The whiteboard's back! I think arguably electric turbos are up there as the best (like what's used in F1), but it's of course a much heavier solution, adding a large electric motor and battery to the mix. As a more mechanical solution, this seems pretty ideal; what do you think?
First person I’ve ever seen who launched a 911 Turbo S and didn’t have a huge smile on their face. This guy’s a pro’s pro; an engineer through and through.
Haha, my mind is in a different place when I'm testing something versus driving it for fun. Basically: 1. Make sure VBOX is properly working. 2. Make sure app recognizes speed (vehicle movement). 3. Hit start button (for app test). 4. Go over 60 mph. 5. Make sure app recorded everything. 6. Giggling may commence henceforth.
This dad appreciates the joke. I know faster spooling and smooth power makes for a “better” driving experience. But, man, I’ve yet to drive anything as fun as my Dad’s 87 Shelby Charger. Stomp the gas and hold tight to the steering wheel. Cause when that turbo hits, the torque steer is unreal!
@@derekr3895 no it's called wrong marketing and naming as my car is about 180* different than that 80's Shelby car now my take is its a meh car ( to bad it's not AWD ect ) but so is the K-platform but it's ok if you like it just call it something different than a charger
As a teacher I want to let you know how much I appreciate you using pens with consistent discharge flow. That shows the sign of a professional educator. Eliminating frustrations in learning is what the good ones do...now what were we taking about?
Jason, loved this video. I've been watching your channel for years! I always learn neat stuff every time. Now, in a related story...Back in the early 80s, my Dad bought a 1979 Saab 99 Turbo. Awesome car! It took forever for the Turbo to spool up, but when it did, it put a smile on your face! We had tons of Saabs growing up...every era of Saab. The 79 Turbo was my favorite.
I'm building my daily now, just some immobilise issues to get past, I've got a 9000 Aero been rebuilding her for 7 years now she's finally done but won't start due to immobilise issues I'll get there tho can't wait she's gonna be my daily for ever with any luck.....👌👍
“The rotating-vane VGT was first developed under Garrett and patented in 1953. One of the first production cars to use these turbochargers was the 1988 Honda Legend; it used a water-cooled VGT installed on its 2.0-litre V6 engine.”
I had a dim recollection of "PM2000", then googled it to find it was similar to something I worked on the early 1980's (MA956). Yes, very special and unusual, made only by the company I worked for. Somewhat surprised this sort of alloy is still used, after advancements in more conventional superalloys that are easier to prepare. Yes, they are known as superalloys, a well-deserved term, though most are based on nickel. The only way to get a fine enough dispersion of the oxide in an oxide-dispersion strengthened alloy is to literally beat it into powdered metal in a ball mill.
you may be interested to know that after disappointing Huntington/Special Metals in the 80s/90s, the Fukashima events forced an acceleration of the ATF program and renewed interest in iron based fecral w ods stabilization. C26M and similar are public frontrunners for LWR claddings. APMT and other higher alloyed, higher strength variants were heavily considered as well.
Superalloys can be much cheaper for sure. I was thinking about 660 and 625, that are already in automotive industry and usually tested for creep resistance. or maybe alloy 80A could be the best for high temp. Don't know much about critical use of these in turbos tbh.
@@elxuzzzz alloy 625 and 660 are much more traditionally forged alloys than Powder Metallurgy (PM) or Mechanically Alloyed (MA) materials. Both PM2000 and MA956 show phenomenal extreme temp properties (better than all non-ods alloys above around 1000C), but are less relatively advantageous in the 600-900C range compared to Ni-based non-ODS super alloys like 625, 230, 282, etc. All depends on the specific environments of exposure. Additionally the addition of Aluminum in 956/2000/APMT dramatically improves their extreme temp carburization performance compared to other ferrous alloys and even compared to many Ni-based chromia formers (like 625 for example)
I believe turbocharger wheels have been made of the real manly sort of superalloys for many years, by which I mean gamma/gamma-prime alloys. a highly alloyed nickel base, with additions of Al, Ti and Ta to form the *magical* gamma-prime precipitates. Jet engines use highly developed compositions (my field, at GE Aircraft Engines) prepared by directional solidification to produce single crystals. Turbo wheels would be conventionally investment cast. They are much stronger than the alloys we've been talking about here at all but the most extreme temperatures, but low-temperature strength is needed also for wheels, at their bores. I suspect the PM2000 is used only for other components, those that can be made from sheet or plate; they cannot be cast. Of course, there is/was turbochargers with ceramic wheels, and even some with another alloy I worked on, gamma titanium aluminide (mostly banned in Formula 1 for cost reasons). Beware: materials application engineering is a surprisingly complex field - so many materials, so many requirements, so many potential manufacturing issues, so many opportunities for something to go wrong.
@@curtaustin8119 so many manufacturing issues ✅ (😂) with (high) demanding properties, sometimes apparently impossible to reach, due to plant limits most of the time. stainless steel company here
I've heard of variable geometry turbos but didn't know exactly how they worked. It amazes me these units can reliably stand the heat and rpms they will routinely live in.
As I work for Borg Warner's competition, it's always a pleasure to see their product in such a detail! ;-) Regarding the start of VGT/VNT application - as stated below 1989 is the year in deed. You've mentioned it's not used even nowadays a lot but on a contrary - new VW 1.5 TSI engines use and upcoming generation will also use it all around the world (count for millions of cars ;-) ) otherwise never heard of PM2000 - TC developers usually use sth like 1.4848 for turbine housings and inconnel for parts of variable system (VGT)
Looking on the terminology you have used (VNT), you work for Garrett, am I right😉? The gasoline VTG/VNT is also on 1.0 TSi (also EA211 evo family, just like 1.5 TSi ), that is global gasoline engine, and it is on the market since late 2020 if I recall it corectly (again 1.0 is a BorgWarner product) but looking what is on the market, for majority of OEMs, currently if we have gasoline TCs, those are still with wastegate.
If I am not wrong there's already 90 kW 1.5l VNT out there but huge volume is just about come (Unfortunately I can't say more). And you're right 1.0 l is managed by BWTS. The other OEMs were kind of hesitant but trying to keep up with VW on variable geometry system these days
Great video, only one issue, the first mass produced gasoline vehicle to use the technology was the 1988 Honda Legend. THEY following year Chrysler did so with the Shelby csx-vnt. Garrett (Air Research) patented the technology in the late 50's. It's had limited success in the gasoline market until Porsche employed the technology, that much is certainly true.
@@mediocreman2 or Borg Warner. Things get spicy between them and Garrett sometimes. Porsche is certainly the most successful at employing the technology in gasoline engines, without a doubt.
The highlight of my driving career was successfully 4 wheel drifting my 79 930 through a 90 degree sharp left hander ala Hans Stuck. No lifting (death) proper counter-steer and then a quick correct. YES!
