The Turbocharger's Journey: From Aircraft to Asphalt

A Breath of Fresh Air: The Origins of Turbocharging

In today's automotive landscape, turbocharged engines are ubiquitous. Manufacturers are increasingly turning to smaller, more efficient turbocharged petrol and diesel units to meet stringent fuel economy and emissions regulations, often replacing larger, naturally aspirated engines. However, this trend isn't a modern invention. The fundamental principle of increasing an engine's power by forcing more air and fuel into the combustion chamber was recognised very early in the development of the internal combustion engine. Mechanical supercharging, where an air pump driven by the engine's crankshaft compressed the intake charge, emerged in the 1920s, finding favour in both road and race cars. In parallel, the concept of turbo-supercharging, as it was then known, was being developed for diesel engines. These engines, often found in ships and trains, operated for extended periods within a narrow RPM range. The solution involved a centrifugal supercharger driven by an exhaust-driven turbine. Further refinements, including improved throttle control, paved the way for turbodiesel road trucks, which first appeared in Europe around the outbreak of World War II.

The impetus for turbocharger development wasn't solely confined to land vehicles. During the build-up to the war, military aircraft engineers were grappling with the power losses experienced by internal combustion engines at higher altitudes. While mechanical supercharging was a common solution, for certain high-performance applications, engineers adapted turbochargers to gasoline aircraft engines. The appeal of turbocharging lay in its efficiency; rather than expending engine power to drive the compressor, as was the case with mechanical supercharging, turbochargers harnessed otherwise wasted exhaust energy. Iconic aircraft like the P-38, B-17, and P-47 all benefited from turbocharged engines.

Following the war, the accumulated experience with turbocharger technology spurred experimentation in automotive applications throughout the 1950s and 60s. Home-built hot rods and race cars equipped with turbos began appearing at dry-lake speed events and even NHRA drag races. Soon, manufacturers began to consider turbochargers for both racing and production car applications. While turbos are now commonplace – Ford, for instance, anticipates a significant portion of its future fleet to be powered by its EcoBoost engines – the path to this widespread adoption was forged by several pioneering milestone products.

Milestone Moments in Turbocharged History

1952: Cummins Shakes Up Indy

In the post-war era, a competitive market for mass-produced turbodiesel trucks prompted the Cummins company to revive its pre-war efforts to sponsor and provide technical support for entries in the Indy 500. Their belief was that the power delivery and fuel efficiency of a turbodiesel engine would enable them to complete the 500 miles with a single pit stop while maintaining competitive lap speeds. For the 1952 race, new regulations regarding diesel engine displacement led Cummins to construct its own car. The result was a technological marvel: a one-off Kurtis Kraft chassis designed around a lay-down, aluminium and magnesium Cummins 6.4-litre turbodiesel race engine, reputedly producing around 380 horsepower coupled with substantial torque. Driver Fred Agabashian caused a stir by qualifying the immense yet sleek torque monster on pole position. The No. 28 Cummins Diesel Special performed strongly in the early stages, but its air intake, positioned directly behind the grille, lacked adequate filtration, allowing track debris to be ingested by the turbocharger. The car retired before the race concluded, and the Cummins team, having made their point, did not run it again.

1962: GM Brings the Turbo to Main Street

After gaining experience with turbocharged trucks, General Motors became the first manufacturer to offer a turbocharged production car. For the 1962 model year, they released two: the Oldsmobile F-85 Jetfire V8 coupé and the Chevrolet Corvair Monza Spyder. GM aimed to enhance the power output and efficiency of two relatively small-displacement engines: the Olds' 215-cubic-inch V8 and the Chevy's 145-cubic-inch flat-six. The corporate engineers developed a 'suck-through' carburetted system that boosted power by approximately 50 horsepower in both cases, the Olds' output rising from 155 to 215 horsepower, and the Chevy's from 98 to 150 horsepower. The Corvair's flat-six eventually reached 180 horsepower before the option was discontinued a few years later.

