Always listen to anyone that has hands that grubby. Would love to actually see a full turbo system breakdown, going from where the bov goes in the system, pipe sizes intercoolers and manifolds. I was hoping this was it, still great Yoda sage wisdom.
Been literally waiting forever on this episode! Turbo talk with the Turbo Yoda, you can just tell Al could easily make this into a 90min episode and not a single one of us would find it boring
that... is a bloody good title for a turbo install video.. I'm going to use that if I ever get the funds to buy a bigger turbo ahaha "A Choo-Choo How-To"
Spot on. Nice to see someone on TH-cam telling the truth from experience, rather than the bullshit 99% of TH-cam and everywhere else say. Especially about the importance of the turbine side, and the facts that BB cores aren't magic spool devices and a wheel made of billet isn't magic power devices.
Excellent episode! For someone who has never owned a turbo car and never really given turbo charging much thought, that is the best 24 minute introduction I could ask for. Lemon squashes all round!
Thank you Turbo Yoda! Very well done. You have given me a much better understanding of the science and mechanics of turbos. Best turbo explanation on the Interballs BY FAR!!!
Dude this was so good, I've seen so many videos on 'Turbos Explained' but none of them went into this much detail, and this filled in so many gaps that most people never explain on other videos. So much of it makes total sense, you shouldn't be giving this knowledge away for free!
... i Never thought someone would talk 30minutes about turbos and get me listening straight through the complete video.... „Ba-Ba-Ba-Booooost“ - Freiburger 2015.
Please understand Al, your detailed explanations are SO brilliant, gladly received and enjoyed. It is easy to simply rate a video clip by the numbers of views and ratio of approval clicks, but this does not truly reflect the value or appreciation that is gained from those of us that follow the MCM main channel but so often wish that the real mechanics (meaning engineering rather than people) of systems such as the turbo were expanded upon. An example is the variable turbo - I've read up on this subject before from Volvo - but your simple comment about why it's not used so much in petrol engines cuts through to the meat of the issue. Just the simple things about demonstrating how the valve moves to control boost is gold in helping to communicate what is happening as the engine runs. You must have felt that 25 minutes on this is a long time but honestly a few hours just on the housings and port design would fly-by. Can I ask that you do a similar exploration on exhaust pipework both from cylinder to turbo and on the tale-pipe please. Back in my early days of playing with cars 20 years ago I learned about patching exhausts to cure power loss it was educational then - even though I used an old pineapple can and jubilee clips to effect my repair. Cameraman: Hold the close-ups and insert stills to support Al's explanations, using some sectional cut-outs and milled exposed components would be super juicy too!
I know you said don't ask you but... I was given a td025 and all the research I've done tells me it's made by Mitsubishi for 1.5l engines. I am curious as to whether it would work on a 4g15 (no that's not a typo). Any light you could shed on this would be greatly appreciated. Cheers & keep up the great content
These are the most useful videos to our collective. Educating people that talk out their @$$ is the greatest service any of us can do!! Thank you Turbo Yoda and the MCM crew
I love it when al pauses cause he wants to explain something but has to search for the words to put it as simple as possible, otherwise it becomes a tangent.
The reasons they went to variable geometry turbos on the trucks is... One- they wanted to get more boost at a lower rpm for more torque. Two- they wanted to rev higher so they need a bigger turbo but they lose drivability down low so they need a way to change the AR of the housing. Three- due to the decline of driving experience coming from new drivers and others just being complacent, people are not used to boost coming on at a certain point, so when the engine finally gets boost ad gains power they don't know how to control it.
also diesel exhaust is just way cooler, so it was possible to put mechanical parts into the turbine housing. IIRC variable geometry turbo existed since WWII, used on aircraft back then
And talking about the vnt turbos,dont they work the opposite of what alan said? When you want pressure at low rpm, you close the vanes to have a small opening, low volume but high pressure? Instead of opening them where you will have massive lag?