I had one in a E46 BMW 320D and it was a game changer! Best Diesel of it time, period. Unfortunately, VTG turbos are subject to carbon build up and need to be disassembled and cleaned at high mileage.
Loved your reaction tu acceleration it was 100% legit no fake laughts nor big eyes just looked in to the cam like daaayum this is fast!!! , btw turbos don't have lag as long as you shift right
Oh my ... that rings a bell ... when I wrote my Diploma-Thesis, I did a lot of simulation to improve response of a miller-cycle gasoline engine. Having a variable valvetrain (I used the lift arrays of BMW's Valvetronic) is a key element here, but only so long as the steady-state operation at full load is not at the limit in regard to CA50... Having this at like 40 deg ATDC in steady state ... means you won't. Having it there in the transient operation helps - you can use a longer and higher lift, basically just swinging over a bit, and still avoid knock. Miller cycle works best, of course, with max. boost pressure and shortest intake duration. Adjusting the cams to more overlap helps also, but don't be fooled - miller-engines have poor transient performance still, compared to a similar one. A VGT, of course, helps here, too - and in some cases, the lower backpressure at max power makes up for the rich mixture used in order to avoid overfrying the turbine. Man, I loved that ... setting up cam timing and valvetronic overswing, ignition angles, and the operation of VGT versus time, and handing it back to a PID-control at the right time ... makes the response a whole lot better - but still, we have less exhaust mass flow, less exhaust temperature and need more boost pressure, equalling a higher speed of the turbocharger's rotary parts, means that you can't help but, unless your boost system is a bit more complex, a miller engine will have poor response. Porsche enabled something here that bears a value many seem not to see ... introducing this to gasoline engines a decade before it entered real mass production (think EA 211 of Volkswagen), ... anyway, a hybrid drivetrain comes to mind, where the lag may be covered electrically, and also, the turbocharger(s) may use electric power to spin up faster, ... ... great memories... And now, I do industrial equipment for something totally else. Also interesting, but not of any mattering here.... Great video, as kinda always!
sweet dump of knowledge. I wish I had more people that lived in my neighborhood like you that I can grill/chill by a fire and learn from in casual conversation.
Love your vids and don't mean to sound contrarian at all... @ :30 I believe MOPAR actually introduced Variable Nozzle Turbos (variable geometry) in 1989 on the limited production (500 units) Shelby CSX with the Turbo IV engine. This turbo setup then became the standard unit on the 1990 Dodge Daytona Shelby and an option on the Dodge Shadow and Chrysler Lebaron. IIRC the variable geometry was vaccum operated based on manifold absolute pressure, helped the engine develop max torque at around 2K rpm and eliminated the need for a wastegate. Keep the great automotive content coming, my man - much appreciated.
For the US market, the '89 Shelby CSX-VNT was the first variable nozzle turbo, that's literally part of it's name. The Turbo-IV made full boost (15 psi) at 2,100rpm and produced 205tq and 175hp at the crank. The engines dyno around 140whp and 175wtq. Upgrading the engine with this turbo was problematic because it was advanced for the time (aka failure prone) but also because the car used the VNT as the wastegate. Installing a larger exhaust meant the turbo was easy to over boost. Regarding the failures, the earliest turbos tended to bind up and freeze the vanes in place due to rust and carbon build up. An update was released by the engineers to move the vanes back and forth upon start up to prevent build-up. That seemed to cure the failures. Sources: Allpar and various Chrysler Engineers from articles on the aforementioned site.
Man I miss my turbo Shadow 2 door. Looks like a sleeper but would pull on a lot of stuff rolling around haha. I beleive some piston engine aircraft that were equipped with turbos in the 40s and 50s used VNT / VGT as well. Nothing under the sun is new.
I finditinteresting that the rotating-vane VGT was first developed under Garrett was patented in 1953. One of the first production cars to use these turbochargers was the 1988 Honda Legend; it used a water-cooled VGT installed on its 2.0-litre V6 engine.
I am fortunate enough to own a 992 Turbo S, they are a true font of clever engineering, brilliant cars to use as a daily, very much under the radar. Thanks for the video, interesting watch.
I like very much the non linear response of a turbo, in fact I always look forward to the transition or "kick" it gives. No I don't race professionally so i don't care if it's "slower" on the track compared to a vehicle with less lag.
Actually the first production cat to use a VNT was the Dodge SHADOW C/S (Carrol Shelby) That had a VNT turbo, and a couple of other Production Dodge and Chrysler vehicles. So I am surprised they made this claim. Eitherway, another great detailed Video!☝️👍
Dodge & Chrysler had a variable nozzle turbo charger in 1989-90. On the Shelby CSX (Dodge Shadow) and Chrysler Lebaron GTC models. Unfortunately the turbos began failing and they stopped selling it. Apparently only 1200 were sold.
The honda legend 2.0 v6 turbo (jdm) used vgt turbos back in the late 80's. It was rudimentary, using 5 vanes. They called it the wing turbo Edit: just googled it to be sure, there is an image available for anyone who needs proof
Woahhh!! This comment made my day, thanks for sharing! I'd never heard of this, apparently wasn't made for US Market. Wild how basically all the literature I read on the subject stated Porsche was first. 🤔 Anyways, here's more info on it for those interested! dwolsten.tripod.com/articles/jan89a.html
@@EngineeringExplained wouldn't be the first time a German manufacturer said it was first lol Audi did the same with A8 in 93. They said it was the first all aluminium monocoque. Not only was the nsx the first, but Honda assembled them in Germany bare shells i believe, to get around EU import laws 😅 think Merc did the same with satnav. Mazda were first with the Cosmo but Merc claimed it. I suppose with jdm only models it is fair to say they aren't a global vehicle but first is first
There are much more expensive cars with less advanced turbos; at just over $200K, this is a lot of [really fast] car for the money. As others have said, Shelby stuffed VGT turbos on Chrysler cars in the late 80's, but obviously those aren't standard production cars. Still, very cool. Chrysler was actually a big innovator and propent of turbo's in the late 80's. Stage III and IV turbos were pretty impressive on the lightweight little K cars. It's too bad they let it go, finally get back to turbocharging gas engines with the modern GME-4 and GME-6 engines. VERY much looking forward to seeing how the GME-T6 pans out in the Ram and other mid and large FCA (oops, *Stellantis*) vehicles. Loving seeing the ultra-vulnerable Inline-6 design brought back and invested so heavily in!! Great video -- thanks Jason!
Electric turbo chargers are also cool. They work before the exhaust makes full boost and becomes an electric generator after that. It's a super, turbo and electric charger.
