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.
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.
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!
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.
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 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.
Dude, big fan of your channel...just wanted you to know your UA-cam 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 ✋
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.
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 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.
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 👐👍👏👏👌😀
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.
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
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)
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.
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'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.
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.
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!
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
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..
Would love to know more about how the increased vane height affects boost and drive pressure and the ratio. I am wanting to understand more about the difference between a stage I and stage II charger. I am under the impression that the stage II has a greater HP potential, due to the taller vane height, but curious as to the down side also, if there is one. Thanks!!
For a good portion of the video this just didn't make sense to me and I thought it was wrong. My error was that I assumed the "wheel of vanes" rotated and I thought that they should rotate faster when the vanes opened more, as they'd be catching more air. I think it was the circle drawn around the spindle caught me out. Obviously I eventually realised that it was just the spindle at the centre that was rotating, and then it made a lot more sense.
Hey I liked that you had videos on the VTEC engines and so on, not to get you too distracted with what you wanna do but have you thought of devoting an entire category of videos to explaining how different engines work? Say Boxer engines for Sebaru and Scion or Honda's famous VTEC engine, or the MultAir engines of the Dart and the VVT engine? (I have the 2.0 VVT Dodge Dart) but just so that if someone wanted to learn more about their cars engine. And I know the SRT4 fans will get a load out of it. But videos that explain what makes an SRT4 engine more capable than some. Just some food for thought. By the way, I don't know if you already have one but I wanna see a video explaining STS turbochargers!
You mentioned that petrol engines run hotter so the vanes are effected more and that' makes sense. But I was thinking this would be beneficial in a performance applications but the higher boost pressure surely would effect the vanes and the actuator would need to be more performance oriented ? Or is this not the case ?
I don’t think you have that right. It would be impossible for veins to be on the turbine wheel & be controlled. It would have to be located in the housing to restrict flow on low revs, spooling the turbo faster & opening to deliver full power as revs rise.
Don't forget the downsides! Higher complexity, added fragility, etc. (though, to be honest, that could be said of _any_ forced induction system...) I've been checking all the turbo videos, really excited for variable twin scroll turbo technology!
Great...but can u please upload a video on Volumetric efficiency and it's impact on torque and also about valve overlapping and it's impact on low to high rpm
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
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
I have a question which turbo would you find more affective the Variable Geometry Turbo or VW's recent turbo chargers that reduce the turbo lag with the electronic wastage actuator and water cooling intercooler ?
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?
Quick question. Wouldn't it make more sense to have a valve of sorts in the turbo which at low rpms keeps a low A/R ratio, but as the rpms increase, the valve opens thus allowing a greater A/R ratio for the exhaust to flow more freely? Is this already invented? If not, what is the reasoning for not going this route?
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.
I am taking some OEM courses and needed some education. These videos helped me get my mechanic's license several years ago. Literally the best.
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 was an amazing video man, absolutely loved it! Learned a lot :)
Thanks!
was
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.
Well done young man for helping me in plain english understand this concept.
For those wondering vgt are used for instance in VW TDI's since VW mk4 to date.
What's also great about this system is that it splits the turbo, making it more shielded from heat.
Technically speaking it is not referred to as turbo lag but the boost threshold.
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 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?
They work really well! we took one from a 2012 dodge ram and installed on a 1992 12v dodge ram
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
Dude, big fan of your channel...just wanted you to know your UA-cam 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
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.
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 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.
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 👐👍👏👏👌😀
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.
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.
so in other words make a 4 banger on high boost act like a v8. sounds pretty damn good to me
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!
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
excellent.thankyou
Great diagrams and explinations! 👏 Getting my head about my VGT turbo on my VW Polo 1.4TDI Bluemotion.
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
Always love your videos they work and explain things well. Another great job here.
Love how you explain everything so well. Nice vedios
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!
Excellent description!
Hands down great explanation!! Thanks!!
first video I watched definitely subscribing
You are amazing in explaining ...and you do it in a ease...
VGT is love, VGT is life
those vanes open to prevent overboosting at high rpm and not because you want more air as you said.
Great video; super explanation on characteristics of VGT’s!
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.
You are a really good explainer, thank you
Thank you jason, you are my favorite teacher.
Excellent video!
Please make a video talking about new turbo technology.
awesome video with amazing explanations!
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 am an finance grad and i got this perfectly well! Good stuff
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
good job, young engineer
Video idea: 5 stroke engine concept. You just make everything easier to understand, which is why I follow!