Now that i think about it, my van when goes into limp mode, it just opens fully the vanes, and makes no boost at all, so yeah, its just the opposite as alan said
A variable vane turbo would be damn handy on our PA2 Challenger diesel, its got fuck all until 1600-1700 rpm and then its pretty much instant full boost. Especially not helpful when towing, although the auto sorta makes up for that
That was a great video, i cant believe i self taught myself a lot of that 20+ years ago It is information i no longer really need, but i appreciate hearing it from a guru Takes me back. Thank you for making it
Good video. I have a 6.7L Cummins diesel in my truck with a Veritable Geometry Turbo and the variable fins allow me to use engine breaking for when i'm towing down long hills. This is very beneficial for my break temps when towing big loads.
hey al, id just like to explain the point of vnt on a diesel engine. yes part of it is emissions, but some of it is also boost vs demand capability. this is how my tdi operates, the more throttle, the more boost demand, shuts vnt down and compensates with fuel as boost comes up. big trucks work the same way. so instead of fueling to get more boost, your boosting and compensating with fuel through electronic controls. not only does it make them more responsive, but also helps emissions, as air/fuel ratios are much more stable then trying to get spool from pushing more fuel. it does also have to do with egr functions too. also cat used twin scrolls for a LONG time, they may not be the originators, but they are the oldest engines ive seen with them, like 70's or earlier. wonderful video!
Love these kinds of videos, this kind of knowledge is almost impossible for me to learn from a book so some visual representation really helps, thank you!
Thanks for the info, I learned more than I thought I would. I could listen and talk about this stuff for hours. This also made me worry I didn't choose my turbo correctly, but I guess I'll find out when the damn thing is finally on
@@ReubenHorner think back to physics superchargers are belt driven so use crankshaft energy which means not all the energy created by the pistons is sent to the wheels (tho I'm sure the energy drain is negligible given superchargers create energy) and turbochargers are driven by the exhaust so waste energy a byproduct ya normally get no joy from. Sentence makes complete sence but I think I would still prefer to supercharge my v8 doesnt mean I'm against turbos each to their own.
@@professionalrookie8771 Sorry I put the "?" There cause I thought it was widely known. Someone didn't finally say it if everyone says it... Eh you get me
@@ReubenHorner hahahahaha yea I get ya. To be honest it's not something I've realy ever taken in to consideration as I said in the last comment the drain would be negligible. But still food for thaught I guess.
Love the episode guys keep at it. As I always say one of the best car shows on TH-cam. And I don't have to ask what turbo to use on my build because I'm building a 1uz you did that already.
I love the way Al explains the different ratios in housings... and how efficiency is directly related...As someone that's been involved with Turbo cars and tuning for over 20 years... And Aircraft for 25 years plus.....Alan is telling the truth..!!!!. simple explanations on what.. means what and dispels the BS when it comes to turbo size... especially nowadays with the technology being as good as it is... Would love to spend a month in Al's workshop being an apprentice again!!!
Great info. I have never seen a veined turbo setup on a non industrial turbine before so it's great to learn something new!!! I wish y'all could have had more time to cover modifications to turbochargers like clipping the turbine blades or porting the housings and talk about the effect it has on the torque curve and flow characteristics
It's all well and good sticking a turbo on a standard engine but I've never seen any talk about compression ratios. Surly this should be looked at whenever turboing or supercharging an engine that's not designed to have one on? Any thoughts on this?
Excellent video! Been waiting for a video like this for a LONG time on the Interbutts. I knew MCM would be the first to release a more in-depth video re: turbos. :) Thanks so much!
This was a good video, I feel like it touched the topic enough to answer the standard questions but it definitely left me with more questions than I started with and I've had similar stuff before. For instance in the initial build of 2Sexy, Marty said "Yoda said this intercooler is too big for the application so we're going for this one instead." My thoughts that came from that were, why? What factors make this too big? What range of intercoolers would work best? Why did they choose the one they did go for? Etc. If this video is used as an information base point for people to get a generic understanding of turbos and then in build videos you explain, briefly or otherwise, why you've chosen the setup that is in it, it will bring that educational side to bear and really allow you guys to demonstrate the knowledge that you have whilst maintaining that entertainment style you have.
yeh, not looking for massive power out of this one, looking for about 300-350 max until I'm actually making something off my channel to be able to fund it
I have limited myself to an 18g on a mechanical gate, its cheaper that way and i get more drive time, boost controllers are great until they start making the wrong noises happen and all the current and future (years sometimes) funds disappear
Just to throw in on the disel variable nozzle turbo side of things . The nozzles are also used to choke the exhaust off as an exhaust brake as well as used to restrict exhaust flow to bring the back pressure higher than the boost pressure to allow the egr system to function. Great video eh!