I use to not like Porsches. However I've come to appreciate the beauty in the engineering that the company puts into their sports cars. They are not only works of art to look at but they are also engineering in art form. They have managed to combine functionality and form in such an elegant and beautiful way. Hope the own one someday.
Im glad u made an updated video about variable geometry turbos i read an article about them awhile back that got me interested which immediately made me search ur channel and i watched the older video but as always great info thanks 👍
I'm suprised you have not see the Twinscroll turbocharger with a quick spool valve. Does EXACTLY the same thing and costs a fraction of the turbo. Also any aftermarket turbo setup can use it 😉.
I keep thinking about how easily accessible that catalytic converter is... Jason, could you do a video on the exhaust gas composition of the hybrids like the early Priuses and why that dictates more precious metals? The cats have to be bigger; also, the metal composition of diesel catalytic converters? I think it would be an interesting topic to cover. There are not a lot of videos on the details of the fluid dynamics of catalytic converters and the physical chemistry happening with exhaust gases, and how that correlates with different engine types and uses (gasoline all the time, hybrid, diesel, etc.). Most videos are, if anything, opposite, straight pipe... I think the engineering behind regulating those emissions gasses is quite interesting and overlooked no matter what one's perspective is on regulations.
The Prius cats, and other ultra low emission vehicles, have extra big cats just because they’re chasing that ultra low emissions rather than being just good enough for regulations. The diesels have an oxidation catalyst that doesn’t have any really expensive or special stuff in them. It’s basically just a ceramic core designed to get hot and burn the fuel when running a regen cycle. Newer diesels also have a selective catalyst that is what uses the exhaust fluid to reduce NOx emissions. That one also doesn’t have the precious metals like a gas catalytic converter.
@@NBSV1 Innocrect. The early Prius on and off would not get the catalytic converter hot enough which is essential for its operation. Because the engine goes in and out. They got better by the 3rd gen Priuses. Also incorrect for diesel. Right now palladium is twice as much as platinum. Diesel catalysts have more platinum and gasoline cats have palladium. Rhodium is also used to reduce NOx emissions. My VW TDI post dieselgate has all three elements. At the peak of prices approx last year my emissions system was worth $1200 at the scrappers... Either way, it would be nice to see it on the whiteboard. It affects performance greatly and a tremendous amount of R&D is involved.
@@djolecar88 So, you ask a question just to prove that you already know the answer? If the diesel takes DEF then it has all 3. Otherwise it only has the oxidation catalyst and the particulate filter. The oxidation catalyst doesn't do what the catalytic converter does on a car. It's just there to get the exhaust hot enough for the regen on the DPF. Some of the systems that use an injector and spark plugs actually don't have the catalyst at all since it works without it. Your exhaust was worth that much more because the could sell it complete than because of stuff in it. When we replace them at work they often don't even have a core charge and nobody wants them. Considering the size of them on medium/heavy trucks that'd be a lot of stuff if it had any in it.
Great explanation of the technology Jason! The simple fact of why variable-geometry turbos aren't used more often is absolutely the complexity, cost and durability. When an engine uses a turbo, you are trading off displacement for efficiency. However that carries a cost - longevity. Turbos are basically an expendable items, like an air or oil filter. It will eventually 'burn out' in a gasoline engine. So most manufacturer's are OK with providing a less complex and costly solution than what Porsche is offering. A Buick Encore or Honda Civic doesn't need to be sportscar responsive in bumper-to-bumper rush-hour traffic. As great as turbocharged cars can be, I would still rather have a simpler, responsive Normally-Aspirated engine in a lighter car, much like a Porsche 911 GT3 RS. In the long run it's a better arrangement.
Your summary is hilarious, but spot-on: "if you're going to spend over $200,000 and drive something that doesn't look faster than everything around it, but is..." - at this price point, a 911 without a giant wing is kind of a sleeper 😆
I'm a little confused by this. I mean the car isn't a Ferrari Enzo or anything, but do people really look at Porsches nowadays and think, "That car is probably slow as hell"?
I’ve never ever been able to follow your videos in their entirety on first viewing because i kept focusing on the contents of the whiteboard when you were talking. Today, after more than a year away, i lost that habit and instead just listened to you without even bothering to enlarge the screen to watch the video. Voila! I understood everything you presented! Your whiteboard, such distraction! 😂 Great explanation of Porsche’s variable turbo charge, BTW!
Seeing how much fun can be had designing, driving and talking about all this tech makes me think there will always be a market for high performance gas engines. People still ride and race horses even if they are slower than cars. I hope government doesn't unilaterally tax gas engines to force the switch but lets the market figure out which is best for most use cases. I don't ever want to own a gas engine again but I understand there will be many cases where gas will just be more fun. 😜
EVs are a lot of fun to explore, new tech and stuff. But I really like those special engines, the sound, the emotion, I think nothing can beat a V12. Porsche's engineering is just something else. "The last car built on earth will surely be a sports car." I think Ferdinand Porsche was totally right with that, and it will also apply to ICE cars :)
I am so impressed and proud of I Love Engineering! As an engineer myself, I understand the dedication and motivation required to pursue a career in engineering. The resources I Love Engineering provides are helping engineer hopefuls and current professionals learn the skills they need to stay ahead. I have been particularly impressed with their courses and events as they are a great way to gain knowledge and stay connected with other passionate engineers. I commend I Love Engineering for their commitment to inspiring engineers and paving the way for a bright future in the field. Kudos!
I very much enjoyed my VW TDI with VTG turbo. I did not think about the soot of the diesel helping it out. But yes, after 260k miles, the vanes started to lock up. So in went a new turbo. She’s still running well at 325k with a new owner who is new 16 year old driver!
@@jimelewa7861 I know for sure the 2001-2003 VW's with the TDI (diesel) engine had it. The ALH engines during those years used the Garrett VNT-15 turbo with variable vanes. (I had a 2001 Jetta TDI with the ALH engine and 5-speed manual. So much fun.)
I’m a big fan of Porsche the company. I started attending races in the 1960s as a very young boy and couldn’t miss those plucky little cars that didn’t break and finished first for not so obvious reasons. I have owned two rather humble Porsches - 1983 944 from new and a fantastic 1993 968 and can say the engineering expertise can be felt, each car being so much faster than ‘the numbers’ and with bulletproof reliability. There is a technical superiority the driver can actually feel in the seat and the steering wheel. I hope I am always lucky enough to enjoy this bit of self-indulgence.
Actually chrysler used a variable turbo back in 1990 I believe with the dodge daytona Shelby vnt intercooled turbo. Called it variable nozzle turbo but it was adjusting the exhaust flow across the impeller as your describing. Love your videos great information
@@jaimeb3587 In Japan only, Honda installed a turbocharger with variable geometry in the Legend with the smaller 2.0 L V6, called the "Wing Turbo" for model year 1989. The 1989 Shelby CSX actually arrived on market first.
