Expert Dmitry Novikov debunks turbo engine myths on reliability, fuel octane, turbo lag, cooldown and consumption. Learn how modern turbos work in practice.
2025-10-30T03:17:12+03:00
2025-10-30T03:17:12+03:00
2025-10-30T03:17:12+03:00
Turbocharged engines have become the norm, from compact sedans to family crossovers. Popularity, however, always brings along a set of myths. In a conversation with SPEEDME.RU, expert Dmitry Novikov went through the most persistent ones and separated fact from fiction.The oldest trope is that turbo engines “break and don’t last.” That was true back in the 1980s, when mass adoption was just starting: pistons burned, oil cooked, and service life dropped. Modern units are a different story entirely—reinforced blocks, heat‑resistant alloys, advanced cooling. With regular oil and filter changes, a turbo can run well past 200,000 km without a major overhaul. When problems do crop up, they’re more often tied to the fuel system than to the turbo itself. The pattern is familiar: the tech matured, but the stereotype stayed.The second myth is about fuel. The idea that “every turbo needs 98 octane” doesn’t hold up. Most current engines are designed for 95, and some—like those from Geely and Renault—happily run on 92. Higher octane is really for sporty or highly tuned versions. The rule of thumb is simple: don’t go below the manufacturer’s recommendation, and don’t expect miracles from 100 octane.The third myth is turbo lag. Older setups really did “wake up” after 3,000 rpm, but modern solutions—compact turbines, twin‑scroll designs and twin‑turbo layouts—have largely put that behind us. From about 1,500 rpm, the pull comes in smoothly and without surges. This is exactly the kind of progress you’d expect as the technology has been refined year after year.The fourth myth says you must idle to cool the turbo. That mattered in the past: without proper oil flow, bearings overheated. Today, most turbos feature liquid cooling and electric pumps that keep circulating even after shutdown. In everyday use, you can switch off right away. The exception is sustained high‑speed running, where a brief cooldown is still sensible.And then there’s fuel consumption. A turbo isn’t inherently thirstier. At a relaxed pace it can be more efficient than a naturally aspirated engine, making use of exhaust energy and warming up faster. Push it hard and stay in boost, and the appetite grows—physics hasn’t changed.The takeaway is straightforward: most turbo myths are relics of another era. Modern turbo engines are reliable, durable, and don’t demand pampering—just routine maintenance and sensible use.Novikov noted that while these engines are more complex and more sensitive to oil and fuel quality, they deliver long, stable service under normal operation. In his view, a turbo today isn’t a gamble but a tool: it provides power without extra displacement and makes driving more enjoyable when treated with care.
Expert Dmitry Novikov debunks turbo engine myths on reliability, fuel octane, turbo lag, cooldown and consumption. Learn how modern turbos work in practice.
Michael Powers, Editor
Turbocharged engines have become the norm, from compact sedans to family crossovers. Popularity, however, always brings along a set of myths. In a conversation with SPEEDME.RU, expert Dmitry Novikov went through the most persistent ones and separated fact from fiction.
The oldest trope is that turbo engines “break and don’t last.” That was true back in the 1980s, when mass adoption was just starting: pistons burned, oil cooked, and service life dropped. Modern units are a different story entirely—reinforced blocks, heat‑resistant alloys, advanced cooling. With regular oil and filter changes, a turbo can run well past 200,000 km without a major overhaul. When problems do crop up, they’re more often tied to the fuel system than to the turbo itself. The pattern is familiar: the tech matured, but the stereotype stayed.
The second myth is about fuel. The idea that “every turbo needs 98 octane” doesn’t hold up. Most current engines are designed for 95, and some—like those from Geely and Renault—happily run on 92. Higher octane is really for sporty or highly tuned versions. The rule of thumb is simple: don’t go below the manufacturer’s recommendation, and don’t expect miracles from 100 octane.
The third myth is turbo lag. Older setups really did “wake up” after 3,000 rpm, but modern solutions—compact turbines, twin‑scroll designs and twin‑turbo layouts—have largely put that behind us. From about 1,500 rpm, the pull comes in smoothly and without surges. This is exactly the kind of progress you’d expect as the technology has been refined year after year.
The fourth myth says you must idle to cool the turbo. That mattered in the past: without proper oil flow, bearings overheated. Today, most turbos feature liquid cooling and electric pumps that keep circulating even after shutdown. In everyday use, you can switch off right away. The exception is sustained high‑speed running, where a brief cooldown is still sensible.
And then there’s fuel consumption. A turbo isn’t inherently thirstier. At a relaxed pace it can be more efficient than a naturally aspirated engine, making use of exhaust energy and warming up faster. Push it hard and stay in boost, and the appetite grows—physics hasn’t changed.
The takeaway is straightforward: most turbo myths are relics of another era. Modern turbo engines are reliable, durable, and don’t demand pampering—just routine maintenance and sensible use.
Novikov noted that while these engines are more complex and more sensitive to oil and fuel quality, they deliver long, stable service under normal operation. In his view, a turbo today isn’t a gamble but a tool: it provides power without extra displacement and makes driving more enjoyable when treated with care.