Always enjoyed these type of videos from al. Matter of fact all their content. Anyway when can I expect to to the rest of the barra Bedford build. Dunno if I missed episodes but it seems that all wasn't released as yet
On the medium duty diesels, compound turbos replaced variable pitch turbines on International MaxxForce 7 diesels. I could notice a performance difference when the MaxxForce or Powerstroke turbo vanes seized-up, but barely. And that was in medium duty trucks and very heavy light duty trucks like F-450s. I left the heavy equipment stuff behind in 2016, and it was crazy how technology is evolving in modern diesels.
Question: Is there some way to modify the turbine housing to flow more in a situation where you already have the largest housing for that turbo and you need more exhaust flow? Case in point: I have a stock barra with a GT3076 fitted with a 1.06 housing. While I can easily reach my power goals with this turbo (300whp is as much as I can use on the speedway track) it's not ideal having it come on boost a full thousand rpm below my worst case scenario requires and I'd gladly give up boost threshold for reduced backpressure. I mean ideally I'd get a 3576 from an FG, but that's more effort and expense than I'm prepared for at the moment.
Wow, a gem; shoes off and a genuflection before entering the dojo... valued the conversation between twin scroll and entry; also could wish for that talk about how turbos are the best superchargers as the R.I.P.P. pack on a pentastar seems like a great package.
I work at a Mack truck parts department (mostly 11 and 13 litre straight 6 diesel engines) I am going to look much closer at the turbos and turbo cores now to see if they are variable type, it would explain why we sell at least 2 a week sometimes 5 a day but from memory the hot side looks like it curls around. I may but probably won't let you know.
Isn't it VGT/Variable Geometry Turbo? Anyway, turbo diesel iLoads had VGT in earlier models with the later reverting to a "standard" type. My works vans have both and I must say the predictability in power delivery is much better in the VGT, probably not worth the extra mechanical complication (especially considering the terrible reputation iLoads have with needing turbo rebuilds). Having the same boost delivery at 20kph as 110kph is a pretty sweet feeling though.
Yep, the porsches use a borg warner bv50 vnt turbo. Same turbo as landrover uses on the 2.7tdv6 in D3/4s. So in this instance al is, wrong. You can use VNTs on petrol engines, especially holsets. Problem is controlling them. There are a few stand alone controllers available, but from what i have seen, they are pretty crude.
@@MRMOPARMAN0426 he's not wrong. Gas engines do have higher egt's and that's exactly why you don't see them on gas/petrol engines as much as you do on diesel. Yes they can be made to work like Porsche has done but in most cases the negatives outweigh the benefits. Seriously they're unreliable as is so subjecting them to higher egt's will only decrease their lifespan for little if any gains.
SouthJerseySound It's not so much that the egt's are higher, the temperature varies more often as well. Lightweight twinscroll / sequential bi-turbo setups are more cost effective, more reliable and easier to tune.
South Jersey sound, they are on petrols. Porsche 911s use them. Do you even read bro? Porsche dont make special magical petrol engines with diesel EGTs. Its just no one has really needed to play with them, as they are much more expensive than basic turbos, and so far, manufacturers of petrol engines have been able to meet expectations with basic turbos. You will see them become somewhat more widespread in the next 5-10 years before electric takes over entirely. And if you have a look at holset vnts turbos, they operate completely different to bw/garrett vnts and are better again for use in petrols.