Even at a relatively low boost pressure of around 5 psi, the Oldsmobile's 10.25:1 compression ratio proved somewhat optimistic for the gasoline available at the time, leading to 'pinging' under hard acceleration. To mitigate this, GM engineers hastily developed a 'Turbo-Rocket' fluid injection system, utilising a mixture of methyl alcohol and water, which required Jetfire owners to maintain the correct fluid mixture and keep the under-bonnet reservoir topped up. Consequently, the turbocharged Oldsmobile only lasted for two model years, with just over 9,000 units sold. The turbocharged Corvair fared slightly better, remaining in production for five years and selling over 50,000 units. However, its demise was largely attributed to another Chevrolet product, the Camaro, which dominated the late 1960s as the brand's answer to the Ford Mustang. The Corvair's turbo engine option was dropped after the 1966 model year in favour of a larger-displacement, naturally aspirated engine that remained until the model's discontinuation in 1969.

1966: Turbos Return to Indy

By the mid-1960s, the relatively permissive rules of USAC Champ Car racing had become a fertile ground for automotive technological development, spurred by the mid-engined chassis revolution initiated by Cooper, Lotus, and Lola earlier in the decade. Ford Racing even developed a dual-overhead cam version of their venerable small-block V8 for USAC and mid-engined applications, specifically for the Indy 500. The traditional Offenhauser-powered contingent in Gasoline Alley retaliated, drawing upon their military and hot rod experience to keep pace with Ford's substantial investment in high-technology efforts. In 1966, the first turbocharged Offy qualified for the Indy 500; Bobby Grim piloted an older Watson roadster chassis to a speed exceeding 158 mph, not far behind Mario Andretti's pole speed of over 165 mph. In an interesting turn of events, this first turbo Offy was also the last roadster to compete in the 500. Grim wasn't a race winner, but the Indy establishment took note of the turbo engine's 500-plus horsepower, a significant advantage over the naturally aspirated and supercharged engines powering the rest of the field. It wasn't long before turbos were being fitted to both Offys and Fords, intensifying the 'horsepower wars' at Indy, further fuelled by the powerful yet fragile STP gas turbine cars. As teams and engine builders began developing turbo-specific fuel and ignition systems, qualifying speeds started to climb dramatically. The end of competitive, naturally aspirated engines at Indy was effectively sealed when Bobby Unser won the 1968 Indy 500 with a turbo-Offy installed in an Eagle chassis.

While the turbine engines were eventually outlawed, turbocharger, chassis, and aerodynamic development continued to push speeds even higher. Turbocharged Offys could produce up to 1200 horsepower at over 54 psi in qualifying trim, while the Foyt engines (A.J. Foyt had acquired the Ford DOHC engine tooling after Ford withdrew from factory racing in 1972) produced slightly less. The 1972 pole speed was 196 mph. Tragically, two drivers and one crew member lost their lives at Indianapolis in 1973, leading to changes at the Speedway. From 1974, new regulations aimed at slowing the field were introduced, including mandatory pop-off valve boost regulators set at 80 inches of mercury, equating to approximately 39 psi of boost. Turbocharged Offys and Foyts continued to power Champ Cars through the 1970s, with regulations prohibiting potential power-increasing technologies such as multiple turbos and intercooling. Lower boost limits were also mandated. These measures reduced engine power levels until the 2.65-litre turbocharged version of the classic Cosworth V8 appeared at Indy in 1976. Although turbos departed the series in 2008, they made a return for the current year.

1973: Porsche Rewrites the Rule Book

When considering sheer turbocharged ferocity, many regard the 1973 Porsche 917/30 Can-Am racer as the zenith of turbo sports car development. Reportedly producing over 1500 horsepower in qualifying trim, the 5.4-litre, twin-turbo flat-12 Penske Panzer utterly dominated the 1973 SCCA Can-Am championship under the skilled driving of Mark Donohue. He secured six out of eight races, leaving the previously dominant Shadows, Lolas, and McLarens trailing in the wake of the Porsche's impressive performance out of every corner. Porsche had developed the highly successful 917 coupé for Le Mans and the European World Sports Car Championship series between 1969 and 1971. When the new car debuted later in the 1971 Can-Am season, it was at a distinct horsepower disadvantage compared to the 800-plus horsepower, 8-litre aluminium big-block Chevys powering the McLarens and other competitors. For 1972, Roger Penske's team driver Mark Donohue collaborated with Porsche to develop the 917/10K, which featured twin Eberspächer turbochargers and Bosch mechanical fuel injection. This resulted in an 850-horsepower machine that Donohue and George Follmer (who replaced Donohue after his Road Atlanta accident) drove to six wins in nine starts that year. Donohue, however, was not content, and the downtime provided him and the team with the opportunity to consider further developments for the 1973 season. Their new weapon was the 917/30, featuring a longer wheelbase, revised aerodynamics, and a more manageable fuel-injection system (the throttle response of the 1972 car was akin to an 'on-off switch'). They also revised the driver-controlled boost adjustment, increasing boost to 32 psi, and enlarged the engine displacement to 5.4 litres. After Donohue's dominant performance in the 1973 Can-Am season, the SCCA introduced a rule change for the following year mandating a minimum fuel mileage of 3 mpg, a target the 917/30 simply could not achieve. Penske's team had one final plan for the car: a run at the FIA closed-course world speed record. In 1975, Donohue piloted his trusted mount at Talladega Superspeedway, capturing one last record with a lap of 221.160 mph.

