Variable Turbine Geometry

i dont know if anyone has seen this on the new porsche GT2, but its an electonically controlled system that moves fins inside the turbo to pressurize the exhaust gases even more to spin the turbo faster.

heres the vid to understand it better
http://www.youtube.com/watch?v=m644rU_Anck

my question would be do you think companies will start making turbos for our cars like this? could you imagine a 42r with this technology? it would spool like crazy. i was pretty amazed by how advanced this is, i never knew they would get to the point to control the exhaust gas pressure before it even hits the turbo. i think its some awesome innovation by porsche

 

Alot of people may have forgot that Dodge was using VNT variable nozzle turbos made by Garrett in 1989 into the first couple years of the 90's. They were on the Dodge Shadow Turbo the Shelby Charger and the Dodge Spirit R/T but that was a Lotus engine using the Garrett VNT making like 230hp which was much like a VR4 of the same year but the Dodge Spirit R/T believe it or not in 91 and 92 was the worlds fastest production 4 door sedan. Do a google for Dodge VNT it works just like the system Porsche is using. I guess im showing my age? LOL But i remember all of these cars and they were pretty quick espically the R/T.

 

but the one garrett used for dodge was not electronically controlled like the porsche system is. it was driven off of vacuum.

i would love to see them make a turbo kit for our car using this technology

 

VNT turbos has been around for a while. The most common a few years back were Aerodynes. If you look at the Corky Bell book "Maximum Boost", there are two Aerodyne installs shown as examples: A single Aerodyne Mazda Miata and a dual Aerodyne Acura NSX.

My '90 Miata had an early Aerodyne installed on it by the PO; went about 4K miles before it went "bang" one day. Cost me $800 to have it re-built (this was back in '01); and there is only one place in the US (in Dallas as i recall) that can re-build an Aerodyne (can't buy parts for them like a Garrett)

The advantages of the Aerodyne are very quick spool and no oil or water plumbing (Aerodyne has its own oil system like a ProCharger). My Miata turbo is setup for 8psi (Aerodynes live well at only 8-10psi, anything higher causes them to go boom very quickly) but it hits 8psi at 2,200 RPM; lag or sluggish low end is not a problem.

All the Miata turbo guys got tired of a turbo that wouldn't boost to least 1 BAR and had poor reliability as well. Then the Garret ball bearing turbos were introduced and people could get almost the same spool-up and 6-8lbs more boost with great reliability for about the same price.

I don't beat on mine but I know it's going to go one of these days and when it does I'm going with a ball-bearing Garrett and cranking the boost up!

Does anyone know what the boost limit is of the new Porshe electronically controlled unit?? If it is on a production Porshe, I would guess they have eliminated the reliability problems of the old mechanically controlled Aerodyne.

Mitch

 

yes it is a production porsche...
not sure of the boost limit though

i know this idea has been around....
what im talking about is this is the first car that controls it electronically
and it also is lubricated by the engine oil, so it doesnt have its own oil system.

i read this one article where they were on the autobahn and put it in 6th gear at 1,000rpms, smashed the gas and went to 186mph. they said there was no turbo lag at all... thats pretty impressive