Well, thank you, now I know much more, but still have a world of questions. I have to change the core on my stock 7M-GTE's CT26, and, as I recently found out, there are several options that fit the stock housings. Good thing I have my mates from the mkIII forum to explain it to me.
thanks for this, i'm doing a compound 2.5 v6 at 7.8:1 c/r I have a 40mm primary and a 67mm secondary. planning on 2 wastegates because I don't know if they are sized correctly.
VW BEW diesel currently with a Garrett VNT17, EGR delete. Currently the sensor on the actuator is bad. I'm torn at the moment where to just replace the actuator or see what would be an interesting upgrade. Emissions here are not a concern, but also need to keep the ECU from freaking out. Suggestions?
I would owe you a cool zesty beverage if you could suggest a good turbo to use for a CG13DE Nissan Micra/March engine to achieve a strong mid range on stock internals.
Question wastgate chatter is it normal? I didn't hear it before I got a 3 inch turbo back and ecutech tune. I was told it was normal by the tuner and car has been driving great for years but it's hard to love the sound of metal and air chatter.
![THE SKID FACTORY - Turbo LS1 R32 Skyline [EP1]](/img/n.gif)
When the Yoda talks - you listen. Nuf said.
Talks he does, listen you must
When the Yoda talks
You better listen to him
When the Yoda talks
You better do what he say
didnt say what turbo i put in the sti :)!
Could listen for 50mins easy.
Always listen to anyone that has hands that grubby. Would love to actually see a full turbo system breakdown, going from where the bov goes in the system, pipe sizes intercoolers and manifolds. I was hoping this was it, still great Yoda sage wisdom.
Turbo yoda is the kind of guy that when he speaks you listen
GURU AL
Sorry TURBO Yoda...
Indeed.
Unless you heard it all before over the years already on mcm
TY is a god
When turbo yoda says it “Doesn’t work”
It does NOT WORK!
But, but, but I read on this Honda forum that if you just.......
Anders Juel Jensen but turbo yoda said No...so its No!
Been literally waiting forever on this episode! Turbo talk with the Turbo Yoda, you can just tell Al could easily make this into a 90min episode and not a single one of us would find it boring
I would love to see a “how to read a compressor map” video 👍👍👍
Automobile Addict There are a lot of things that I have googled that I would still like to hear Al's personal take on.
A junkpile of turbos is such a nice pile of junk to have
BraaapStuStuStu: a Choo-Choo How-To
that... is a bloody good title for a turbo install video.. I'm going to use that if I ever get the funds to buy a bigger turbo ahaha "A Choo-Choo How-To"
dootu i do
That fucking comment threw me back in bed and made it throw a skid.
Spot on. Nice to see someone on TH-cam telling the truth from experience, rather than the bullshit 99% of TH-cam and everywhere else say. Especially about the importance of the turbine side, and the facts that BB cores aren't magic spool devices and a wheel made of billet isn't magic power devices.
Excellent episode! For someone who has never owned a turbo car and never really given turbo charging much thought, that is the best 24 minute introduction I could ask for. Lemon squashes all round!
"Don't email us about what turbo to put in your STI," Turbo Yoda knows Subaru owners too well lol
But will it fit my Honda?
So, the real question is whether or not Cheryl is a single entry, or twin scroll?
The Cheryl I know is a 3 entry lol
You have a great day when you get to learn something. Thank you Al
I have seen many videos with turbos explained, but this one was just the best. Simple and easy to understand. Al easy could be a teacher.
Al's delivery skills are top shelf. Thanks for sharing your Turbo magic with us.
Thank you Turbo Yoda! Very well done. You have given me a much better understanding of the science and mechanics of turbos. Best turbo explanation on the Interballs BY FAR!!!
Dude this was so good, I've seen so many videos on 'Turbos Explained' but none of them went into this much detail, and this filled in so many gaps that most people never explain on other videos. So much of it makes total sense, you shouldn't be giving this knowledge away for free!
... i Never thought someone would talk 30minutes about turbos and get me listening straight through the complete video....
„Ba-Ba-Ba-Booooost“ - Freiburger 2015.
Already knew about turbskis.. but learned a little more! That valve turbo is crazy, never seen one or heard of. Thanks Al!
