Exhaust gas from combustion of gasoline mixed with air in your car engine usually enters an iron header, tubes made of iron pipes, which eventually connect together forming into a single larger pipe with a screwed in O2 sensor "upstream" into a catalytic converter, a metal housing filled with an aluminum oxide ceramic honeycomb core slurry coated in catalytic noble metals, then just after the "cat" a resonator, more exhaust pipe, pre-muffler, more exhaust pipe, a final muffler, then still warm moist but far less noisy exhaust exists the muffler often through some kind of corrosion resistant metal tip, into the air.
Emissions Controls take 3 Minutes to "Heat Up"
This warm moist acidic exhaust gas contains trace amounts of pollutants, the overwhelming majority of toxic pollution released during the first 90 seconds after cold start, when the catalytic converter cold and engine still warming up, it takes about 3 min for everything to get full hot for all the emissions control systems to work correctly.
Idle Wastes Fuel, yet Essential for Warming & Cooling Turbocharged Engines
Letting your vehicle run the engine for 3 min after cold start will waste fuel, its using fuel and the vehicle not moving, negative miles per gallon. Same, after driving the turbocharged vehicle, if you let it idle for 3 minutes to cool down correctly, that will use more fuel, again, negative miles per gallon, fuel used and vehicle static or not moving. This means increased fueling costs if you operate your turbo car correctly, letting it slowly warm up, then letting it slowly cool off, for 3 min on each side every time you operate it.
Super Chargers or Turbo Charger compress air into the engine
When a gas compressed, the temperature of the gas increases, see "Fire Piston" for an example
In other words, turbocharging increases the engine intake air temperature, now pressurized; to cool off the turbo pressurized air, it will usually pass through a heat exchanger called an intercooler, where air blown through it cools the hot pressure boosted intake air-, or water-cooling cools the hot boost pressurized intake air. Once pressurized air mixed with fuel in the cylinder (direct injection) its under more pressure and hotter, even with intercooling, the intake charges are warmer than that of naturally aspirated engines. Even with a hotter mix, because there is more fuel and air, the turbocharged engine will make more power, more torque at lower RPM's, more peak power at higher RPM and in general more powerful overall. But all that extra power of turbocharging puts more stresses on the engine.
Hotter from Boost Pressure & Compression Stroke Heating
Because there is more fuel and air shoved by turbo gas pressure into the cylinder, when the compression stroke further compresses it, heating it more, premium fuel must be used to keep that hot mix from igniting before the piston reaches top dead center, if regular gasoline used, the heat and pressure of turbo charging plus compression would cause preignition, so turbo engines are under more heat & pressure, meaning not only requirement to use more expensive premium fuel, but more fouling of the engine oil, as those higher pressure force more combustion products during the 3rd power stroke past the piston rings where these combustion gases and pollutants slowly contaminate the engine oil, so turbo-charged cars need high end fully synthetic lubricant changed more often, further increasing their operating cost, making maintenance even more expensive for turbocharged engines.
More Cooling of Coolant & Oil, Flowing at Higher Rate
Water pump in properly designed turbo-charged gasoline fueled passenger car engine, has to flow more coolant at a higher rate, to handle all the additional heating created by turbocharging the engine. The oil pump has to flow more oil, through an oil cooler, into the turbo, to lubricate the foil bearing, journal bearing, ball bearings, ceramic bearings, because the compressor or cold side that sucks in atmospheric air & using a high speed impeller to compress it into the intake, operates barely warm even when fully hot engine, where the header integrated exhaust impeller on the same shaft, operates iron red hot at almost 1000 degrees, and without water & oil cooling, the center that combines the hot & cold side of the turbo would warp from asymmetrical heating on one side while cold on the other, since metals expand when heated, and shrink when cooled, especially iron and aluminum and copper and nickel and cobalt, all the metal ions or elements used in turbochargers.
Toyota GR Corolla Turbo-3 Engine Blowing Holes Through Aluminum Block under Heavy Track Use
Not surprising that owners of a $50K GR Corolla take them to race tracks, and run them hot & heavy for hours to blow off steam and have fun. Toyota underestimated how much people who own a GR Corolla would be tracking their hot hatch, so they had to update the cooling system with more capacity, larger oil cooler, larger water cooler, larger intercooler, better thermal management, because the run to redline under full load, over and over aluminum turbo engines were getting way too hot, throwing rods, throwing pistons and blowing holes through the block.
Mass Produced 2ZR-FXE vs Hand-Made Turbo-3
I drive a 22 Corolla Hybrid Sedan LE that cost me $28K in 2023 one year used, that has roughly the same 2ZR-FXE engine as my wife's 10 Prius III and surely Toyota has extensively mass produces the 2ZR-FXE hybrid synergy drive system. Yet the 3-cylinder turbo engine of the GR Corolla a low volume most hand made by F1 engine builder in Japan, the Takumi, or Toyota's best workers builder the GR Corolla and its drivetrain to exceptional specifications, and they remedied the overheating failure modes by improving latest models of GR Corolla with more cooling capacity to prevent heat loading under track use failures.
Enhance Turbocharger Life with Turbo Timer
After a long drive of a turbocharged car, that turbo heat soaked, needs to cool off, if you park and turn it off, the turbo so hot, it will vaporize oil and water cooling inside the unit, causing vapor lock or fouling, shortening the life of the expensive turbocharger. Instead, when you get to your destination, let your turbocharged car idle for a few minutes to let it cool down more before turning the engine off. If you do not want to wait, there exists this novel device called a turbo-timer, will automatically idle your car until your turbo cools down to long life temperatures before the engine turns off and stops circulating coolant and oil to the turbocharger.