1973: BMW Brings Turbos Back to the Street

As the 1960s drew to a close, a decade of racing-focused turbocharger technology development on both sides of the Atlantic was destined to find its way back into production cars. Large-displacement V8s dominated American highways at the time, making it unsurprising that the first of the modern turbocharged production cars emerged from Europe in the form of the 1973-74 BMW 2002 Turbo. This vehicle picked up where the turbocharged Oldsmobile and Corvair had left off nearly a decade earlier. The 2002 Turbo evolved from the company's highly successful Group 5 Touring Car efforts, retaining much of the race car's mechanical prowess, including an re-engineered braking system, a limited-slip differential, quicker steering, and Kugelfischer mechanical fuel injection. The headline feature was a KKK turbocharger bolted to the single-cam, 2.0-litre inline-four engine, producing 170 horsepower and 240 lb.-ft. of torque once spooled up. The factory had reduced the engine's static compression ratio to 6.9:1 to enhance durability for street use. Given the state of fuel-injection technology in the early 1970s, the engine offered limited low-end punch below 4000 rpm. However, when the engine entered its power band, the 2002's light weight and short wheelbase made it quite demanding to drive at the limit. The BMW 2002 Turbo was never officially imported into the US, although a significant number of the 1672 units produced did find their way there.

1974: Porsche Launches an Icon

Porsche's development of turbocharged cars did not cease with their participation in the Can-Am series; much of that experience and technology was being channelled into their 911 road and racing programmes. In 1974, the company rather discreetly entered a turbocharged 911 Carrera RSR in European sports car races, aiming to gain an advantage under the new Group 5 regulations for the following year. This turbo Carrera RSR featured a 2.1-litre flat-six engine fed by the established Bosch K-Jetronic system and a single KKK turbocharger. Despite its relatively small engine capacity, the car made a significant visual impact with its enormous rear tyres, flared wheelarches, and a substantial rear wing – features that enthusiasts would forever associate with the 911 Turbo and its derivatives. Later that year, the street version of the turbocharged 911 made its debut at the Paris Motor Show. The 1975 911 Turbo Carrera, internally designated the 930, featured a turbocharged 3.0-litre, 260-horsepower version of the company's flat-six engine. The engine was housed within a package featuring large tyres, wide fenders, and the now-iconic 'whale tail' spoiler. Sporting variants of the previous rear-engined 911s had developed a reputation for being challenging at the limit. However, the 930 amplified this reputation with its prodigious power and acceleration, all following a noticeable throttle lag. This often resulted in a tendency for snap oversteer as the rear tyres lost grip, followed by even more pronounced oversteer if the driver lifted off the throttle. Nevertheless, the driving experience was highly rewarding for those with the requisite skill. The robust, track-derived brakes provided strong stopping power after impressive (for the late 1970s) bursts of speed through its heavy-duty, four-speed gearbox. The steering and grip levels were also as good as anything Porsche had produced up to that point. The turbocharged 911 remains a part of the Porsche lineup, and race-ready variants have been a formidable presence on the track for just as long.