Please understand Al, your detailed explanations are SO brilliant, gladly received and enjoyed. It is easy to simply rate a video clip by the numbers of views and ratio of approval clicks, but this does not truly reflect the value or appreciation that is gained from those of us that follow the MCM main channel but so often wish that the real mechanics (meaning engineering rather than people) of systems such as the turbo were expanded upon. An example is the variable turbo - I've read up on this subject before from Volvo - but your simple comment about why it's not used so much in petrol engines cuts through to the meat of the issue. Just the simple things about demonstrating how the valve moves to control boost is gold in helping to communicate what is happening as the engine runs. You must have felt that 25 minutes on this is a long time but honestly a few hours just on the housings and port design would fly-by. Can I ask that you do a similar exploration on exhaust pipework both from cylinder to turbo and on the tale-pipe please. Back in my early days of playing with cars 20 years ago I learned about patching exhausts to cure power loss it was educational then - even though I used an old pineapple can and jubilee clips to effect my repair. Cameraman: Hold the close-ups and insert stills to support Al's explanations, using some sectional cut-outs and milled exposed components would be super juicy too!
Well done mate...The point of having a change in cam design lowering boost pressure was an insight for me, thanks again.
I know you said don't ask you but... I was given a td025 and all the research I've done tells me it's made by Mitsubishi for 1.5l engines. I am curious as to whether it would work on a 4g15 (no that's not a typo). Any light you could shed on this would be greatly appreciated. Cheers & keep up the great content
The presenter is great. Very relaxing to listen to and great explanations!
How sick would it be if Al started doing some teaching at the local TAFE, apprenticeship numbers would go through the roof!
These are the most useful videos to our collective. Educating people that talk out their @$$ is the greatest service any of us can do!! Thank you Turbo Yoda and the MCM crew
I love it when al pauses cause he wants to explain something but has to search for the words to put it as simple as possible, otherwise it becomes a tangent.
The reasons they went to variable geometry turbos on the trucks is...
One- they wanted to get more boost at a lower rpm for more torque.
Two- they wanted to rev higher so they need a bigger turbo but they lose drivability down low so they need a way to change the AR of the housing.
Three- due to the decline of driving experience coming from new drivers and others just being complacent, people are not used to boost coming on at a certain point, so when the engine finally gets boost ad gains power they don't know how to control it.
also diesel exhaust is just way cooler, so it was possible to put mechanical parts into the turbine housing. IIRC variable geometry turbo existed since WWII, used on aircraft back then
Diesel engines also inherently have low rpms which means low exhaust velocity. With VGT they can produce higher boost more linearly at low rpms
And talking about the vnt turbos,dont they work the opposite of what alan said? When you want pressure at low rpm, you close the vanes to have a small opening, low volume but high pressure? Instead of opening them where you will have massive lag?
Now that i think about it, my van when goes into limp mode, it just opens fully the vanes, and makes no boost at all, so yeah, its just the opposite as alan said
A variable vane turbo would be damn handy on our PA2 Challenger diesel, its got fuck all until 1600-1700 rpm and then its pretty much instant full boost. Especially not helpful when towing, although the auto sorta makes up for that
Thanks for the info. I am learning about fabrication and turbo charging. I enjoy the ‘ use what you have ‘ attitude.
I could listen to this guy all day long!
Wow - just wow Thankyou Yoda for enlightening us - so informative and well presented
That was a great video, i cant believe i self taught myself a lot of that 20+ years ago
It is information i no longer really need, but i appreciate hearing it from a guru
Takes me back. Thank you for making it
I have watch this prob a half dozen times over the years great every time.
Good video. I have a 6.7L Cummins diesel in my truck with a Veritable Geometry Turbo and the variable fins allow me to use engine breaking for when i'm towing down long hills. This is very beneficial for my break temps when towing big loads.
Finally, somebody that gets it!
Variable vane does allow engine braking which is nice.
Great video Al. I now know a lot more about turbos then I did before.
