Variable Geometry Turbocharger - Less Lag, More Torque!
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- čas přidán 28. 01. 2014
- How variable geometry turbochargers (VGT), or variable nozzle turbochargers (VNT) work. Variable geometry turbos use vanes to alter the air flow path of the exhaust gases to maximize boost across the entire rev range. During low boost operations, the vanes create a narrow path to the exhaust turbine. As the revs increase and exhaust builds, an actuator rotates the vanes, increasing the area of the path to the turbine, and allowing for greater flow, thus increasing boost at higher RPM. Variable geometry turbochargers can make twin turbo charging systems obsolete.
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as a mechanic of 30 years I find your videos easy & educational.I was finding vgt difficult to understand but this video has enlightened me thank you.
Very welcome, thanks for watching!
I can't believe this was 6 years ago.
I subbed to you like 2 years ago I think when I first came across this channel. I'm so glad there's such good explanations for stuff I'm interested in. Thank you.
10 years ago now, and he looks so young :-)
I find it amazing how you can explain all these different concepts so well! love your videos *__*
Dude you so old
Dude...you make things so much simpler and understandable! Great work!
You just saved my 6.6 dmax from a twin turb setup. Love how you explain things on a level that keeps things on a understandable level. Keep doin what you do bud.
For those wondering vgt are used for instance in VW TDI's since VW mk4 to date.
This was an amazing video man, absolutely loved it! Learned a lot :)
Thanks!
was
I have been looking for a while for an understandable explanation of this, and I found your video. Thank you for this, even though it was from 2014, it's invaluable info. You explained it so well, I now know how this works. I have a 2018 Duramax with the variable vanes, and I really love knowing how this works. Thanks.
Great video; super explanation on characteristics of VGT’s!
Great explanation, am looking at a 2018 Cayman S that uses one of these turbos, on the test drive I was not aware of any turbo lag at all. I remember the last RX-7s that I believe used a small and a large turbo to solve the problem, lots of extra complexity. Thank You again.
What's also great about this system is that it splits the turbo, making it more shielded from heat.
Well done young man for helping me in plain english understand this concept.
All of your videos have been truly amazing as it takes our comprehension to a whole new level :) Kudos!! Looking forward for more...
Great easy to understand thanks!
They work really well! we took one from a 2012 dodge ram and installed on a 1992 12v dodge ram
love how his boost vs. rpm graph looks A LOT like a torque curve comparison between Evo 3 and 1-series ///M. nice video btw.
Thank you jason, you are my favorite teacher.
Very nice video! Perfect explanation!
I like to point out the biggest con. of a VG-turbo:
It's nowadays only used in diesel applications because of the lower ignition temperature. The module with the vanes is called the Nozzle and the vanes won't be able to handle the higher temperature of gasoline. Nevertheless I'm working on a gasoline VG on my design team.
The newest VG's use a rotary actuator mainly because they are smaller.
9 years later. I'm look about VGT turbos in gas or Ethanol engines. How you project goes?
Fantastic! I always knew the basics of a VGT, but most of the other explanations on the web conveniently left out on how the Vanes are actuated. This is why I watch your videos, there is always something new to be learnt, even on topics which you already know. Armed with a Board, you manage to teach better than most of the videos with fancy animations. Keep up the good work!
Haha thank you! I make do with what I have - in as timely of a manner as possible.
@@EngineeringExplainedwhat controls the linear actuator of the vgt is it the ECM? 🙏 Thanks
This really helped me understand what’s wrong with my turbo, I already know the vanes are seized but I didn’t know what the vanes were and now I do
Always love your videos they work and explain things well. Another great job here.
I am an finance grad and i got this perfectly well! Good stuff
Impressive presentation as usual. Thank you.
Love the diagrams!
Dude, big fan of your channel...just wanted you to know your CZcams videos pop up consistently (googling) when trying to educate myself on various parts of cars engines and turbos. just wanted to say hey...and thanks for the awesome informative content. high 5 ✋
+matt o'malley Really appreciate it, thanks for watching!
+Engineering Explained I almost gave u the "verbal tip" (serving industry), with the compliment, the high5 and NO like. liked. Thanks for the reply
Hard to believe this can be made reliable with all this going on at exhaust side temps and 100K rpm, but apparently they do it - wild!
Finally.... someone who actually explains it properly. Thanks bro....been looking for ages. Don't suppose tou know how to reduce the boost on a vw tdi vnt turbo.
very well explained man. Keep up the good work.
good job, young engineer
Very concise and simply explained. Thank you very much!
Wow, that's really neat
Excellent description!
great explanations..! keep up the good work :)
Your videos are awesome, thanks!
You are amazing in explaining ...and you do it in a ease...
Very nice explanation as usual.
I was just doing some research on variable pitch ducted submarine propellers.
Similar principle with the variable pitch for optimal performance at various rotation rates.
Also changes the acoustics and cavitation.
While the duct increases the efficiency and lowers the cavitation.
But the added mechanical complexity does have it's drawbacks.
