something that I could actually do myself.

I mentioned the idea to a few workmates and the general reaction was that you'd be mad to try it. Recently I happened to again come across web sites describing turbocharger based engines.

There seemed to be more people who had tried this and many of them have put together very interesting and informative web pages on how they did it. From the information now available I began to convince myself it was a project I could attempt at home.

Here I will give some very basic background information about gas turbines, turbochargers and how one may be used to build the other.

This is followed by a description of my own engine and how I am building it. A gas turbine is an engine where fuel is continuously burnt with compressed air to produce a stream of hot, fast moving gas.

This gas stream is used to power the compressor that supplies the air to the engine as well as providing excess energy that may be used to do other work.

The compressor usually sits at the front of the engine. There are two main types of compressor, the centrifugal compressor and the axial compressor.

The compressor will draw in air and compress it before it is fed into the combustion chamber. In both types the compressor rotates and it is driven by a shaft that passes through the middle of the engine and is attached to the turbine.

The combustor is where fuel is added to the compressed air and burnt to produce high velocity exhaust gas. Down the middle of the combustor runs the flame tube.

The flame tube has a series of holes in it to allow in the compressed air. It is inside the flame tube that fuel is injected and burnt. There will be one or more igniters that project into the flame tube to start the mixture burning.

Air and fuel are continually being added into the combustor once the engine is running. Combustion will continue without the use of the igniters once the engine has been started.

The combustor and flame tube must be very carefully designed to allow combustion to take place efficiently and reliably. This is especially difficult given the large amount of fast moving air being supplied by the compressor.

The holes in the flame tube must be carefully sized and positioned. Smaller holes around where the fuel is added provide the correct mixture to burn.

This is called the primary zone. Holes further down the flame tube allow in extra air to complete the combustion. This is the secondary zone. A final set of hole just before the entry to the turbine allow the remainder of the air to mix with the hot gases to cool them before they hit the turbine.

This final zone is known as the dilution zone. The exhaust gas is fed from the end of the flame tube into the turbine.

The turbine extracts energy from the exhaust gas. The turbine can, like the compressor, be centrifugal or axial. In each type the fast moving exhaust gas is used to spin the turbine.

Since the turbine is attached to the same shaft as the compressor at the front of the engine the turbine and compressor will turn together.

The turbine may extract just enough energy to turn the compressor. The rest of the exhaust gas is left to exit the rear of the engine to provide thrust as in a pure jet engine.

Or extra turbine stages may be used to turn other shafts to power other machinery such as the rotors of a helicopter, the propellers of a ship or electrical generators in power stations.

Cold air is drawn in from the left into the compressor blue. The compressed air light blue then goes into the combustor.

From the outside of the combustor the air goes through holes purple into the flame tube yellow. Fuel is injected green into the flame tube and ignited.

The igniters are not show here. The hot exhaust gas flows from the end of the flame tube past the turbine red rotating it as it passes.

From there the exhaust exits the engine. The turbine is connected via a shaft black to the compressor. Hence as the turbine rotates the compressor rotates with it drawing in more air to continue the cycle.

Obviously this is only a simplified view of a gas turbine engine and a working engine is much more complicated. A turbocharger is a device fitted to internal combustion engines to increase power.

In a normal car engine the amount of power the engine produces depends on how much fuel is being burnt in the cylinders.

In a non-turbocharged engine a mixture of air and fuel is drawn into the engine as the piston moves down in the cylinder.

The ideal mixture is This is called the stoichiometric ratio. If you always try to maintain this ratio then if you add more air to an engine you must add more fuel.

And if you are burning more fuel you will generate more power. The turbocharger is simply a device to force more air into the engine.

To increase the amount of air in the engine the turbocharger uses a compressor. The compressor consists of a finned wheel that spins at high speed in a specially shaped housing called a volute.

Air is drawn into the center of the compressor wheel and accelerated as it is flung to the outside of the wheel. The volute channels and slows the air which causes its pressure to increase.

Increasing the pressure means you can now have more air in a given space, such as the space inside a cylinder.

The amount by which the air is compressed is called 'boost'. The compressor wheel must run at very high speeds up to and over rpm to give useful levels of boost.

The compressor wheel is connected to one end of a shaft which runs through the central core of the turbocharger. The shaft usually runs in plain bearings which need constant lubrication.

Oil under pressure must be pumped through the central core constantly. When it is turning the shaft is essentially 'floating' on a cushion of oil.

The oil also helps remove heat generated by friction. Without proper lubrication a turbocharger will very quickly fail.

The core of the turbocharger may also contain passages through which cooling water is circulated. At the opposite end of the shaft from the compressor is the turbine wheel.

The turbine wheel is also contained in a volute housing but in this case hot exhaust gases from the engine are fed in from the edge of the housing and flow out from the centre of the wheel.

The flow of hot gas causes the wheel to accelerate to the very high speeds the compressor needs to provide a lot of boost. Once the gases have passed the turbine wheel they flow through the normal exhaust system of the engine.

Because too much boost can actually be damaging to an engine a way of limiting the turbine wheel speed is often needed.

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