Next 911 Turbo to feature Variable Turbine Geometry
Quote:
100 Years of Turbocharger – Porsche, Driving Force in Development
The very concept of turbocharger technology is linked inseparably with the name Porsche and the Porsche brand. It was back in October 1974 that the German sports car manufacturer from Stuttgart launched the world's first series production sports car with an exhaust gas turbocharger. And ever since, every new generation of the Porsche 911 Turbo has fascinated enthusiasts the world over with a special highlight in technology: the intercooler, bi-turbo, VarioCam Plus, as well as the title "Cleanest Car in the World" have all set the benchmark in turbocharger development. Now the highlight of the next generation of the Porsche Turbo is spelt out clearly in three powerful letters: VTG.
Introducing the new model, Porsche will be presenting the world's first turbocharged gasoline engine with variable turbine geometry (VTG). This technology featured in turbocharged diesels since the '90s ensures a significant improvement of engine flexibility and acceleration particularly at low engine speeds. So far, however, much higher exhaust gas temperature of up to 1000° C in comparison with the turbocharged diesel has always proved to be an insurmountable barrier. But now Porsche has solved this problem in close cooperation with Borg Warner Turbo Systems by using high temperature-resistant materials from space technology wherever required.
The core features of the VTG system are the variable turbine blades guiding the flow of exhaust gas from the engine in exactly the direction required on to the turbine wheel of the exhaust gas turbocharger. The principle of variable turbine geometry thus combines the benefits of a small and large exhaust gas turbocharger all in one – 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.
i can't wait for the technology to become a little less expensive so we can start seeing aftermarket applications and also applications in production cars such as the evo, sti, and srt-4
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2007 Habenero-Red Pearl Civic SI 4dr
193 whp and 141 ftlbs of tq
That is some cool technology. Glad to see it used on production vehicles, no matter how much they may cost.
Cost would probably be offset by the fact that you no longer need an extra turbocharger and additional piping (for the TT setup). I'm sure it's still $$, but that probably brings the cost down somewhat.
its only a matter of time until it becomes part of the honda turbo kits. would be very interesting to see what it will do to the honda bottum end... hmmmm
Mods: Philips 4000k Halogens, OEM lip spoiler, fast hands and a heavy foot
It still makes sense for it to be twin turbo, because of the 911's flat 6 engine configuration. On a supra or a skyline, sure.. this would probably make a dual turbo set-up obsolete. Not on an engine with a flat 6. It is possible though, I mean, Subaru flat 4's use only one turbo....
It still makes sense for it to be twin turbo, because of the 911's flat 6 engine configuration. On a supra or a skyline, sure.. this would probably make a dual turbo set-up obsolete. Not on an engine with a flat 6. It is possible though, I mean, Subaru flat 4's use only one turbo....
I don't think i understood you fully. I'm saying it would make it obsolete because VTG makes better low-end/high-end and less lag possible all in one turbocharger thus voiding the need for a Twin turbo setup with one small and one large turbo. You get the benifits of a TT setup in a single turbo.
So why would they still need a Twin turbo setup if VTG makes this all possible?
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Honda already uses variable geometry turbo on the i-CTDi Accord Euro. In fact, Honda VGT had already been used in 1989 JDM Honda Legend. The VGT was dubbed, Wing Turbo.
Such a shame really because the turbo Legend never took off and was scrapped. Imagine if Honda developed and sold cars with VGT since then... We might never heard of EVO or WRX.
Mods: F16 Jet engine strapped to the back using zipties
I might sound stupid but...how does this work? I don't get it...
__________________ Formerly Prelude707
2000 Honda Prelude Mod list- Engine: AEM CAI, AEM underdrive pullies, Apex'i N1 catback exhaust, Random Tech Hi-flow cat, Apex'i VAFC(dyno tuned), Zex wet shot w/dual bottles and purge, NX bottle warmers, Lean Racing short shifter, ES motor mount inserts, Hondata IM gasket, AEM FPR w/fuel rail & hi-flow fuel filter, Walbaro fuel pump, MSD wires, Moroso oilpan & pickup, Greddy oil catch can, removed balancer shafts, Greddy timing belt with manual tensioner conversion
Looks: JDM fog lights, VIS OEM carbon fiber hood, SIR blue valve cover, OEM lip kit, Cleared out taillights, S2000 seats with OEM leather rears
Handling: Tein SS, Neuspeed front strut bar, Tanabe rear strut bar, ST rear sway bar, Ingalls camber kit(-1 camber), Tanabe Underbraces, Goodyear Eagle F1 GS-D3 tires
Tranny: ACT Xtreme pressure plate w/street disc and streetlite flywheel
Honda already uses variable geometry turbo on the i-CTDi Accord Euro. In fact, Honda VGT had already been used in 1989 JDM Honda Legend. The VGT was dubbed, Wing Turbo.
Such a shame really because the turbo Legend never took off and was scrapped. Imagine if Honda developed and sold cars with VGT since then... We might never heard of EVO or WRX.
VGT has long being used on Diesels.
The 89 VTG turbo legend, was that a production gasoline car? If so, why the hell is Porsche claiming to have the world's first turbocharged gasoline engine with VTG?
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