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Video Supercharging

Video Supercharger
Video Summary

Video Truck Supercharging
Video 2-stage Turbocharger
Video Super-/Turbocharger
Video Parallel Supercharging

Video Roots Blower 1
Video Roots Blower 2
Video Roots blower 3

Video Turbocharger 1
Video Turbocharger 2
Video Turbocharger 3
Video Turbocharger 4
Video Turbocharger 5
Video Turbocharger Damage
Video Turbocharger Repair

Video Var Nozzle Turbine 1
Video Var Nozzle Turbine 2
Video Var Nozzle Turbine 3

Video Boost Pressure Control
Video Turbo Engine 1
Video Turbo Engine 2

Video Charge Air Cooler 1
Video Charge Air Cooler 2
Video Charge Air Cooler 3

Video Pop Off Valve
Video Compr. Supercharger
Video G-charger
Video Turbo Oldtimer
Video 2-stroke Turbocharger

Video Supercharging 1
Video Supercharging 2


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Variable Nozzle Turbine 1


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Diesel engine featuring VTG technology, and soon also the petrol engine

In the meantime, the VTG technology is already applied in petrol engines. It was left up to now to the diesel engines because their exhaust gas temperatures arelower. Now the materials of the shifting mechanism are designed partly also by liquid cooling for higher petrol-exhaust gas temperatures. With it these engines alsoreceive turbochargers which produce a lot of boost pressure from the exhaust gas already at low revs. If this technology is combined electronically with all othermeasures of the engine management and the constructive interpretation, the charge technology will not be left - like with the diesel - only to especially sportyvehicles. The engine already pulls with more power in the lower speed range if you hit the accelerator pedal as compared to an aspirating engine. The acceleratorpedal response time also improves.

Flow-technically more pressure in the lower speed range

Already the carburetor technology teaches us that a restriction raises the aerial speed. This principle is applied for the charger with variable turbine geometry.Guide vanes arranged around the turbine wheel can all be adjusted by a twistable ring at the same time and almost infinitely variable in their incline during theengine run. Thereby the exhaust gas flow onto the turbine wheel changes. The restriction of the exhaust gases brings more flow speed and with it more pressure on thesuction side in this operational area. In addition, the blades of the turbine wheel are touched further outside from the flow, raising the efficiency once more.

the present boost pressure control (Waste gate) obsolete

Up to now there was a boost pressure control. The charger was designed for a higher boost pressure than maximally needed by the engine. If the pressure became toolarge in certain working conditions, a bypass was opened and the exhaust gas flew partially round the turbine directly into the exhaust system. Now this completeequipment is obsolete and the charger becomes smaller. 05/07




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2001-2015 Copyright programs, texts, animations, pictures: H. Huppertz - E-Mail
Translator: Don Leslie - Email: lesdon@t-online.de

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