You are a really good explainer, thank you
Nice to get to know this better, I've always thought that this turbos are great for high boost and high horsepower aplications. The only con is that I think is too expensive, i don't know. And making the setting of the variable nozzle for the correct spooling performance might get tricky.
Keep up with this videos
Video idea: 5 stroke engine concept. You just make everything easier to understand, which is why I follow!
first video I watched definitely subscribing
thanks a lot for the detailed explaination! :D
Great diagrams and explinations! 👏 Getting my head about my VGT turbo on my VW Polo 1.4TDI Bluemotion.
Hands down great explanation!! Thanks!!
Love how you explain everything so well. Nice vedios
awesome video! Gave me all the required knowledge abt the topic. Motivated me to do research on this topic. Studied the whole topicthroughly. Made Review Paper on study variable geometry turbochargers. Gave a seminar on VGT. Thank u so much for inspring the Mechanical Engineers!! you are doing a great job 👐👍👏👏👌😀
I'll never understand how the inside of a turbocharger stays clean enough to work. Imagining a hole with hot air blowing through it and managing to stay clean is beyond me.
... I bet Mr. Hankey could explain it to me.
You just answered your own question, there's air blowing through the turbo the whole time, and the speed by which travels won't let any residue stay in there.
What Sn1pest3r said, and I have an air filter on my engine that filters the air to prevent debris and other crap from entering the system.
And it is really hot in there so stuff don't stick
dude youre awesome, it makes perfect sense
awesome video with amazing explanations!
very clear explaination
Awesome vid explanation. Seems alot of car manufacturers just PID the wastegate. however I was surprised to come across vehicle repair video where a diesel engine had a variable turbo.
Great video!
Well explaine sir. This vgs turbo charge is use in isuzu d'max and mu-x. I' m from philippines. Great innovation . Keep up the good work sir 🤘👍😎. God bless you
i love you man, i always do thanks for your help
Thank you. Brilliantly explained.
What happens when the boost reaches maximum and the vanes are open? Is a external wastegate then necwssary or are the vanes opening up for a bypass for the exhaust gas?
The question that everyone wants to know but this guy didn't cover... I hate this guys videos it's like a guy reading wikipedia to you.
Great explanation. Thanks for sharing
Very good video to get the big picture about VGT. Stuffs explained in simple ways like you did shows a deep understanding of the subject. Keep submissing videos please.
Congratulations!!!
P.S.: I want to know who are the fourteen moron who didn't like this video LOL
My Dads 2002 Saab 9-5 Hot Aero Estate has a Variable Geometry Turbocharger in it and it pulls from 1800rpm right up to 4000rpm thats when the turbo is at its sweet spot I believe although the revs could be higher I need to check that out!
I loved it man ! thanks a lot got my advanced IC engines paper tomo
I just wanted to know if there should be some way of compensation maybe some other variable startors on the inlet side because it seems there would be some inefficiency for both the high and low rpm for the turbo in the hot section as compared to the intlet side as it travels through both the settings..
Perhaps I misunderstood; it seems like the vanes would be open wide at low rpm, to maximize exhaust thrust (assuming wide open throttle, low rpm) in order to spin up the turbine wheel quickly, eliminating lag; then, at high rpm, to eliminate overdriving the turbo, you'd close the vanes to keep turbo speed within rational limits, bypassing the hot side turbo wheel and venting directly to the exhaust.
very well explained !
Sometimes when you think the turbo is blown the ring and vanes are just sticking usually due to combustion deposits. It often whines a lot more when this happens and you notice much more lag depending on where they are stuck.
Great video and explanation. I feel like on 2.29 left image represent high RPM situation not low since you have a lot of gas and you need to close variable valves to let high pressure gas flow around turbo. Right image for low RPM since use all exhaust gas to rotate turbo (valves are opened)
I came here to say this
Thanks. I have a much better understanding now
VGT is love, VGT is life
All this stuff is so damn interesting
The Bosch VGT seems to work on a different principle, as a boost limiter. It appears that at low RPMs the vanes are closed to provide maximum airflow to the turbine wheel. However, as RPMs increase the vanes open to act as a waste gate and prevent over boosting.
drkjk as far as I know the same applies to KKK.
Excellent video!
Please make a video talking about new turbo technology.
Thanks so much
Aspect Ratio Ratio!
those vanes open to prevent overboosting at high rpm and not because you want more air as you said.
On which readings actuator works does it function on from exhaust gas speed or from exhaust gas capacity??
Would there be any advantage to pre-spooling a turbo with a high rpm motor in the inlet side? I was thinking it could reduce lag because it's given some help. Does it work in theory? Has anyone tried it?
+Lucas Choate Yep, it's done in F1. czcams.com/video/k8lyBFmkAKw/video.html
Oh, so I'm only two years behind the curve, huh? I hate it when people invent my inventions long before I think of them.
+Lucas Choate xD
called anti lag
@@LucasChoate I know we're now 5 years beyond that invention.... But they are now electrically spooling turbos in the new 2017+ L5P Engine RPO GM diesel trucks.
ok thanks. I couldn't find it in your channel.
