Hu Ryde
Donating Member
November 16 of this year marked the day a century ago that Dr. Alfred Buchi received the first patent for an exhaust gas turbocharger.
This technology allows the angle of the compressor’s turbine blades to continually adjust. While some diesel engines have enjoyed this technology since the Nineties, the higher exhaust gas temperatures created by gasoline engines necessitated the creation of new heat-resistant materials to handle the hotness. Porsche and Borg Warner Turbo Systems were able to overcome the heat issue and have developed a VTG turbo system that will be incorporated into the next 911 Turbo. The VTG turbo will allow Porsche’s flat-six to mimic a twin-turbo setup with a much broader torque curve and more flexible powerband than a standard single turbo could provide on its own. Power ratings for the new VTG turbo engine haven’t been released and probably won’t be until the new 911 Turbo surfaces sometime next year.
As a result of these higher demands, the exhaust temperatures and pressure conditions in the exhaust system increases. BorgWarner Turbo Systems currently offers turbochargers with variable turbine geometries for exhaust temperatures up to 850°C. In the future there will be turbochargers with VTGs for diesel engines with exhaust temperatures up to 900°C. Refinement of the VTG technology for use at even higher exhaust temperatures will expand the possible range of applications to include gasoline engines.
The mechanical demands placed on a VTG in a commercial vehicle are significantly higher than those placed on one in a passenger car since the rotary vanes also need to function as a highly efficient motor brake. This is necessary since future commercial vehicle engines will always have a lower displacement and the exhaust flaps used today at the end of the exhaust pipe will just not be enough anymore. Furthermore, the variable turbine geometry will be used to control exhaust gas recirculation, especially in modern commercial vehicle engines. When this is done, the pressure in front of the turbine is regulated by the VTG so that there is a sufficiently large pressure difference between the exhaust gas side and the fresh gas side after the compressor. Only then will the exhaust be drawn into the inlet duct through an exhaust gas recirculation valve.
BorgWarner Turbo Systems also offers a wide spectrum of VTG turbochargers that will meet all demands for use in commercial vehicle engines.
enjoy,
http://www.turbos.bwauto.com/en/products/vtg.asp
This technology allows the angle of the compressor’s turbine blades to continually adjust. While some diesel engines have enjoyed this technology since the Nineties, the higher exhaust gas temperatures created by gasoline engines necessitated the creation of new heat-resistant materials to handle the hotness. Porsche and Borg Warner Turbo Systems were able to overcome the heat issue and have developed a VTG turbo system that will be incorporated into the next 911 Turbo. The VTG turbo will allow Porsche’s flat-six to mimic a twin-turbo setup with a much broader torque curve and more flexible powerband than a standard single turbo could provide on its own. Power ratings for the new VTG turbo engine haven’t been released and probably won’t be until the new 911 Turbo surfaces sometime next year.
As a result of these higher demands, the exhaust temperatures and pressure conditions in the exhaust system increases. BorgWarner Turbo Systems currently offers turbochargers with variable turbine geometries for exhaust temperatures up to 850°C. In the future there will be turbochargers with VTGs for diesel engines with exhaust temperatures up to 900°C. Refinement of the VTG technology for use at even higher exhaust temperatures will expand the possible range of applications to include gasoline engines.
The mechanical demands placed on a VTG in a commercial vehicle are significantly higher than those placed on one in a passenger car since the rotary vanes also need to function as a highly efficient motor brake. This is necessary since future commercial vehicle engines will always have a lower displacement and the exhaust flaps used today at the end of the exhaust pipe will just not be enough anymore. Furthermore, the variable turbine geometry will be used to control exhaust gas recirculation, especially in modern commercial vehicle engines. When this is done, the pressure in front of the turbine is regulated by the VTG so that there is a sufficiently large pressure difference between the exhaust gas side and the fresh gas side after the compressor. Only then will the exhaust be drawn into the inlet duct through an exhaust gas recirculation valve.
BorgWarner Turbo Systems also offers a wide spectrum of VTG turbochargers that will meet all demands for use in commercial vehicle engines.
enjoy,
http://www.turbos.bwauto.com/en/products/vtg.asp
