Variable Twin Scroll Turbocharger - The Future Of Gasoline Turbos?
Variable Geometry Turbochargers and Twin Scroll Turbochargers each have their own unique advantages, but what if you could combine the technology together? Borgwarner has developed a turbocharger concept where a twin scroll turbocharger has a valve which can redirect exhaust airflow into just a single scroll, or vary the amount the valve opens and allow for the gases to completely split between the two scrolls.
The disadvantage of variable geometry turbochargers is that they are too expensive for gasoline applications because the materials have to be strong enough to withstand the high exhaust temperatures resulting from gasoline combustion. Diesel applications tend to have lower exhaust temperatures so the technology is far more common with diesel engines. By implementing a valve with the twin scroll turbo, it can act very similarly without worrying about exotic materials to make it work in gasoline engines.
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I remember seeing something similar as a stand alone piece between the exhaust manifold and turbo inlet. It was called a qsv for quick spool valve. You can add it to any t4 twin scroll application and get the same effect. It's cool to see someone finally integrate the idea into the housing itself.
See thats what im talking about lol but not the same iv been cutting twin scoll housings for years for a reason. Qsv you have a collector behind the qsv this and what iv been doing and i didnt come up with it keeps those two wave systems if you will separate all theway through. Means better top end if things are done right.
Great video. Your videos are extremely good, very informative, been watching them for a while now and very impressed. Keep it up!
+Tom Fanshawe Thanks, happy to hear it!
agreed. Now if only you could answer my question, which is where the hell do I throw my money to buy one of these ?
+aijii twinscroll has been able to allow manufacturers to have smaller more compact engines. if they don't utilise this best of both ideas the vgt and twinscroll then how are they allowing the twinscroll to develop
+Engineering Explained I agree this could be significant for turbo design. You've done an amazing job explaining this. So Borg Warner showed this at SEMA but apparently there's nothing else on youtube about it?
I've only just seen EEs videos, really good info, well explained too.
This turbo system's not going to die out now that you've explained its usefulness.
Got curious on twin scroll turbos and used KZhead search. No better person to explain this than him. Thank you!
Thanks again Engineering Explained, I love your channel! I'm curious to know what you do as a career besides your fantastic KZhead presentations. You could be a professor as far as I'm concerned as you're clearly passionate about educating and the science and engineering behind all of these mechanical pieces that make us love our rides. Keep up the fantastic work!
Would love to see you do a video on Koenigsegg's twin VGTs
I've learned so much from all your videos! thanks love the channel and please upload more great content!
Great Video, made it very simple to understand. Enjoy watching the videos. keep it up!
That's really smart.
+Toma Turcu I wonder how inline 6 like 2jz or rb26 would perform with huge twin scroll. 1000hp with good low end on best sounding engine... Real dream for me :D
Valtra103 it would be amazing getting best of both worlds low end and high boost at the higher rpms
+Toma Turcu while watching the variable turbo video I was wandering why they don't just do this instead. I guess they do..
+Valtra103 most of the guys with 2jz motors that have big turbos use an item from sound performance called a quick spool valve. it is similar to what this video showed just not built in the turbo.
211crod I wonder if this is more effective than valve?
Very nice videoes mister. Just enough details, not to much repeating (which makes many youtubevideos boring), and correct pace for these short videoes. I know something about engines but by watchin these, small gaps here and there are beeing filled. Keep it up please! Greetings from Norway.
another great video well done mate your videos make so many things easy to understand keep up the good work
That was very easily explained. Amazing job buddy. I was thinking it would take years for me to learn about twin turbo engines.
Another excellent video! Absolutely love learning the differences between turbos!
Integrated quick spool valve! Borg Warner doing very neat things with these EFR turbos.
Thank you for making that simple.
I thought of doing this with a dual entry turbo in the 80's, they were called dual entry rather than twin scroll back then. From memory I sent all the exhaust to the rear scroll (one nearest the bearing) at low boost pressure and used an actuator to swing the vane just like in this one except the vane was in a rectangle section duct immediately upstream of the exhaust flange because it was designed to use a standard turbo . Variable geometry turbos were research only items and most turbos installations at the time used carburetors. Good to know the idea was sound.
Thank you for explaining. International used this technology on its 12.4 liter maxxforce diesel engine. It makes the engine very responsive and eliminates turbo lag. They are now switching to vgt for some reason and are claiming to have better results.
i thought about this like a week ago and this pops up in my recommended... damn it, i actually believed i came up with something once in my life
I've always had one in these in mind. And I'm definitely getting one once they improve in a couple of years
Very well explained. Thanks !!