Awesome video I sat I listened and Al knows his stuff, a man much knowledge
What Al doesn't know about turbos ain't worth knowing. An excellent video
Wow I could sit here for ever and listen to you learning so much from you thank you 🙏🏼
turbos... the only thing so far that can make Al "ramble" awesome video!
I do love acquiring new knowledge and appreciate the time you took to share it. I still want a screw type blower on my V6 but still an amazing watch
Straight Talking as ever, very refreshing chap cheers.
Mans a legend 👌🏼 best series on TH-cam by far 👍🏼
hey al, id just like to explain the point of vnt on a diesel engine. yes part of it is emissions, but some of it is also boost vs demand capability. this is how my tdi operates, the more throttle, the more boost demand, shuts vnt down and compensates with fuel as boost comes up. big trucks work the same way. so instead of fueling to get more boost, your boosting and compensating with fuel through electronic controls. not only does it make them more responsive, but also helps emissions, as air/fuel ratios are much more stable then trying to get spool from pushing more fuel. it does also have to do with egr functions too. also cat used twin scrolls for a LONG time, they may not be the originators, but they are the oldest engines ive seen with them, like 70's or earlier. wonderful video!
Love these kinds of videos, this kind of knowledge is almost impossible for me to learn from a book so some visual representation really helps, thank you!
Thanks for the info, I learned more than I thought I would. I could listen and talk about this stuff for hours. This also made me worry I didn't choose my turbo correctly, but I guess I'll find out when the damn thing is finally on
I love hearing this guy explain things; so relaxing
incredibly educational. thanks for the video and your hard work!!
“It uses waste energy instead of crankshaft energy” finally someone said it, someone who’s word has meaning
?
@@ReubenHorner think back to physics superchargers are belt driven so use crankshaft energy which means not all the energy created by the pistons is sent to the wheels (tho I'm sure the energy drain is negligible given superchargers create energy) and turbochargers are driven by the exhaust so waste energy a byproduct ya normally get no joy from. Sentence makes complete sence but I think I would still prefer to supercharge my v8 doesnt mean I'm against turbos each to their own.
@@professionalrookie8771 Sorry I put the "?" There cause I thought it was widely known. Someone didn't finally say it if everyone says it... Eh you get me
@@ReubenHorner hahahahaha yea I get ya. To be honest it's not something I've realy ever taken in to consideration as I said in the last comment the drain would be negligible. But still food for thaught I guess.
True to an extent. Still increases back pressure so not 100% free but w/e
Allan you got any Base formulas you use to calculate air flow for matching compressor wheel and housing sizes?
This was actually really helpful.
And I say that as someone who read Corky Bell's Maximum Boost cover to cover.
Great great explanation. I hope you guys will make more videos like this!
Please please go on for hours. Really enjoyed that. More like this plz
Love the episode guys keep at it. As I always say one of the best car shows on TH-cam. And I don't have to ask what turbo to use on my build because I'm building a 1uz you did that already.
I love the way Al explains the different ratios in housings... and how efficiency is directly related...As someone that's been involved with Turbo cars and tuning for over 20 years... And Aircraft for 25 years plus.....Alan is telling the truth..!!!!. simple explanations on what.. means what and dispels the BS when it comes to turbo size... especially nowadays with the technology being as good as it is... Would love to spend a month in Al's workshop being an apprentice again!!!
Great info. I have never seen a veined turbo setup on a non industrial turbine before so it's great to learn something new!!! I wish y'all could have had more time to cover modifications to turbochargers like clipping the turbine blades or porting the housings and talk about the effect it has on the torque curve and flow characteristics
O_O there was a lot more to turbos than I expected.
This was more informative than I expected it to be. 👍
More like this! Very well done. Thanks for sharing your wealth of knowledge.
Awesome video, great explanation from a pro. If you do another one of these in future could you include information on why you want multiple turbos?
It's all well and good sticking a turbo on a standard engine but I've never seen any talk about compression ratios. Surly this should be looked at whenever turboing or supercharging an engine that's not designed to have one on? Any thoughts on this?
Great video and great rambling!