I'm looking for that style turbo with a carbon seal though.
any hints on where I could find one?
draw through "set up"
larry
Can you compare VGT turbocharger with Turbo Charger + Supercharger and twin turbocharger (small+large). does the VGT more superior than them in size of the system, power characteristics, and fuel economy?
Hopefully I can make a comparison video, since this has been requested.
thank you alot thats was very helpful just started my job in the diesel field i know alot about turbo's but this made me step my game up
thanks again homie
-cam
Great video thanks.
Hi, how does VGT affect the design of the exhaust headers, and the exhaust after the turbo? So, as exhausts are a balance between low rpm scavenging and high rpm total flow, does VGT make things easier or harder to get a balanced system across the rpm range?
I have heard that a Turbo charger help in improving Fuel Consumption (I.e decrease the fuel consumed), in comparison to a naturally aspirated engine producing same horse power. Is it correct? I Agree that Turbo charger helps to downsize the engine displacement , but still to produce the same power as a naturally aspirated engine turbo charged engine also needs to burn more fuel right? So how is this Fuel efficiency thing justify? Could you please explain?
A turbocharged engine requires just as much fuel at peak HP as a NA engine, possibly more so. What matters is it gets better economy at LOW power output, because it isn't making much, if any, boost, and you effectively just have a small engine. In a way, it's like Displacement On Demand: you have a big engine when you need it, and a small one when you don't.
Getting good fuel economy in a turbo'd car is predicated on being disciplined enough not to use the boost much. You can have "eco"; you can have "boost"; you just can't have both, simultaneously.
Actually fuel consumption can increase since you need a new fuel pump in some cases, for it to be noticeable you may need a smaller engine and a small turbo to have low rpm threshold.
Just to add one extra point, in general you'll tune a turbo engine to run leaner at lower RPM. So when you stay out of the power you're using less fuel.
Of course you have a video explaining how linear actuators work you have videos explaining everything! lmao
Would this be good for time attack/circuit style of racing ?
Thank you.
Could we have a video on a vnt and how they deal with over boost using the egr valve
do the bearings, connecting link , and pivot point have lifetime ? i mean do we have to replace them over time ?
thanks bro :) your explanation is very clear and easy to understand. i am going to hit "like" and subscribe to your channel too :)
Could a boost powered actuator be used to open and close the vanes instead of electricity? That way the vanes respond directly proportional to the boost and not to a signal. At low power a spring pulls them closed, then as boost builds it pushes a piston to open the vanes and allow more boost until full boost is reached and the vanes are fully opened. At liftoff throttle, the vanes start closing as boost falls keeping exhaust flow at maximum velocity for all conditions.
Do twin scroll next!
Just for you! haha so rare the requests and videos actually line up..
So would this variable geometry turbocharger work well with an electric turbo set up in a small capacity 1.5L engine?
Thanks for the video man. In VGTs to which the actuators are connected??
Apparently Suzuki is planning to make an engine with one of those!
Had a question but don't know where to ask. Would it be possible to install a fan, driven by the engine (like a supercharger) but placed into the exhaust PULLING it through and creating negative back pressure? Would you need a way to cool the exhaust or anything else first? Issues with the cat?
What about the wasegate? there must be a wasegate !! or if the pressure is to high than the vains work like a wasegate?
There must be cause there's only a certain limit until the actuator is full open
I understend how it works, but what i dont know is what controls the variable part? If i have a fixed turbo and put a variable instead, how does the vgt know what revs am i at to adjust correspondingly?
Maybe I don't fully understand VGT, but why hasn't someone made a machinal version for muscle cars, hot rods sport compacts etc? Even bikes!
From what I understand, the exhaust gas temps of a gas engine are too high for a standard VG turbo. The cost of a VG turbo that can withstand those temps is generally higher than what most people want to spend to not really even raise their peak top end HP (even though they will drastically improve your low end torque)
with all these added items inside the turbo, don't they make the vanes too heavy ? and having heavy vanes makes it harder for air to spin them quick enough ?
Now a serious question is are you referring to the sequential design employed by manufacturers for things like panel trucks? Not to be confused with compound turbos used in competitions like truck pulls and diesel drag racing. If indeed you're talking about production designs that's cool but you should also then cover the science behind how compounds work together to create massive boost in a very similar way but without the use of intake and exhaust shunts. (The large turbo essentially creating more work for the smaller turbo but force feeding it the whole time). And if you haven't seen this yet I think you'd enjoy it for sure. I do know systems like this exist because I aided my friend in his 800+hp Cummins build. As always your videos are really informative!
Is it possible to make the vanes adjust by sentrifugal forces only, not with an actuator and controller?
Could you get a VG Turbo to work with a older engine with no ecu? I assume you should be able to get the linear actuator to work mechanically?
excellent,very clear .viva mechanical engineer :)
Los ingenieros mecánicos!
explanation is good.