At one point you talk about on cold start the wastegate(s) being open. This being VTG, well there are no wastegates correct? I have yet to service a 992 Turbo S(probably won't for years to come because 986/996/987/997 are still the bread and butter water cooled Porches we service at my shop), but all of the VTG turbos I have seen don't have wastegates, just the vanes. Just curious if this 992 generation is different? From what I saw in your video they don't have wastegates though. Thanks! Really enjoy your content btw.
4:26 - 1980s actually, 1986 iirc. The MOPAR Turbo III in the Dodge Spirit/Plymouth Acclaim, again iirc. Been a long time since I accessed those memories
Porsche used compound turbos in the early 1990s to deal with turbo lag. Diesels started using VGT it in the late 90s, and compounding on top of VGT to reduce turbo lag even further in the 2000s.
big shoutout to ferritic FeCrAl ODS alloys. The metallurgy of PM2000, MA956, APMT and similar is highly interesting, and their slightly lower strength decendents like C26M and others are prime candidates for ATF (accident tolerant fuel) claddings in LWR reactors.
I think I first read about variable geometry turbos (VATN - variable area turbine nozzle) in Corky Bell's book "Maximum Boost" over 20 years ago. But I never fully appreciated the complexities involved in actually trying to implement them in a production car. I will say, silly as it may sound, that I don't necessarily consider turbo lag to be a bad thing. Part of me actually enjoys the unique "bursty" power delivery/response of 90's turbocharged cars. Probably a nostalgia thing!
A few years ago I was lucky to drive a 991GT2. The power these Porsche turbo engines deliver is mind blowing. How did you manage to keep a straight face? I was giggling like a mental.
Thanks for explaining the difference to the ones used in Diesel engines. I have been familar with them being used for a long time now, and was surprised when Porsche came up witht heir use for the Turbo and everyone was so surprised that this exists. I always thought, yes, of course it exists, i already had that in a diesel car i owned some time ago... But never found any explanation why nobody put them into a gasoline engined car.
Turbo "lag" is just foreplay, at least to me. I get why it´s not ideal for pinpoint accuracy on track, but the anticipation and payoff you get when it finally hits is just great
The whiteboard's back! I think arguably electric turbos are up there as the best (like what's used in F1), but it's of course a much heavier solution, adding a large electric motor and battery to the mix. As a more mechanical solution, this seems pretty ideal; what do you think?
Google Honda legend wing turbo Jason. Honda did it in the late 80's with the jdm 2.0 V6 tuebo legend
Are OEM's using carbon fiber turbines on the intake side? If not, what innovations are they doing to keep the rotational weight (polar inertia) down?
BTW, awesome take-down, as usual! 👌😃👍
Super chargers are less efficient and use engine power to run. Counter intuitive.
@@trance9158 less lag... He's talking about fun 😉
First person I’ve ever seen who launched a 911 Turbo S and didn’t have a huge smile on their face. This guy’s a pro’s pro; an engineer through and through.
Haha, my mind is in a different place when I'm testing something versus driving it for fun. Basically:
1. Make sure VBOX is properly working.
2. Make sure app recognizes speed (vehicle movement).
3. Hit start button (for app test).
4. Go over 60 mph.
5. Make sure app recorded everything.
6. Giggling may commence henceforth.
@@EngineeringExplained Being a Tesla owner doesn't hurt either.
@@apricity69 hurts your wallet
@@apricity69 its faster than his tesla
@@pxcs7559 Yeah, that gas powered Porsche is so much cheaper. Sure buddy.
Everytime I see the whiteboard, I get a dopamine kick
It's like a reward lol
Bahaha, the boys need a hit of white…..board
When knowledge is your drug 😂
Truee lol
Me too; especially when its about the design and how stuff mechanically moves or flows or just mind-blowing facts.
The best explanation of turbo charging I think that I've ever heard. This turbo redesign is truly special.
they also become endless money pits as they age...
@@fidelcatsro6948 Like my first wife.
@@dhess34 🙀?
@@fidelcatsro6948 she’s an endless money pit?
Variable-vane turbos are basically the best of both worlds IMO. Far quicker spool-up at low speeds but also the ability to handle high flow rates.
The white board returns!
How I missed you old friend!
This dad appreciates the joke.
I know faster spooling and smooth power makes for a “better” driving experience. But, man, I’ve yet to drive anything as fun as my Dad’s 87 Shelby Charger. Stomp the gas and hold tight to the steering wheel. Cause when that turbo hits, the torque steer is unreal!
Is the car front wheel drive?
Torque steer can only happen on FWD 🤔
@@odin5188 yes and as someone with a real v8 hemi OG charger i don't like menching that abomination of a K-car
@@richardprice5978 Imagine crying and gatekeeping cars. LOL.
@@derekr3895 no it's called wrong marketing and naming as my car is about 180* different than that 80's Shelby car
now my take is its a meh car ( to bad it's not AWD ect ) but so is the K-platform but it's ok if you like it just call it something different than a charger
Cars change and evolve over time. You created some weird argument in your head for the sake of . . .something. Weird dude.
As a teacher I want to let you know how much I appreciate you using pens with consistent discharge flow. That shows the sign of a professional educator. Eliminating frustrations in learning is what the good ones do...now what were we taking about?
I didn't even know that was a thing.
@@timetraveler_0 me neither. Guess our teachers suck :/
@@YounesLayachi you don't use dried out pens. That's all it means.
And stating temperatures in °C instead of °F.
Jason, loved this video. I've been watching your channel for years! I always learn neat stuff every time. Now, in a related story...Back in the early 80s, my Dad bought a 1979 Saab 99 Turbo. Awesome car! It took forever for the Turbo to spool up, but when it did, it put a smile on your face! We had tons of Saabs growing up...every era of Saab. The 79 Turbo was my favorite.
Loved my Saab turbos as well. Ahead of their time.
I'm building my daily now, just some immobilise issues to get past, I've got a 9000 Aero been rebuilding her for 7 years now she's finally done but won't start due to immobilise issues I'll get there tho can't wait she's gonna be my daily for ever with any luck.....👌👍
Jason, congratulations on everything you've accomplished. You're an inspiration.
Some models of turbo fwd dodges in the late 80s/90 had a variable turbo
“The rotating-vane VGT was first developed under Garrett and patented in 1953. One of the first production cars to use these turbochargers was the 1988 Honda Legend; it used a water-cooled VGT installed on its 2.0-litre V6 engine.”
