Variable Turbine Geometry
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Rest In Peace, old friend, your work is finished.....
If you want ON or OFF the DIESEL ”KnOcK” LIST just FReepmail me.....
This is a fairly HIGH VOLUME ping list on some days.....
Posted on 04/16/2010 10:02:32 AM PDT by Red Badger
BorgWarner's New Variable Turbine Geometry (VTG) Turbochargers Boost Performance and Lower Emissions for New Diesel Engines
AUBURN HILLS, Mich., April 15 -- BorgWarner will supply its new generation of variable turbine geometry (VTG) turbochargers for the newly developed 2.0-liter four-cylinder diesel engine featured in the Hyundai ix35 and Kia Sportage. BorgWarner's fourth-generation VTG turbocharger helps the new engine achieve impressive fuel economy, reduced emissions and improved performance. Series production of the Hyundai ix35 for the domestic market began in Korea in late 2009, and the fuel-efficient diesel engine will be offered in Europe beginning in March. The all-new Kia Sportage premiered at the 2010 Geneva Motor Show and will be available across Europe later this year.
"BorgWarner's latest advancements in turbocharging technology for modern diesel engines achieve optimum power output with the greatest fuel economy," said Roger Wood, President and General Manager, BorgWarner Turbo Systems. "We are pleased to provide localized production and engineering in Korea to support our successful, long-standing partnership with Hyundai Motor Corporation."
To improve thermodynamics, response and controllability, BorgWarner engineers replaced straight turbine vanes with a patented S-shaped vane design. In addition to significantly improving engine response, the new turbocharger increases efficiency at low engine speeds, which increases combustion efficiency and lowers emissions. The two-wheel-drive 2.0-liter turbo diesel Hyundai ix35 achieves 136 hp and generates its maximum torque of 320 Nm at 1,800 rpm, while consuming only 5.8 liters of diesel fuel per 100 km (41 mpg). The all-wheel-drive model requires only 6 liters of diesel fuel per 100 km (39 mpg). The 2.0-liter diesel engine in the all-new Kia Sportage generates a maximum of 304 Nm of torque at 1,800 rpm.
BorgWarner Turbo Systems is a leading global producer of turbochargers, exhaust gas recirculation valves and other engine air management systems for passenger cars, light trucks and commercial vehicles. These systems are designed to improve fuel economy, reduce emissions and enhance vehicle performance.
Auburn Hills, Michigan-based BorgWarner Inc. is a product leader in highly engineered components and systems for vehicle powertrain applications worldwide. The FORTUNE 500 company operates manufacturing and technical facilities in 61 locations in 19 countries. Customers include VW/Audi, Ford, Toyota, Renault/Nissan, General Motors, Hyundai/Kia, Daimler, Chrysler, Fiat, BMW, Honda, John Deere, PSA, and MAN. The Internet address for BorgWarner is: http://www.borgwarner.com/.
Variable Turbine Geometry
Rest In Peace, old friend, your work is finished.....
If you want ON or OFF the DIESEL ”KnOcK” LIST just FReepmail me.....
This is a fairly HIGH VOLUME ping list on some days.....
Not for North America Knock!..................
Ok, what is up with that? All of these fantastic diesels and few for sale here. This just tells me the automotive regulators are NOT interested in the environment or fuel efficiency, but have a different motive. I have been wanting a diesel for a year or so.
Yes, but will I be able to tow my 5th wheel with this?
Not in North Amerika..........
You are correct. The enviro-driven EPA has basically made automotive diesel engines the next target of their crusade..........
This technology can be applied to larger engines, I’m sure...........and I hope.............
But, not in Amerika!!
These days, no diesel should not be turbocharged. Turbochargers are such a no-brainer for diesels, with all the benefits they create, and the energy that otherwise would be wasted through the exhaust.
Yes, I wish more of these small diesels would make their way to our shores. Unfortunately, I wouldn’t be surprised if the opposition to them comes primarily from the manufacturers who lobby congress. These things have the potential to flop pretty hard, and no manufacturer wants to take that kind of hit, particularly if it were mandated, which is what congress would likely do if it were given the option.
My 2005 VW Jetta S/W TDI’s get 50 mpg and roar up the mountains of Montana.
There are lots of Turbo Diesel Pickups, especially out West.
This is a new type turbo developed by the Borg.....................
To improve thermodynamics, response and controllability, BorgWarner engineers replaced straight turbine vanes with a patented S-shaped vane design.
The only thing that makes sense to me when talking about variable turbine geometry is variable pitch for the turbine blade such as you have with an airplane propeller.
This would I think introduce reliability issues with the turbocharger. Typically the turbine is a single high quality casting if you introduce more parts to a component that can be spinning in the thousands of rpms it you can expect a higher incidence of failure.
And those are just commuter vehicles... ;-)
In this very small town of of ours, a boy's mother was frightened by a Mercedes 190 Diesel in 1951. As a result of this horrid in utero event, he turned into a racist, homophobe, Tea Bagger, who even has been known to vote ....gasp ...Republican and publicly, publicly I tell you, denies Global Warming.
I hope the present administration, under the awesome technician and o-so-scientifically-minded POTUS Obama, continues to keep these foully smoking powerplants from our shores. Anti-dieselism is part of our culture! Here's proof.
"Mama hated diesels so bad,
Musta had somthin to do with Dad"
by Commander Cody and the Lost Planet Airmen.
If you buy 2.
My VW’s have some type of variable vane turbos to improve response. This would appear to be, at best, a minor improvement on turbo efficiency. The mpg of these vehicles is not all that impressive, though they should give me an evaluation vehicle for a year or so so I could check them out.
BMW N47 twin-turbo diesel comes close, though (204 hp, 295 lb-ft).
FROM THE BORG Website:
Variable turbine geometry (VTG)
One goal of a regulated turbine is to expand the usable flow rate range in practical applications while maintaining a high level of efficiency. To accomplish this, the turbine output is regulated by changing the inflow angle and inflow speed at the turbine wheel inlet. In the case of the VTG turbocharger from BorgWarner Turbo Systems this is achieved using guide vanes located in front of the turbine wheel.
When the guide vanes are in the closed position, the high circumferential components of the flow velocity and a steep enthalpy gradient lead to a high turbine output and therefore to a high charging pressure. When the guide vanes are in the fully open position, the turbine reaches its maximum flow rate and the velocity vector of the flow has a large centripetal component. The advantage of this type of output control over bypass control is that the entire exhaust mass flow is always directed through the turbine and can be converted to output. The guide vanes adjustments can be controlled by a series of different pneumatic or electrical regulators.
BorgWarner Turbo Systems currently offers various sizes of turbochargers with variable turbine geometries for diesel engines in automobiles and light commercial vehicles. The sizes range from 1.2 liters to 3.2 liters of displacement per turbocharger. This corresponds to an engine output range of 50 kW to 180 kW per turbocharger.
The demands placed on turbochargers with variable turbine geometries have steadily increased in the past several years. Just a while ago a per liter output of 35 kW was sufficient, but now the current state of the art demands 50-58 kW/l. A per liter output of up to 65 kW can be reached with improved turbocharger technology.
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.
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