Excellent video! Been waiting for a video like this for a LONG time on the Interbutts. I knew MCM would be the first to release a more in-depth video re: turbos. :) Thanks so much!
The best explanation of how turbos work, thanks a lot
Good episode for the students at school. Thanks Turbo Yoda!
This was a good video, I feel like it touched the topic enough to answer the standard questions but it definitely left me with more questions than I started with and I've had similar stuff before.
For instance in the initial build of 2Sexy, Marty said "Yoda said this intercooler is too big for the application so we're going for this one instead." My thoughts that came from that were, why? What factors make this too big? What range of intercoolers would work best? Why did they choose the one they did go for? Etc.
If this video is used as an information base point for people to get a generic understanding of turbos and then in build videos you explain, briefly or otherwise, why you've chosen the setup that is in it, it will bring that educational side to bear and really allow you guys to demonstrate the knowledge that you have whilst maintaining that entertainment style you have.
me - you drive a stock internal wrx, keep it stock boost
inner me - PUT THE ROD THROUGH THE BLOCK!!!!
Subways Shenanigans Send it. She'll spit out some part numbers when she's had enough.
I wish :') unfortunately my current funds would ensure I walk to work for the next 12 months after.. ahaha
@@sebsshenanigans i got a fully built blob sti. Already on the limit. But i want mooooore :D
yeh, not looking for massive power out of this one, looking for about 300-350 max until I'm actually making something off my channel to be able to fund it
I have limited myself to an 18g on a mechanical gate, its cheaper that way and i get more drive time, boost controllers are great until they start making the wrong noises happen and all the current and future (years sometimes) funds disappear
Al, that was great, you are a fantastic presenter.
I learned more than I thought I would. Thanks Al. I appreciate this information.
Very interesting. Learned a lot. Thanks.
Just to throw in on the disel variable nozzle turbo side of things . The nozzles are also used to choke the exhaust off as an exhaust brake as well as used to restrict exhaust flow to bring the back pressure higher than the boost pressure to allow the egr system to function. Great video eh!
Great explanation about this subject. And that is why you are called TurboYoda!!
Always enjoyed these type of videos from al. Matter of fact all their content. Anyway when can I expect to to the rest of the barra Bedford build. Dunno if I missed episodes but it seems that all wasn't released as yet
More like this please Al. I’m nursing a mechanical semi on.
On the medium duty diesels, compound turbos replaced variable pitch turbines on International MaxxForce 7 diesels. I could notice a performance difference when the MaxxForce or Powerstroke turbo vanes seized-up, but barely. And that was in medium duty trucks and very heavy light duty trucks like F-450s. I left the heavy equipment stuff behind in 2016, and it was crazy how technology is evolving in modern diesels.
Question: Is there some way to modify the turbine housing to flow more in a situation where you already have the largest housing for that turbo and you need more exhaust flow?
Case in point: I have a stock barra with a GT3076 fitted with a 1.06 housing. While I can easily reach my power goals with this turbo (300whp is as much as I can use on the speedway track) it's not ideal having it come on boost a full thousand rpm below my worst case scenario requires and I'd gladly give up boost threshold for reduced backpressure.
I mean ideally I'd get a 3576 from an FG, but that's more effort and expense than I'm prepared for at the moment.
TALK ABOUT TURBOS is my favorite podcast feat. turboyoda
Wow, a gem; shoes off and a genuflection before entering the dojo... valued the conversation between twin scroll and entry; also could wish for that talk about how turbos are the best superchargers as the R.I.P.P. pack on a pentastar seems like a great package.
Great point at the end about the housing affecting the ignition timing as well
Excellent educational video. Thank you 👍
I work at a Mack truck parts department (mostly 11 and 13 litre straight 6 diesel engines) I am going to look much closer at the turbos and turbo cores now to see if they are variable type, it would explain why we sell at least 2 a week sometimes 5 a day but from memory the hot side looks like it curls around. I may but probably won't let you know.