1977: Renault Turbocharges F1

Renault committed seriously to motorsport in the early 1970s, working closely with the Alpine company to develop the A440, A441, and A442 sports cars for the European Prototype Sports Car World Championship and, crucially, Le Mans. This endeavour was intended to serve as a stepping stone to Formula 1. After analysing the regulations of the time, Renault collaborated with French tuner Gordini to develop a series of single-turbocharged, twin-cam, 2.0-litre V6 engines, which would form the basis for a 1.5-litre Formula 1 engine. The Renault RS01 debuted at Silverstone in 1977, heralding the dawn of Formula 1's turbo era. The car featured a 500-horsepower, iron-block, single-turbo powerplant. In essence, it was a simple, robust, and rather basic machine; other teams derisively referred to it as "the yellow teapot," noting its significant throttle lag and unreliability. By 1979, the RS01 had been superseded by the RS10, which incorporated a conventional (for the era) ground-effect chassis and a second-generation engine built around an alloy block. The new car also featured twin turbochargers and intercooling, contributing to improved throttle response. Renaults held a distinct advantage at high-altitude races, and when Jean-Pierre Jabouille's Renault secured victory at Dijon, other teams in the paddock began to take turbocharged Formula 1 cars seriously. The Toleman team followed suit in 1981, entering a turbocharged version of Brian Hart's inline-four engine. Concurrently, Ferrari introduced the twin-turbo, V6-powered 126CK, which Gilles Villeneuve used to win in Monaco and Spain, despite its considerable turbo lag and handling challenges. The Ferrari eventually secured the 1982 and 1983 constructors' championships.

By 1983, BMW, Honda, Renault, Alfa Romeo, Hart, and TAG/Porsche were all supplying turbocharged Formula 1 engines to various teams, marking the true commencement of the horsepower wars. These battles were fuelled by increasingly exotic fuel blends, referred to as "gasoline," which enabled turbo boost pressures of 45 psi and 700 horsepower in qualifying trim. Regulations for 1984 limited all F1 cars to 240 litres of fuel, as refuelling was still prohibited. This placed a premium on more sophisticated engine management systems to control fuel consumption. Other ingenious methods were employed, such as using liquid nitrogen to super-cool fuel before races, thereby reducing its volume to allow more to be carried within the tanks. The F1 horsepower wars continued unabated in 1985, particularly for qualifying, where some engines achieved boost pressures of 5.5 bar (over 82 psi) and an estimated 1500 horsepower – a staggering 1000 horsepower per litre powering 1200-pound vehicles. A further reduction in fuel capacity in 1986 to 195 litres per race failed to significantly slow the cars, prompting the FIA to implement regulations phasing out turbo engines by 1989. Rules for 1987 and 1988 were designed to curb their performance in favour of naturally aspirated, 3.5-litre powerplants. However, McLaren, alongside Honda's RA 168E twin-turbo V6, had the final say in 1988, with Ayrton Senna and Alain Prost winning 15 out of 16 races in the Gordon Murray-designed, low-line McLaren MP4/4 chassis. The curtain was then drawn on Formula 1's first turbo era, with new, small-displacement turbo engines currently slated for introduction in 2014.

1982: Porsche Rules Endurance Racing

Porsche was no stranger to turbocharged racing cars, so when the Group C Prototype regulations were announced for the 1982 endurance racing season, the company eagerly delved into its resources to develop a new prototype sports car, designated the 956. However, the development process wasn't entirely straightforward. For starters, mid-mounted flat-six engines offered less space for ground-effect tunnels, whereas a 'V' configuration provided more room. As Porsche did not possess a suitable turbocharged 'V'-shaped engine, its engineers mounted the turbo flat-six engine at an angle within the 956's aluminium monocoque chassis. The 2.8-litre, twin-turbo, water-cooled engine originated from the 936 prototype programme, incorporating refinements from later 935s and developments for the aborted 1980 IndyCar programme. It was managed by an electronically controlled Bosch fuel-injection system. Upon its debut at Silverstone in May 1982, the new car finished second overall to a Group 6 Lancia. The new Porsches then embarked on a winning streak, securing victories in virtually every event they entered, including a one-two-three finish at Le Mans. The 956 was initially conceived as a customer car, similar in spirit to the 935, even featuring a full-synchromesh transmission. However, it was unsuitable for America's IMSA GTP regulations due to its driver's feet being positioned ahead of the front axle centerline. The IMSA rules also did not favour the water-cooled powerplant. Porsche subsequently developed the 962 for American customers, extending the wheelbase to comply with IMSA regulations and incorporating an updated version of the air-cooled 935 single-turbo engine. (A tell-tale sign of the 962 is the larger air scoop for the intercooler located behind the cockpit.) The initial 962s were equipped with 650-horsepower, 2.8-litre, single-turbo engines, but many teams, including the Holbert and Dyson efforts, opted for the more potent 800-plus-horsepower, high-boost 3.0- and 3.2-litre units offered by Andial and others. By 1985, the 962 had also replaced the 956 as Porsche's Group C entry, consistently winning races and championships wherever it competed, including Le Mans, Daytona, and Sebring. The 962 also secured four consecutive IMSA titles starting in 1984.