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.
Thank you. Brilliantly explained.
Impressive presentation as usual. Thank you.
Great explanation. Thanks for sharing
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!
Very concise and simply explained. Thank you very much!
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
very well explained man. Keep up the good work.
nice explanation, Can you make an lecture about "Turbocharger testing methods" like gas stand test
Do twin scroll next!
Just for you! haha so rare the requests and videos actually line up..
Could we have a video on a vnt and how they deal with over boost using the egr valve
very clear explaination
Your videos are awesome, thanks!
Thanks. I have a much better understanding now
One of the only youtubers I don't mind having his back to me XD
i love you man, i always do thanks for your help
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..
Love the diagrams!
Would love to know more about how the increased vane height affects boost and drive pressure and the ratio. I am wanting to understand more about the difference between a stage I and stage II charger. I am under the impression that the stage II has a greater HP potential, due to the taller vane height, but curious as to the down side also, if there is one. Thanks!!
For a good portion of the video this just didn't make sense to me and I thought it was wrong. My error was that I assumed the "wheel of vanes" rotated and I thought that they should rotate faster when the vanes opened more, as they'd be catching more air. I think it was the circle drawn around the spindle caught me out.
Obviously I eventually realised that it was just the spindle at the centre that was rotating, and then it made a lot more sense.
Wow, that's really neat
Great video!
very well explained !
do the bearings, connecting link , and pivot point have lifetime ? i mean do we have to replace them over time ?
Nice vid as usual. Have u done a vid on wheel spacers?
Thanks, nope.
Great explanation! I'd suggest you reviewing centrifugal clutches (like the ones in pocket bikes and such), since theres not really a good one on YT,
Did a project on those in college, they're pretty cool devices.
This is engineering gold
Hey I liked that you had videos on the VTEC engines and so on, not to get you too distracted with what you wanna do but have you thought of devoting an entire category of videos to explaining how different engines work? Say Boxer engines for Sebaru and Scion or Honda's famous VTEC engine, or the MultAir engines of the Dart and the VVT engine? (I have the 2.0 VVT Dodge Dart) but just so that if someone wanted to learn more about their cars engine. And I know the SRT4 fans will get a load out of it. But videos that explain what makes an SRT4 engine more capable than some. Just some food for thought. By the way, I don't know if you already have one but I wanna see a video explaining STS turbochargers!
Actually a pretty good idea, thanks for the suggestion.
Two of these in a built up 3.2 SHO made by yamaha would be pretty sick.
dude youre awesome, it makes perfect sense
You mentioned that petrol engines run hotter so the vanes are effected more and that' makes sense. But I was thinking this would be beneficial in a performance applications but the higher boost pressure surely would effect the vanes and the actuator would need to be more performance oriented ? Or is this not the case ?
thanks a lot for the detailed explaination! :D
great explanations..! keep up the good work :)
I loved it man ! thanks a lot got my advanced IC engines paper tomo
Apparently these are gonna somehow be used with mazdas new Skyactiv X HCCI engines to modulate the cylinder pressures for compression ignition
I don’t think you have that right. It would be impossible for veins to be on the turbine wheel & be controlled. It would have to be located in the housing to restrict flow on low revs, spooling the turbo faster & opening to deliver full power as revs rise.
Don't forget the downsides! Higher complexity, added fragility, etc. (though, to be honest, that could be said of _any_ forced induction system...)
I've been checking all the turbo videos, really excited for variable twin scroll turbo technology!
Man these things sound awsome! Do they use these in F1?
Great...but can u please upload a video on Volumetric efficiency and it's impact on torque and also about valve overlapping and it's impact on low to high rpm
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
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
Great video! Maybe add a link to cut-away photo's of VGT/VNT?
I have a question which turbo would you find more affective the Variable Geometry Turbo or VW's recent turbo chargers that reduce the turbo lag with the electronic wastage actuator and water cooling intercooler ?
Thank you.
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.
explanation is good.
Excellent explanation, I have one question, this kind of turbo works at idle?
Great video thanks.
On which readings actuator works does it function on from exhaust gas speed or from exhaust gas capacity??
Quick question. Wouldn't it make more sense to have a valve of sorts in the turbo which at low rpms keeps a low A/R ratio, but as the rpms increase, the valve opens thus allowing a greater A/R ratio for the exhaust to flow more freely? Is this already invented? If not, what is the reasoning for not going this route?