What about a switchblade turbo system ? Similar idea to vnt but adjusting scroll exit/blade contact point by adjusting the scroll shape/taper
8:02 porsche calls it VTG and its used on the recent 911 turbos and 718 series (boxster & cayman)
Isn't it VGT/Variable Geometry Turbo? Anyway, turbo diesel iLoads had VGT in earlier models with the later reverting to a "standard" type.
My works vans have both and I must say the predictability in power delivery is much better in the VGT, probably not worth the extra mechanical complication (especially considering the terrible reputation iLoads have with needing turbo rebuilds).
Having the same boost delivery at 20kph as 110kph is a pretty sweet feeling though.
Yep, the porsches use a borg warner bv50 vnt turbo. Same turbo as landrover uses on the 2.7tdv6 in D3/4s.
So in this instance al is, wrong. You can use VNTs on petrol engines, especially holsets. Problem is controlling them. There are a few stand alone controllers available, but from what i have seen, they are pretty crude.
@@MRMOPARMAN0426 he's not wrong. Gas engines do have higher egt's and that's exactly why you don't see them on gas/petrol engines as much as you do on diesel. Yes they can be made to work like Porsche has done but in most cases the negatives outweigh the benefits. Seriously they're unreliable as is so subjecting them to higher egt's will only decrease their lifespan for little if any gains.
SouthJerseySound It's not so much that the egt's are higher, the temperature varies more often as well. Lightweight twinscroll / sequential bi-turbo setups are more cost effective, more reliable and easier to tune.
South Jersey sound, they are on petrols. Porsche 911s use them. Do you even read bro?
Porsche dont make special magical petrol engines with diesel EGTs. Its just no one has really needed to play with them, as they are much more expensive than basic turbos, and so far, manufacturers of petrol engines have been able to meet expectations with basic turbos.
You will see them become somewhat more widespread in the next 5-10 years before electric takes over entirely.
And if you have a look at holset vnts turbos, they operate completely different to bw/garrett vnts and are better again for use in petrols.
thnx Al to explain it all good info about the working from a turbo
Was hoping you would discuss quick spool valves, i've been thinking about twinscroll with a extra wastegate connected to the other scroll
Very interesting stuff. So does the variable turbine turbo still need a wastegate??
Nice videos.. hey, question, can a stock t28 turbo from the S15 SR20det be converted from bottom mount to top mount? Thank you
This is nice and all, but will it fit my Honda?
Hahahahaha subtle I hope moog reads ya comment and enjoys it as much as i did !!!
Well, thank you, now I know much more, but still have a world of questions. I have to change the core on my stock 7M-GTE's CT26, and, as I recently found out, there are several options that fit the stock housings. Good thing I have my mates from the mkIII forum to explain it to me.
I didnt k ow this channel exists and this is awesome!
thanks for this, i'm doing a compound 2.5 v6 at 7.8:1 c/r I have a 40mm primary and a 67mm secondary. planning on 2 wastegates because I don't know if they are sized correctly.
That was an AWESOME video!
I guess that was as plain and simple as it could get.
Thank you very much for thus video. I have learned so much.
VW BEW diesel currently with a Garrett VNT17, EGR delete. Currently the sensor on the actuator is bad. I'm torn at the moment where to just replace the actuator or see what would be an interesting upgrade. Emissions here are not a concern, but also need to keep the ECU from freaking out. Suggestions?
I would owe you a cool zesty beverage if you could suggest a good turbo to use for a CG13DE Nissan Micra/March engine to achieve a strong mid range on stock internals.
great video guys! Really informative
Great vid! Never heard Al talk so much!
YODA, what is a safe boost pressure for a ford 1979 "big 6" with Siamese port head. intent to use a holset 56 off a dodge truck.
Super interesting, thanks Al!
Good explanation! Cheers Al.
Question wastgate chatter is it normal? I didn't hear it before I got a 3 inch turbo back and ecutech tune. I was told it was normal by the tuner and car has been driving great for years but it's hard to love the sound of metal and air chatter.
Learned so much, great video, thanks
Hey, cool, a turbo. Do you think this will fit my Honda?
But, seriously. Thanks for making the skid factory, you guys are an inspiration!