Sports car racing experienced a significant boom throughout the 1980s. Factory racing programmes from Jaguar, Ford, Mercedes-Benz, Nissan, Toyota, Chevrolet, and even Mazda entered the IMSA GTP and FIA Group C arenas with substantial engineering resources and high-tech, bespoke equipment. This intense competition compelled Porsche customer teams, and indeed IMSA rulemakers, to become highly innovative in their efforts to keep pace with these 1000-plus-horsepower factory turbo rockets. However, as the global economy faltered in the early 1990s, many manufacturers withdrew from sports car racing, leading to the collapse of the two major endurance series. The same inventive individuals who had modified their 962s to compete with the factory teams adapted them for new sports car packages. These cars continued to achieve victories, including the 1994 Le Mans win with a Dauer 962 that was, remarkably, homologated for street use. (It was essentially factory chassis 962C-176, homologated as a road car by Dauer before being reconfigured for racing.) The venerable Porsche turbo flat-six drivetrain, based on the 935/962 architecture, continued its success, powering the open-top, Walkinshaw-built Porsche WSC-95/LMP1-98 to victories at Le Mans in 1996 and 1997. A second-place finish at the 1998 Petit Le Mans marked the engine's final competitive outing.

1984: Italy Joins In

Ferrari began serious work with turbocharging in the late 1970s and early 1980s, with their Formula 1 engine development mirroring Renault's approach at the time. However, Ferrari did not develop any turbochargers for their road car programmes until 1982, when their competition department sought to build a car – soon to be known as the 288 GTO – compliant with Group B regulations for a potential FIA road racing series. These technically liberal Group B rules had been adapted from the FIA's Rally Championship, with the homologation process requiring the sale of at least 200 units to the public. Ford, Porsche, MG/Rover, Audi, Lancia, Renault, Peugeot, and others were already active in the Group B scene, indicating a strong potential pool of entrants. Ferrari engineers developed a Group B version of their mid-engined 308 model, though they did not merely bolt turbos onto the car and consider it complete. They engineered a virtually new, street-legal race car based on the 308 chassis. In addition to a revised suspension, the engine orientation was changed from transverse to longitudinal. The new car's designation hinted at its powerplant: a 2.8-litre, twin-cam V8 supplemented by twin IHI turbochargers and intercoolers, fed by a Magneti Marelli fuel-injection system. When the road car was introduced for 1984, it produced an even 400 horsepower and 370 lb.-ft. of torque. It was hailed as a technical milestone for Ferrari and a genuinely exhilarating drive, even for seasoned exotic car pilots of the era. Unfortunately, the Group B road racing series was largely stillborn – Porsche's 959 was the only other car homologated for it – and the Group B rally tragedies of the mid-1980s effectively led to the demise of the entire FIA programme. Ferrari completed only 277 of the planned 288 GTOs before halting production in 1985. Ferrari also built and tested a few race-ready GTO Evoluziones, each boasting 650 horsepower and even more exotic bodywork, including wings, slats, and diveplanes. While the Evo programme may have been cut short, it formed the foundation for Ferrari's next twin-turbo marvel, the legendary "plastic-fantastic" F40.

