Great video! It is quite rare to come across someone breaking down the differences of all the turbo types! (I've been googling it for a long time) There was one thing I was further looking for information on/an idea for a video; the different between ball bearing, journal bearing, etc and their advantages/disadvantages. Thanks again for a great video, hope your channel blows up!
Very interesting video, but please someone help me to figuring out what type Formula 2 V6 turbocharger type is, the engine has 95° bank angle and the turbo placed in the middle of the bank so the exhaust manifolds are going into both side of the hot side of turbocharger (it has like 2 inlet exhaust). Not a twin scroll of course, I just found it unique.
With Twin turbo setups on V engines. What are the benefits of each turbo boosting their own bank, or the bank powering the turbine is compressing air into the opposite bank? Isolated banks or crossing over, why choose one over the other?
Pressure of exhaust gases is not constant throughout the manifold, rather it's like a sound wave. When the exhaust valve opens a compressed gas wave comes out. 2 waves from different cylinders at an delay to each other can counter each other making it to lose kinatic energy and increase back pressure. To get most boost out of gases it's better to have different exhaust gas line for cylinders so that gas wave interaction can be mitigated.
@@UntangleClub You don't understand my question. Look at a V6 engine for example. 3 cylinders on the left. 3 cylinders on the right. Each side has it's own separate header, turbo, and muffler. My question is, is it better for each turbo, to compress air into it's own side's intake manifold, or is it better for left compressor to feed right intake, right compressor left intake? Or is it better for both sides to compress into a shared intake like in your diagram? If I remember correctly, engine builders, and some manufacturers like Nissan with the 300ZX do this separate intakes feeding each other with separate turbos, but I can't find or think of the reason why.
I would think having separate would be better because can isolate into each side…? I guess it would come down to engine design, size, dimensions, weight cost etc. but twin turbos will give you either good performance at low rpm, high or in the middle. It’s always a compromise. Which is what sequential set ups try to counter by using the small turbo at lower rpm and both turbos or bigger at medium to high rpm’s. Like wise with the twin charger set up of using the supercharger at low rpm and turbo at high rpm’s
He did answer your question you're just unable to understand his answer. The shock wave is best isolated to its individual bank to retain peak efficiency. Sharing exhaust gas between banks will have 2 shock waves counter acting one another. The pulse from 1 Bank will affect the other banks turbo and create momentary backpressure when the shock wave changes direction. It's more efficient to have isolated turbos for each bank But you create more boost from a shared system as there is always a higher volume of exhaust gas flowing over a turbo that wouldn't normally have as much flow depending on what cylinders are firing and the firing order
The main purpose of the mgu-h in F1 is to recover energy when the turbo reaches max pressure, instead of using a waste gate the electric motor "slows" the turbo, this energy can be used to charge the batteries, or power the mgu-k (electric motor connected to the crank shaft). The anti lag and energy recovery off throttle are nice to have but not that important, if you remove then the car wouldn't be much slower, however if you remove the energy recovery at max boost the car would be several seconds slower. Nowadays F1 is all about efficiency, the most efficient car wins the race not the most powerful. Mercedes is more efficient, Ferrari more powerful, and Mercedes usually wins. For qualification the reverse is true. For example last season Mercedes had 10 pole positions and Ferrari 9, however Mercedes won 15 races against 3 from Ferrari. So both cars were more or less equally fast, but the Mercedes was more efficient.
"CORRECTION" It's MGU-H wrongly spoken as MGH-K
Wow. This is the most detailed video I have ever seen on this topic. Complete eye opener 🔥
Happy to hear that!
Great explanation that anyone can easily understand 💪
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Fantastic! Everything I wanted to know in one stop, explained in a super straightforward way. Thanks so much!
Great video! It is quite rare to come across someone breaking down the differences of all the turbo types! (I've been googling it for a long time)
There was one thing I was further looking for information on/an idea for a video; the different between ball bearing, journal bearing, etc and their advantages/disadvantages.
Thanks again for a great video, hope your channel blows up!
Very interesting video, but please someone help me to figuring out what type Formula 2 V6 turbocharger type is, the engine has 95° bank angle and the turbo placed in the middle of the bank so the exhaust manifolds are going into both side of the hot side of turbocharger (it has like 2 inlet exhaust). Not a twin scroll of course, I just found it unique.
Thank you for the good video you made. But wish it had English subtitles because even CZcams's artificial intelligence misunderstands some words.
Very informative, thank you bro
With Twin turbo setups on V engines. What are the benefits of each turbo boosting their own bank, or the bank powering the turbine is compressing air into the opposite bank?
Isolated banks or crossing over, why choose one over the other?
Pressure of exhaust gases is not constant throughout the manifold, rather it's like a sound wave. When the exhaust valve opens a compressed gas wave comes out. 2 waves from different cylinders at an delay to each other can counter each other making it to lose kinatic energy and increase back pressure. To get most boost out of gases it's better to have different exhaust gas line for cylinders so that gas wave interaction can be mitigated.
@@UntangleClub
You don't understand my question.
Look at a V6 engine for example.
3 cylinders on the left.
3 cylinders on the right.
Each side has it's own separate header, turbo, and muffler.
My question is, is it better for each turbo, to compress air into it's own side's intake manifold, or is it better for left compressor to feed right intake, right compressor left intake?
Or is it better for both sides to compress into a shared intake like in your diagram?
If I remember correctly, engine builders, and some manufacturers like Nissan with the 300ZX do this separate intakes feeding each other with separate turbos, but I can't find or think of the reason why.
I would think having separate would be better because can isolate into each side…? I guess it would come down to engine design, size, dimensions, weight cost etc. but twin turbos will give you either good performance at low rpm, high or in the middle. It’s always a compromise. Which is what sequential set ups try to counter by using the small turbo at lower rpm and both turbos or bigger at medium to high rpm’s. Like wise with the twin charger set up of using the supercharger at low rpm and turbo at high rpm’s
He did answer your question you're just unable to understand his answer.
The shock wave is best isolated to its individual bank to retain peak efficiency.
Sharing exhaust gas between banks will have 2 shock waves counter acting one another.
The pulse from 1 Bank will affect the other banks turbo and create momentary backpressure when the shock wave changes direction.
It's more efficient to have isolated turbos for each bank
But you create more boost from a shared system as there is always a higher volume of exhaust gas flowing over a turbo that wouldn't normally have as much flow depending on what cylinders are firing and the firing order
@@francislutz8027
Thank you.
So now I see why Acura is using the dual scroll in the 2022 tlx. It makes more sense with a vtec
0:05 He became eminem
The main purpose of the mgu-h in F1 is to recover energy when the turbo reaches max pressure, instead of using a waste gate the electric motor "slows" the turbo, this energy can be used to charge the batteries, or power the mgu-k (electric motor connected to the crank shaft).
The anti lag and energy recovery off throttle are nice to have but not that important, if you remove then the car wouldn't be much slower, however if you remove the energy recovery at max boost the car would be several seconds slower.
Nowadays F1 is all about efficiency, the most efficient car wins the race not the most powerful. Mercedes is more efficient, Ferrari more powerful, and Mercedes usually wins. For qualification the reverse is true. For example last season Mercedes had 10 pole positions and Ferrari 9, however Mercedes won 15 races against 3 from Ferrari. So both cars were more or less equally fast, but the Mercedes was more efficient.
What recomend for a timme attack vtec engine? Honda civic vti b16a2
MGU-H not MGU-K
This video should be titled as different types of turbo configuration. Not different types of turbocharger