BorgWarner turbo system (Variable Turbine Geometry

Contour Enthusiasts Group Archives

would love to get my hands on one of these

Borg warners website

The principle of variable turbine geometry thus combines the benefits of a small and large exhaust gas turbocharger all in one â�?��?? a combination ensuring both very good response and high torque at low engine speeds as well as superior output and high performance at high speeds. And the supreme level of torque is now maintained consistently throughout a much wider speed range

457 ft-lbs of torque at 1950 rpm!

Get WIIIIIIIIIDE tires...

I have a Variable Turbine Geometry turbo charge...and there is still some turbo lag there.

Hello, and welcome to 7 years ago.

The first company I contacted to get the turbo kit created for the Contour was Aerodyne. The turbo they used was a VGT as well. They ran into a few production issues with the turbine unit. In the mean time, I was introduced to StreetFlight (now ADC) and the rest is history.

Originally posted by RTStabler51:
I have a Variable Turbine Geometry turbo charge...and there is still some turbo lag there.

who is the manufacturer of your turbo?

is it on a truck you have?

Originally posted by svtProdigy:

Originally posted by RTStabler51:
I have a Variable Turbine Geometry turbo charge...and there is still some turbo lag there.

who is the manufacturer of your turbo?

is it on a truck you have?

Its on my Liberty I can't find the specific turbo manufacturer, but I want to say its Garrett for some reason.

that is a diesel motor....not gasoline. THis is relativly new on GASOLINE engines. aerodyne probly had problems with the turbocharger cause it could not handle the heat of a gasoline engine. Porche is the first production car to come out with this.

Refinement of the VTG technology for use at even higher exhaust temperatures will expand the possible range of applications to include gasoline engines.

Originally posted by svtProdigy:
that is a diesel motor....not gasoline. THis is relativly new on GASOLINE engines. aerodyne probly had problems with the turbocharger cause it could not handle the heat of a gasoline engine.

Actually, they had a problem when their original parts supplier for the turbines went out of business and the new company was having a hard time replicating the tolerances they needed.

The turbos worked just fine. They had kits for Harleys and the Zetec Focus. Neither one is diesel (in the US)

And, when is Greg going to chime in here with the VGT's that where on the older Chrysler products?

Actually, in looking at the article/pics, it appears that the actual turbine changes shape. The other VGT's have vanes that close in on the turbine. This is somewhat different and I would wonder if the complexity gives any gains.

My understanding is that on my CRD the turbine changes/moves. I'm a newb to turbo stuff...

and Prodigy, what does it matter if its on gas or diesel....a turbo is a turbo is it not?

Originally posted by RTStabler51:
My understanding is that on my CRD the turbine changes/moves. I'm a newb to turbo stuff...

and Prodigy, what does it matter if its on gas or diesel....a turbo is a turbo is it not?

This new turbo has little bitty parts that are normally very sensitive to heat. Gasoline burns hotter and produces higher EGT than diesel. It looks like Porsche and Garrett found out that T316 (or higher) can handle the heat.

Originally posted by Chickens:

Originally posted by RTStabler51:
My understanding is that on my CRD the turbine changes/moves. I'm a newb to turbo stuff...

and Prodigy, what does it matter if its on gas or diesel....a turbo is a turbo is it not?

This new turbo has little bitty parts that are normally very sensitive to heat. Gasoline burns hotter and produces higher EGT than diesel. It looks like Porsche and Garrett found out that T316 (or higher) can handle the heat.

"porsche developed its version of VTG with Borg warner turbo systems, overcoming the far higher exhaust-gas temperatures of a gasoline engine with "temperature-resistant materials derived from aerospace technology"

Road & Track

That quote sounds almost like a reference to ceramic coatings

The Focus Aerocharger Variable Vane turbo was the only thing on the market for Zetecs for a while there and the people who had it liked it.

The only problem asside from tuning that wasn't as good as it could have been, was that the vanes would eventually gunk up and would start overboosting and would ruin the turbo or blow the engine.

I've heard of a few guys who fixed the overboosting by just putting in a aftermarket external wastegate but that kind of defeats the purpose of the vanes.

The main benefit it had was it had an internal oil supply that would just need to be refilled every 3000 mi so it could be mounted below the oil level if needed.

Originally posted by svtProdigy:

Originally posted by Chickens:

Originally posted by RTStabler51:
My understanding is that on my CRD the turbine changes/moves. I'm a newb to turbo stuff...

and Prodigy, what does it matter if its on gas or diesel....a turbo is a turbo is it not?

This new turbo has little bitty parts that are normally very sensitive to heat. Gasoline burns hotter and produces higher EGT than diesel. It looks like Porsche and Garrett found out that T316 (or higher) can handle the heat.

"porsche developed its version of VTG with Borg warner turbo systems, overcoming the far higher exhaust-gas temperatures of a gasoline engine with "temperature-resistant materials derived from aerospace technology"

Road & Track

what is the EGT on gas engines typically? Mine are supposedly ~1300

On my I4, 1200-1300F at cruise speeds are normal without boost.

Underboost, 1400-1500F is safe for stock internals. Forged internals should do 1600F, but I'd like to keep them in the low 1500s.

At about 1650�?°F you start reach the melting point of Al alloys used in head mfg..

Originally posted by Chickens:
Hello, and welcome to 7 years ago.

The first company I contacted to get the turbo kit created for the Contour was Aerodyne. The turbo they used was a VGT as well. They ran into a few production issues with the turbine unit. In the mean time, I was introduced to StreetFlight (now ADC) and the rest is history.

Yeah, the VATN Aerodyne turbo. They developed it but there were problems if I recall. Porche putting it into a production car has just helped out each and every one of us because it will cause others to respond to compete, making the technology cheaper and available.

My EGT on the turbo SVT routinely reached into the 800's Celsius. That is HOT, be things were not melting.

You have to remember that is the gas temp in the center of the stream not the actual metal temp. The metal sinks heat away and so forth and as long as overheating is not present it won't have a problem with it.

Originally posted by RTStabler51:
My understanding is that on my CRD the turbine changes/moves. I'm a newb to turbo stuff...

and Prodigy, what does it matter if its on gas or diesel....a turbo is a turbo is it not?

It is, direct injection gasoline is where it is at though. Go test drive a MazdaSpeed6 (That actually has a tank full of 93 octane and not 89 or 91 [Otherwise boost gets dumped aroud 4,300 RPM]) and turbo lag will leave your turbo dictionary forever.

Originally posted by Twisted6:

Originally posted by RTStabler51:
My understanding is that on my CRD the turbine changes/moves. I'm a newb to turbo stuff...

and Prodigy, what does it matter if its on gas or diesel....a turbo is a turbo is it not?

It is, direct injection gasoline is where it is at though. Go test drive a MazdaSpeed6 (That actually has a tank full of 93 octane and not 89 or 91 [Otherwise boost gets dumped aroud 4,300 RPM]) and turbo lag will leave your turbo dictionary forever.

Boost comes on at like 2200rpm and holds tell the stock BPV starts reeaving pressure at like 6500

Originally posted by Chickens:
Hello, and welcome to 7 years ago.

Try late 80's technology-wise.

The 224HP Lotus headed 2.2L Mopar engines used a variable geometry turbo. That was 15 years ago.

Maintenance and reliability issues abound with variable vanes that spin at around 100k rpm!

{edit}

Quote:

And, when is Greg going to chime in here with the VGT's that where on the older Chrysler products?

Originally posted by Tourige:

Boost comes on at like 2200rpm and holds tell the stock BPV starts reeaving pressure at like 6500

That's sweet that they are using the BPV to relieve pressure...