1984: Front-Drive Fun

When Chrysler sought a government loan in the late 1970s to avoid bankruptcy, they staked their immediate future on the development of smaller, fuel-efficient, front-wheel-drive cars based on common platforms and powertrains. Lee Iacocca, then head of Chrysler, also recognised the value of image-defining 'halo' products and performance. He enlisted an old friend, Carroll Shelby, to imbue some of Chrysler's products with the same performance enhancements he had previously applied to Fords during the 1960s. In 1982, Shelby brought some of Chrysler's top engineers to a small workshop in Whittier, California, to develop Shelby versions of Chrysler's new 2.2-litre, single-cam, inline-four engines and matching front-wheel-drive chassis. The plan also included limited production runs of Shelby-branded products based on Chrysler hardware, to be sold through Dodge dealerships with Shelby Automobiles franchises. In 1984, Chrysler unveiled the results of this collaboration. The Dodge Daytona and Plymouth Laser, two stylish cars based on Chrysler's new front-wheel-drive chassis, featured 146 horsepower thanks to Bosch electronic injection and a Garrett turbocharger. Chrysler and Shelby followed this up for 1985 by adapting that powertrain to the smaller, lighter Dodge Shelby Charger and Omni GLH Turbo (the model designation indeed stands for "Goes Like Hell"). Naturally, these cars shared the spirit of the old Mustang GTs: while not the most refined driving experiences, they were immensely fun to drive spiritedly. Much like the classic pony cars, their prices were reasonable, with the Omni GLH starting at just $7350. The GLH Turbo was scheduled for discontinuation after the 1986 model year, prompting Shelby to arrange for the last 500 or so cars to be produced at the Belvedere assembly plant to be sent back to a hastily established assembly plant in Whittier. The Shelby Performance team adapted the intercooled, multi-port fuel-injected induction system developed for Dodge's 1987 model year, while also fitting a larger Garrett turbocharger. His team also incorporated Koni adjustable shock absorbers and struts, a specialised radiator/intercooler assembly, Shelby Centurion 15x6-inch wheels, and Goodyear Gatorback 205/50R15 tyres. The result was the Shelby GLHS – "Goes Like Hell Somemore." Hot Rod magazine famously proclaimed "GLHS whips GT-350" on its cover, detailing a road course comparison between the first Shelby Dodge and the first Shelby Mustang. The diminutive GLHS, though crude, with 175 horsepower on tap and a strong torque curve – and even a fair amount of torque steer, despite the equal-length half-shaft arrangement – was capable of reaching the finish line at a drag strip in approximately 14.5 seconds. The Shelby GLHS may have only been produced for the 1986 model year, but similar vehicles followed. A Charger GLHS and several Shadow-based CSX variants were created, including the first production application of a variable-geometry turbocharger in 1989.

1982: Buick Blows a Muscle Car

When Buick introduced the turbocharged, carburetted Regal T-Type for 1978, it was perceived as a well-performing personal luxury car, a viable alternative to Chevrolet's Monte Carlo and Pontiac's Grand Prix. As those chassis were updated in the early 1980s, Buick made a significant push into performance. They developed NASCAR-inspired bodywork and naturally aspirated V8 and V6 racing engines for Winston Cup and Grand National competition. The Grand National arrived with considerable impact for 1984. Thanks to a new sequential fuel-injection system and electronic wastegate control, the turbocharged V6 produced 200 horsepower and 300 lb.-ft. of torque, all within a comfortable and easy-to-drive package. Like the Model T, it was offered in only one colour: black. Intercooling and a revised fuel-injection system boosted output to 245 horsepower and 355 lb.-ft. of torque for 1986. Suddenly, imposing Buick Regals were shredding rear tyres and leaving V8-powered cars in their wake. The Buick's 13-second quarter-mile times astonished many, as a 15-second run was considered quick at the time. The rear-drive Regal was slated for discontinuation after the 1987 model year, prompting engineers to develop a fitting send-off: the GNX. The 547 black GNXs produced for Buick by McLaren/ASC featured numbered dash plaques, Stewart Warner gauges, fender flares, functional vents, and substantial 16-inch wheels. Further performance enhancements included revised intercooler and intake pipes, a new engine management program, a turbocharger with a ceramic compressor wheel, a dual-muffler exhaust system, and a specialised rear suspension incorporating an offset torque arm and Panhard rod. To reduce weight, bumper brackets, rear brake drums, and other components were manufactured from aluminium. The GNX was the fastest-accelerating GM product of its time, achieving zero-to-60 mph times of 5 seconds flat and a quarter-mile time of 13.2 seconds. This performance led Buick engineers to plaster "I Brake for Corvettes" bumper stickers on corporate development mules. While the turbocharged Buick GNX concluded its run after the 1987 model year, its engine found a new home in the 1989 Pontiac Turbo Trans-Am. Of the 1550 produced, several served as pace cars for that year's Indy 500. This could be considered a fitting conclusion to the first golden era of turbocharged cars, as those Trans-Ams paced some of the fastest closed-course racers on the planet – and almost all of them were turbocharged. Just a few short years later, turbochargers became a common sight in dealerships worldwide.

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