Negative pressures

While pressures are, in general, positive, there are several situations in which negative pressures may be encountered:

• When dealing in relative (gauge) pressures. For instance, an absolute pressure of 80 kPa may be described as a gauge pressure of −21 kPa (i.e., 21 kPa below an atmospheric pressure of 101 kPa).
• When attractive forces (e.g., van der Waals forces) between the particles of a fluid exceed repulsive forces. Such scenarios are generally unstable since the particles will move closer together until repulsive forces balance attractive forces. Negative pressure exists in the transpiration pull of plants, and is used to suction water even higher than the ten meters that it rises in a pure vacuum.
• The Casimir effect can create a small attractive force due to interactions with vacuum energy; this force is sometimes termed "vacuum pressure" (not to be confused with the negative gauge pressure of a vacuum).
• Depending on how the orientation of a surface is chosen, the same distribution of forces may be described either as a positive pressure along one surface normal, or as a negative pressure acting along the opposite surface normal.
• In the cosmological constant.

Turbo lag

Turbocharger applications can be categorized according to those which require changes in output power (such as automotive) and those which do not (such as marine, aircraft, commercial automotive, industrial, locomotives). While important to varying degrees, turbo lag is most problematic when rapid changes in power output are required.
Turbo lag is the time required to change power output in response to a throttle change, noticed as a hesitation or slowed throttle response when accelerating from idle as compared to a naturally aspirated engine. This is due to the time needed for the exhaust system and turbocharger to generate the required boost. Inertia, friction, and compressor load are the primary contributors to turbo lag. Superchargers do not suffer this problem, because the turbine is eliminated due to the compressor being directly powered by the engine.
Lag can be reduced in a number of ways:

• lowering the rotational inertia of the turbocharger; for example by using lighter, lower radius parts to allow the spool-up to happen more quickly. Ceramic turbines are of benefit in this regard and or billet compressor wheel.
• changing the aspect ratio of the turbine.
• increasing the upper-deck air pressure (compressor discharge) and improving the wastegate response
• reducing bearing frictional losses (such as by using a foil bearing rather than a conventional oil bearing)
• using variable-nozzle or twin-scroll turbochargers (discussed below).
• decreasing the volume of the upper-deck piping.
• using multiple turbos sequentially or in parallel.
• using an Antilag system.