I had a dim recollection of "PM2000", then googled it to find it was similar to something I worked on the early 1980's (MA956). Yes, very special and unusual, made only by the company I worked for. Somewhat surprised this sort of alloy is still used, after advancements in more conventional superalloys that are easier to prepare. Yes, they are known as superalloys, a well-deserved term, though most are based on nickel. The only way to get a fine enough dispersion of the oxide in an oxide-dispersion strengthened alloy is to literally beat it into powdered metal in a ball mill.
you may be interested to know that after disappointing Huntington/Special Metals in the 80s/90s, the Fukashima events forced an acceleration of the ATF program and renewed interest in iron based fecral w ods stabilization. C26M and similar are public frontrunners for LWR claddings. APMT and other higher alloyed, higher strength variants were heavily considered as well.
Superalloys can be much cheaper for sure. I was thinking about 660 and 625, that are already in automotive industry and usually tested for creep resistance. or maybe alloy 80A could be the best for high temp. Don't know much about critical use of these in turbos tbh.
@@elxuzzzz alloy 625 and 660 are much more traditionally forged alloys than Powder Metallurgy (PM) or Mechanically Alloyed (MA) materials. Both PM2000 and MA956 show phenomenal extreme temp properties (better than all non-ods alloys above around 1000C), but are less relatively advantageous in the 600-900C range compared to Ni-based non-ODS super alloys like 625, 230, 282, etc. All depends on the specific environments of exposure. Additionally the addition of Aluminum in 956/2000/APMT dramatically improves their extreme temp carburization performance compared to other ferrous alloys and even compared to many Ni-based chromia formers (like 625 for example)
I believe turbocharger wheels have been made of the real manly sort of superalloys for many years, by which I mean gamma/gamma-prime alloys. a highly alloyed nickel base, with additions of Al, Ti and Ta to form the *magical* gamma-prime precipitates. Jet engines use highly developed compositions (my field, at GE Aircraft Engines) prepared by directional solidification to produce single crystals. Turbo wheels would be conventionally investment cast. They are much stronger than the alloys we've been talking about here at all but the most extreme temperatures, but low-temperature strength is needed also for wheels, at their bores. I suspect the PM2000 is used only for other components, those that can be made from sheet or plate; they cannot be cast.
Of course, there is/was turbochargers with ceramic wheels, and even some with another alloy I worked on, gamma titanium aluminide (mostly banned in Formula 1 for cost reasons).
Beware: materials application engineering is a surprisingly complex field - so many materials, so many requirements, so many potential manufacturing issues, so many opportunities for something to go wrong.
@@curtaustin8119 so many manufacturing issues ✅ (😂)
with (high) demanding properties, sometimes apparently impossible to reach, due to plant limits most of the time.
stainless steel company here
I've heard of variable geometry turbos but didn't know exactly how they worked. It amazes me these units can reliably stand the heat and rpms they will routinely live in.
Chrysler had their VNT, Variable Nozzle Turbos from Garrett in their Dodge Shelby CSX Shadows back in 1989.
Also first production US car with fiberglass wheels... Carroll Shelby was crazy like that :)
@@omniphil1 Those fiber ride wheels were neat!
As I work for Borg Warner's competition, it's always a pleasure to see their product in such a detail! ;-) Regarding the start of VGT/VNT application - as stated below 1989 is the year in deed. You've mentioned it's not used even nowadays a lot but on a contrary - new VW 1.5 TSI engines use and upcoming generation will also use it all around the world (count for millions of cars ;-) ) otherwise never heard of PM2000 - TC developers usually use sth like 1.4848 for turbine housings and inconnel for parts of variable system (VGT)
I remember a limited run of vnt turbos on the Chryslers 2.2
Looking on the terminology you have used (VNT), you work for Garrett, am I right😉? The gasoline VTG/VNT is also on 1.0 TSi (also EA211 evo family, just like 1.5 TSi ), that is global gasoline engine, and it is on the market since late 2020 if I recall it corectly (again 1.0 is a BorgWarner product) but looking what is on the market, for majority of OEMs, currently if we have gasoline TCs, those are still with wastegate.
If I am not wrong there's already 90 kW 1.5l VNT out there but huge volume is just about come (Unfortunately I can't say more). And you're right 1.0 l is managed by BWTS. The other OEMs were kind of hesitant but trying to keep up with VW on variable geometry system these days
What do the 1.5TSI engines put out in kW? The 1.4 twincharged engines from Mk6 Golfs surprised me by delivering up to 125kW
@@dielaughing73 110 kW in standard set-up.
Jason - I am an engineer at heart; thank you for correctly pointing out it is indeed 3.7L as compared to the previous gen 3.8L!
I didn't knew this 👀👀👀
Great video, only one issue, the first mass produced gasoline vehicle to use the technology was the 1988 Honda Legend. THEY following year Chrysler did so with the Shelby csx-vnt. Garrett (Air Research) patented the technology in the late 50's. It's had limited success in the gasoline market until Porsche employed the technology, that much is certainly true.
@@mediocreman2 or Borg Warner. Things get spicy between them and Garrett sometimes. Porsche is certainly the most successful at employing the technology in gasoline engines, without a doubt.
The highlight of my driving career was successfully 4 wheel drifting my 79 930 through a 90 degree sharp left hander ala Hans Stuck. No lifting (death) proper counter-steer and then a quick correct. YES!
0:36 I thought the Dodge Shadow was the first production car with a variable geometry turbo. 1989 Dodge Shelby CSX VNT
Please never stop making videos...
Great stuff
I had one in a E46 BMW 320D and it was a game changer! Best Diesel of it time, period. Unfortunately, VTG turbos are subject to carbon build up and need to be disassembled and cleaned at high mileage.
Honda utilise VGT in 1988!! It was used on the Honda Legend “Wing Turbo” and the engine was the C20AT.
That "turbos suck" joke got me good and I'm not a father either. Well done. 😂
7:13 It is called a 3.8L because that is how motor sport works, there is no rounding down ie up to 3700cc it is a 3.7L and from 3701cc it is a 3.8L.
Variable geometry turbos: 1988 Honda Legend (Japan), 1989 Shelby CSX-VNT, 1992 Peugeot 405 T16, Porsche’s own 2007 911 Turbo, 2015 Koenigsegg One:1.
Loved your reaction tu acceleration it was 100% legit no fake laughts nor big eyes just looked in to the cam like daaayum this is fast!!! , btw turbos don't have lag as long as you shift right
Oh my ... that rings a bell ... when I wrote my Diploma-Thesis, I did a lot of simulation to improve response of a miller-cycle gasoline engine. Having a variable valvetrain (I used the lift arrays of BMW's Valvetronic) is a key element here, but only so long as the steady-state operation at full load is not at the limit in regard to CA50... Having this at like 40 deg ATDC in steady state ... means you won't. Having it there in the transient operation helps - you can use a longer and higher lift, basically just swinging over a bit, and still avoid knock. Miller cycle works best, of course, with max. boost pressure and shortest intake duration. Adjusting the cams to more overlap helps also, but don't be fooled - miller-engines have poor transient performance still, compared to a similar one.
