The answer is actually a combination of three of them. By that I mean it is basically the density(3), of the hot(2), exhaust gas(1) caused by the combustion process, being pushed from an area of higher pressure (the cylinder), to an area of lower pressure (the atmosphere) that exerts force against the faces of the impeller, thus imparting rotary motion to the turbo.
This motion, in turn, pumps a denser charge into the intake side of the engine, causing a higher rate of discharge gasses than would be present in an normally aspirate engine.
The end result is the more air a turbo pumps, the more exhaust gas it created. The more exhaust gas created, the faster the turbo turns, and the more air it pumps..........and on, and on, and on.
The deciding factor in the engine speed, and ultimately the amount of air pumped in, and exhausted out, is the amount of fuel introduced. Too much and the turbo will overheat as it's operation is self perpetuating based on the fuel amount. Too little and the engine will run extremely lean, which isn't good either.
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Today's Featured Article - Restoration Story: Fordson Major - by Anthony West. George bought his Fordson Major from a an implement sale about 18 years ago for £200.00 (UK). There is no known history regarding its origins or what service it had done, but the following work was undertaken alone to bring it up to show standard. From the engine number, it was found that this Major was produced late 1946. It was almost complete but had various parts that would definitely need replacing.
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