A VGT, of course, helps here, too - and in some cases, the lower backpressure at max power makes up for the rich mixture used in order to avoid overfrying the turbine. Man, I loved that ... setting up cam timing and valvetronic overswing, ignition angles, and the operation of VGT versus time, and handing it back to a PID-control at the right time ... makes the response a whole lot better - but still, we have less exhaust mass flow, less exhaust temperature and need more boost pressure, equalling a higher speed of the turbocharger's rotary parts, means that you can't help but, unless your boost system is a bit more complex, a miller engine will have poor response.
Porsche enabled something here that bears a value many seem not to see ... introducing this to gasoline engines a decade before it entered real mass production (think EA 211 of Volkswagen), ... anyway, a hybrid drivetrain comes to mind, where the lag may be covered electrically, and also, the turbocharger(s) may use electric power to spin up faster, ...
... great memories... And now, I do industrial equipment for something totally else. Also interesting, but not of any mattering here....
Great video, as kinda always!
@@bluejar5614 Sure!
sweet dump of knowledge. I wish I had more people that lived in my neighborhood like you that I can grill/chill by a fire and learn from in casual conversation.
Love your vids and don't mean to sound contrarian at all... @ :30 I believe MOPAR actually introduced Variable Nozzle Turbos (variable geometry) in 1989 on the limited production (500 units) Shelby CSX with the Turbo IV engine. This turbo setup then became the standard unit on the 1990 Dodge Daytona Shelby and an option on the Dodge Shadow and Chrysler Lebaron. IIRC the variable geometry was vaccum operated based on manifold absolute pressure, helped the engine develop max torque at around 2K rpm and eliminated the need for a wastegate. Keep the great automotive content coming, my man - much appreciated.
I like these types of videos best
When it comes to engine size and power you ALWAYS round up 👌 YES
First Use is much earlier than you realize. 1989 CSX (Dodge Shadow Based) used the Garret VNT25 and subesequently in the 1990 Dodge Daytona.
FWIW: with a mild tune we were making full boost (14psi) at 1200 rpm. it was a fairly small Garret T2 based turbo and really fell off about 4500RPM.
Brilliant stuff. The profile of that car is perfection.
For the US market, the '89 Shelby CSX-VNT was the first variable nozzle turbo, that's literally part of it's name.
The Turbo-IV made full boost (15 psi) at 2,100rpm and produced 205tq and 175hp at the crank. The engines dyno around 140whp and 175wtq. Upgrading the engine with this turbo was problematic because it was advanced for the time (aka failure prone) but also because the car used the VNT as the wastegate. Installing a larger exhaust meant the turbo was easy to over boost.
Regarding the failures, the earliest turbos tended to bind up and freeze the vanes in place due to rust and carbon build up. An update was released by the engineers to move the vanes back and forth upon start up to prevent build-up. That seemed to cure the failures.
Sources: Allpar and various Chrysler Engineers from articles on the aforementioned site.
You beat me to it. Chrysler used a number of VNT units over the years.
This.
Man I miss my turbo Shadow 2 door. Looks like a sleeper but would pull on a lot of stuff rolling around haha. I beleive some piston engine aircraft that were equipped with turbos in the 40s and 50s used VNT / VGT as well. Nothing under the sun is new.
Yep, also wanted to say the same thing.
I finditinteresting that the rotating-vane VGT was first developed under Garrett was patented in 1953.
One of the first production cars to use these turbochargers was the 1988 Honda Legend; it used a water-cooled VGT installed on its 2.0-litre V6 engine.
I'm glad I found your channel. Technical as it is yet easy to dig in to. Thanks!!
the 1989 shelby CSX also came with variable geometry turbos! super cool tech back then
I am fortunate enough to own a 992 Turbo S, they are a true font of clever engineering, brilliant cars to use as a daily, very much under the radar. Thanks for the video, interesting watch.
I like very much the non linear response of a turbo, in fact I always look forward to the transition or "kick" it gives. No I don't race professionally so i don't care if it's "slower" on the track compared to a vehicle with less lag.
Just cleaned the carb buildup on the veins of my VNT-15 turbo in my TDI.
I remember reading about those adjustable vanes eons ago and I've been wondering ever since if they were still a thing. Thanks for an excellent video.
diesels use em in most of the trucks for the last 15 years
Thanks!
Thank you!
Great video. Love everything about Porsche. Greatest cars of all time.
Nope
@@whitewolf6623 nobody is talking to you. Only real knowledgeable people need to reply.
@@trance9158 Yep and thats why I replied cause you needed some knowledge.
@@whitewolf6623 here let me fix your problem......
Actually the first production cat to use a VNT was the Dodge SHADOW C/S (Carrol Shelby)
That had a VNT turbo, and a couple of other Production Dodge and Chrysler vehicles.
So I am surprised they made this claim.
Eitherway, another great detailed Video!☝️👍
By the way, Porsche says "Oh it's only 640 hp" But on an engine dyno, these engines put out around 700 HP.
Wait, seriously?
@@Moakmeister Yeah they always downplay the engine power , like BMW
Oy! You’re that guy that did that Ferrari F1 lap on the Nordshliefe in GT5. How have you been? I didn’t know you watched this channel!
@@bhuuthesecond Hehe yep! Hi. I'm well, thank you. That was some 11 years ago lol.
@@Hostilenemy epic
Youve been a father to many young aspiring automotive engineers mygood sir. I thank you for that and your whiteboard.
Dodge & Chrysler had a variable nozzle turbo charger in 1989-90. On the Shelby CSX (Dodge Shadow) and Chrysler Lebaron GTC models. Unfortunately the turbos began failing and they stopped selling it. Apparently only 1200 were sold.
Weren't those mitsubishi motors or something?
@@joshuagibson2520 nope, they were on the Chrysler developed 2.2.
I'm sure there is a distinct difference between variable nozzle and variable vane.
@@aguilpa1 nope. google it.
I love learning with notes on a white board. Reminds me so much of my engineering school days
The honda legend 2.0 v6 turbo (jdm) used vgt turbos back in the late 80's. It was rudimentary, using 5 vanes. They called it the wing turbo
Edit: just googled it to be sure, there is an image available for anyone who needs proof
Woahhh!! This comment made my day, thanks for sharing! I'd never heard of this, apparently wasn't made for US Market. Wild how basically all the literature I read on the subject stated Porsche was first. 🤔 Anyways, here's more info on it for those interested! dwolsten.tripod.com/articles/jan89a.html
@@EngineeringExplained wouldn't be the first time a German manufacturer said it was first lol Audi did the same with A8 in 93. They said it was the first all aluminium monocoque. Not only was the nsx the first, but Honda assembled them in Germany bare shells i believe, to get around EU import laws 😅 think Merc did the same with satnav. Mazda were first with the Cosmo but Merc claimed it. I suppose with jdm only models it is fair to say they aren't a global vehicle but first is first
@@EngineeringExplained thanks for the link 🙏
Leave it to Honda.... Of course they did it. 😆
Thanks for sharing, very interesting! Also not surprising Honda did it first, aha.
There are much more expensive cars with less advanced turbos; at just over $200K, this is a lot of [really fast] car for the money.
As others have said, Shelby stuffed VGT turbos on Chrysler cars in the late 80's, but obviously those aren't standard production cars. Still, very cool. Chrysler was actually a big innovator and propent of turbo's in the late 80's. Stage III and IV turbos were pretty impressive on the lightweight little K cars. It's too bad they let it go, finally get back to turbocharging gas engines with the modern GME-4 and GME-6 engines. VERY much looking forward to seeing how the GME-T6 pans out in the Ram and other mid and large FCA (oops, *Stellantis*) vehicles. Loving seeing the ultra-vulnerable Inline-6 design brought back and invested so heavily in!!
Great video -- thanks Jason!
Electric turbo chargers are also cool. They work before the exhaust makes full boost and becomes an electric generator after that. It's a super, turbo and electric charger.
Heavy
I use to not like Porsches. However I've come to appreciate the beauty in the engineering that the company puts into their sports cars. They are not only works of art to look at but they are also engineering in art form. They have managed to combine functionality and form in such an elegant and beautiful way. Hope the own one someday.
I just love the "chooo" sound variable geometry turbos make when you let off the throttle lol
Im glad u made an updated video about variable geometry turbos i read an article about them awhile back that got me interested which immediately made me search ur channel and i watched the older video but as always great info thanks 👍
My dads 2005 Citröen C5 has this. It's amazing how rev-happy and powerful it is for an old 2l diesel that can get over 40mpg(5-6l per 100km)
It has a bog-standard cheapo turbo on a clattery old tractor unit, you mean.
I love your videos and you’re always very spot on, but this variable geometric Turbo was actually first used in 1988 on a Honda legend
I think the 1988 Dodge Shadow turbo had variable vane. VNT
I'm suprised you have not see the Twinscroll turbocharger with a quick spool valve. Does EXACTLY the same thing and costs a fraction of the turbo. Also any aftermarket turbo setup can use it 😉.
911 Turbo S is a Engineering Marvel.
I feel like most Porsche are
@@phumipatsudmai9273 100% but Turbo is truly a marvel
I know a Benz CDI that uses variable vane turbo technology and it is still working great today.
I keep thinking about how easily accessible that catalytic converter is... Jason, could you do a video on the exhaust gas composition of the hybrids like the early Priuses and why that dictates more precious metals? The cats have to be bigger; also, the metal composition of diesel catalytic converters? I think it would be an interesting topic to cover. There are not a lot of videos on the details of the fluid dynamics of catalytic converters and the physical chemistry happening with exhaust gases, and how that correlates with different engine types and uses (gasoline all the time, hybrid, diesel, etc.). Most videos are, if anything, opposite, straight pipe... I think the engineering behind regulating those emissions gasses is quite interesting and overlooked no matter what one's perspective is on regulations.
The Prius cats, and other ultra low emission vehicles, have extra big cats just because they’re chasing that ultra low emissions rather than being just good enough for regulations.
The diesels have an oxidation catalyst that doesn’t have any really expensive or special stuff in them. It’s basically just a ceramic core designed to get hot and burn the fuel when running a regen cycle.
Newer diesels also have a selective catalyst that is what uses the exhaust fluid to reduce NOx emissions. That one also doesn’t have the precious metals like a gas catalytic converter.
@@NBSV1 Innocrect. The early Prius on and off would not get the catalytic converter hot enough which is essential for its operation. Because the engine goes in and out. They got better by the 3rd gen Priuses. Also incorrect for diesel.
Right now palladium is twice as much as platinum. Diesel catalysts have more platinum and gasoline cats have palladium. Rhodium is also used to reduce NOx emissions. My VW TDI post dieselgate has all three elements. At the peak of prices approx last year my emissions system was worth $1200 at the scrappers...
Either way, it would be nice to see it on the whiteboard. It affects performance greatly and a tremendous amount of R&D is involved.
@@djolecar88 So, you ask a question just to prove that you already know the answer?
If the diesel takes DEF then it has all 3. Otherwise it only has the oxidation catalyst and the particulate filter. The oxidation catalyst doesn't do what the catalytic converter does on a car. It's just there to get the exhaust hot enough for the regen on the DPF. Some of the systems that use an injector and spark plugs actually don't have the catalyst at all since it works without it.
Your exhaust was worth that much more because the could sell it complete than because of stuff in it. When we replace them at work they often don't even have a core charge and nobody wants them. Considering the size of them on medium/heavy trucks that'd be a lot of stuff if it had any in it.
I’m so glad you exist. Thank you.
Great explanation of the technology Jason! The simple fact of why variable-geometry turbos aren't used more often is absolutely the complexity, cost and durability.
When an engine uses a turbo, you are trading off displacement for efficiency. However that carries a cost - longevity. Turbos are basically an expendable items, like an air or oil filter. It will eventually 'burn out' in a gasoline engine. So most manufacturer's are OK with providing a less complex and costly solution than what Porsche is offering. A Buick Encore or Honda Civic doesn't need to be sportscar responsive in bumper-to-bumper rush-hour traffic.
As great as turbocharged cars can be, I would still rather have a simpler, responsive Normally-Aspirated engine in a lighter car, much like a Porsche 911 GT3 RS. In the long run it's a better arrangement.
I love turbos, they’re magic;) unexpected kick in the butt and big torque!
Your summary is hilarious, but spot-on: "if you're going to spend over $200,000 and drive something that doesn't look faster than everything around it, but is..." - at this price point, a 911 without a giant wing is kind of a sleeper 😆
I'm a little confused by this. I mean the car isn't a Ferrari Enzo or anything, but do people really look at Porsches nowadays and think, "That car is probably slow as hell"?
I’ve never ever been able to follow your videos in their entirety on first viewing because i kept focusing on the contents of the whiteboard when you were talking. Today, after more than a year away, i lost that habit and instead just listened to you without even bothering to enlarge the screen to watch the video. Voila! I understood everything you presented!
Your whiteboard, such distraction! 😂
Great explanation of Porsche’s variable turbo charge, BTW!
Tesla plaid: "No internal combustion car can keep up with me. I am the future of speed."
911 Turbo S: "Hold my doppelkupplungsgetriebe."
Race for pink slips... 500 miles, starting in the Keys in October?
I love my old Garrett GT2871R BB on a stock SR20DET running 93 pump gas. It spools so fast and responsive.
56 millimeter. 14PSI stock.
I think some of the smartest/best turbos are the newer AMG ones, the ones developed for F1 that tricked down to the AMG E53. Engine M256
Thanks Jason, you have convinced me to buy a Porsche 911 Turbo
Seeing how much fun can be had designing, driving and talking about all this tech makes me think there will always be a market for high performance gas engines.
People still ride and race horses even if they are slower than cars.
I hope government doesn't unilaterally tax gas engines to force the switch but lets the market figure out which is best for most use cases.
I don't ever want to own a gas engine again but I understand there will be many cases where gas will just be more fun. 😜
EVs are a lot of fun to explore, new tech and stuff. But I really like those special engines, the sound, the emotion, I think nothing can beat a V12. Porsche's engineering is just something else.
"The last car built on earth will surely be a sports car." I think Ferdinand Porsche was totally right with that, and it will also apply to ICE cars :)
I am so impressed and proud of I Love Engineering! As an engineer myself, I understand the dedication and motivation required to pursue a career in engineering. The resources I Love Engineering provides are helping engineer hopefuls and current professionals learn the skills they need to stay ahead. I have been particularly impressed with their courses and events as they are a great way to gain knowledge and stay connected with other passionate engineers. I commend I Love Engineering for their commitment to inspiring engineers and paving the way for a bright future in the field. Kudos!
I believe the first gas powered production car to use VGT was the 1989 Dodge Shelby CSX-VNT.
Came here to say this
I very much enjoyed my VW TDI with VTG turbo. I did not think about the soot of the diesel helping it out. But yes, after 260k miles, the vanes started to lock up. So in went a new turbo.
She’s still running well at 325k with a new owner who is new 16 year old driver!
What vw has that tech?
@@jimelewa7861 I know for sure the 2001-2003 VW's with the TDI (diesel) engine had it. The ALH engines during those years used the Garrett VNT-15 turbo with variable vanes.
(I had a 2001 Jetta TDI with the ALH engine and 5-speed manual. So much fun.)
I’m probably wrong, but didn’t Dodge have a variable vain turbo in the late 80s?
You're correct
@@trev0rbr I thought so.
@@stevend3753 ehh... doesn't fit the narrative.... welcome to marketing.
Yep.
I’m a big fan of Porsche the company. I started attending races in the 1960s as a very young boy and couldn’t miss those plucky little cars that didn’t break and finished first for not so obvious reasons. I have owned two rather humble Porsches - 1983 944 from new and a fantastic 1993 968 and can say the engineering expertise can be felt, each car being so much faster than ‘the numbers’ and with bulletproof reliability. There is a technical superiority the driver can actually feel in the seat and the steering wheel. I hope I am always lucky enough to enjoy this bit of self-indulgence.
That pm2000 has yttrium and yttrium oxide in it, it's $3400/lb
That's what *real* gear heads eat for breakfast.
Nice to see someone finally has a left and right turbo housing
I'm sad that tech like this wont ever reach sportscars costing around $30-40k due to the big push in making EVs replace ICEs.
by the time it could get down there those cars would cost $70k anyways. I mean Miata's are now $30k.
Actually chrysler used a variable turbo back in 1990 I believe with the dodge daytona Shelby vnt intercooled turbo. Called it variable nozzle turbo but it was adjusting the exhaust flow across the impeller as your describing. Love your videos great information
First Auto with this style of turbocharger was the 1989 Shelby CSX called VNT
Nope, the 1988 Acura Legend
@@jaimeb3587 In Japan only, Honda installed a turbocharger with variable geometry in the Legend with the smaller 2.0 L V6, called the "Wing Turbo" for model year 1989. The 1989 Shelby CSX actually arrived on market first.
One of the first production cars to use these turbochargers was the 1988 Honda Legend and 1989 Shelby CSX-VNT
At one point you talk about on cold start the wastegate(s) being open. This being VTG, well there are no wastegates correct?
I have yet to service a 992 Turbo S(probably won't for years to come because 986/996/987/997 are still the bread and butter water cooled Porches we service at my shop), but all of the VTG turbos I have seen don't have wastegates, just the vanes.
Just curious if this 992 generation is different? From what I saw in your video they don't have wastegates though.
Thanks!
Really enjoy your content btw.
4:26 - 1980s actually, 1986 iirc. The MOPAR Turbo III in the Dodge Spirit/Plymouth Acclaim, again iirc. Been a long time since I accessed those memories
chapter markets for each number in the whiteboard would be awesome next time! Great video
Thank you for the beautiful presentation!
I really enjoyed this little simplified lecture on the Turbo S!
00:26 those wheels though. so good.
Porsche used compound turbos in the early 1990s to deal with turbo lag. Diesels started using VGT it in the late 90s, and compounding on top of VGT to reduce turbo lag even further in the 2000s.
big shoutout to ferritic FeCrAl ODS alloys. The metallurgy of PM2000, MA956, APMT and similar is highly interesting, and their slightly lower strength decendents like C26M and others are prime candidates for ATF (accident tolerant fuel) claddings in LWR reactors.
Beautiful!!! Just brilliant.... could eat up on this channel all day 😋 😄😄 great content as always 👌 thanx!!!
As usual another great video on how stuff works.
I think I first read about variable geometry turbos (VATN - variable area turbine nozzle) in Corky Bell's book "Maximum Boost" over 20 years ago. But I never fully appreciated the complexities involved in actually trying to implement them in a production car.
I will say, silly as it may sound, that I don't necessarily consider turbo lag to be a bad thing. Part of me actually enjoys the unique "bursty" power delivery/response of 90's turbocharged cars. Probably a nostalgia thing!
A few years ago I was lucky to drive a 991GT2. The power these Porsche turbo engines deliver is mind blowing. How did you manage to keep a straight face? I was giggling like a mental.
Beautifully explained.
Thanks for explaining the difference to the ones used in Diesel engines. I have been familar with them being used for a long time now, and was surprised when Porsche came up witht heir use for the Turbo and everyone was so surprised that this exists. I always thought, yes, of course it exists, i already had that in a diesel car i owned some time ago...
But never found any explanation why nobody put them into a gasoline engined car.
Would be cool if you could make a video about the Taycan Turbo S Turbocharging technology. Can't quit wrap my head around it.
Thank you for the detail explanation, very interesting technology from Porsche.
First gasoline car with vgt in 2006, my 2001 1.9TDI Golf laughs in Diesel :D
Thank you EE, and Porsche!
Love the video, love the car. VGTs aren’t new, but they are very cool. Thanks.
Turbo "lag" is just foreplay, at least to me. I get why it´s not ideal for pinpoint accuracy on track, but the anticipation and payoff you get when it finally hits is just great
amazing technology on the turbo