Nicely explained, I kind of want one for my 350 Chevy haha!
I thought of this 4 years ago, its a pretty simple concept!
Great video as always it seems like a much more simple solution to other turbo designs in the past (I drive a subaru sequential twin-turbo) that has sooooo much more R&D/more to the system to be happy and still would not be as efficient as one of these turbos (correctly sized) and i could not see this costing that much more that it could not be made on a production basis awesome stuff!
I own a car with that Twin Scroll Turbocharger since five years, a Peugeot 308 GTi 200 THP. So, even in cheaper cars this is available at least since 2010. I love the evenly spread power along the rev range from 1900-6000 rpm. And it is quite quick in response time. Its really fun to drive especially on a day to day use. For durability reasons, the car is now 9 years old and I had no issues with the turbo, but cylinder valves, oil leak and gasoline pump.
This makes a lot of sense, I see this as definitely the future of turbos for street cars. Thanks for posting.
I learned something today. Thank you. Well explained.
Great video. I'd love to see these become the norm
Thanks for that, really well explained
Such a simple solution to the air flow issue, surprised they didnt think of it earlier.
1998 I bought my first car with a variable turbo, a VW T4 with 150 hp. Was a great experience back in the day :)
your tutorials are really helpful
Really cool lesson and technology!
its basically the same-ish idea behind variable runner length intake manifolds. very cool, and I can totally see this catching on.
Good idea, and great presentation.
Love your videos. I would like to see this concept come to wide use in today's stock and aftermarket applications. A "simple" design to create max boost across a high rpm range? Yes please, it has 4 cylinder high revving engines written all over it.
nicely put, I drive a 06 sprinter w variable geometry works well
woah 5 years ago i already have this design, now they making it real :D
Wow this is fantastic. I always was a fan of Borg Warner. they make rock solid turbos but the prices reflects that. Gotta pay to play.
That is ingeniously simple! Low failure rate, cheap to manufacturer and implement, better performance, and the ability to control both economy and performance? Sounds like a winning combination to me! Here's hoping this hits the market soon! :D
I genuinely hope this takes off. Turbocharging small-displacement motors is clearly going to be the OEM strategy for hitting CAFE targets in the short term, so a simple setup that extends the powerband for reasonable money is fantastic IMO.
this is genius. I'd love to see it applied and tested
This has been done before, just not as an integrated part of the turbo housing....its called a quick spool valve, and it is an extra part that sits between the manifold and the turbo. Sound Performance Engineering is known for making quality versions of these, though I bet you could find others if you did some digging. Only thing about this that is different is the integral packaging....
This “technology” is nothing new. As mentioned, aftermarket Quik Spool valves have been around for a while. But even more impressive, Mazda did this in the 80’s on the FC RX7’s. The valve was located in the exhaust manifold.
HELLO FROM THE FUTURE
Beans Diesel bd diverter valve.
@@supramaniac502 Their quick spool valve blocks one port on a twin scroll, it doesnt actually utilise twin scroll manifolds. Its a poor design.
I really like they way you explain this
Great explanation. Thanks.
I've watched every turbo related EE video. I have turbo knowledge.
I definitely think this setup will start appearing on newer cars for sure
I really like this video: thanks for posting it! Question: in the video you said that variable turbochargers require "exotic materials like this" but you did not have those materials listed on the white board. Which materials are you referring to? Thanks! :-)
another excellent short concise explanation for us layman car lovers .Can you do more vids regarding the 2015+ wrx and the engine it uses
This is awesome... MORE POWAAAH!
i love ur vids im deff subscribing
Brother you are one smart guy.
Perfect Explaination!!!!
Very interesting. Seems similar to SP engineering's "quick Spool Valve " Except with it you can run it on any twin scroll turbo charger. Its nice because if anyone runs a huge turbo the quick spool valve essentially blocks off one side of the scrolls so all the exhaust pressure is doubled through a smaller area resulting int much faster spool. Its sort of like if you take a hose and hold your thumb at the end and the pressure seems to rise. now imagine doing that to alittle fan blade with that higher pressure from blocking it off.
Nice explanation!
This certainly seems like it would be something easy to adopt into new engine designs. The packaging requirements are pretty similar, just add the mechanism to drive the flap and program the engine computer to use it. An easy win. Hopefully it'll be rolled out soon. @engineering explained- It would be cool to hear your thoughts on the Achates engine, which will hopefully be making its way into productions cars this decade. It sounds like a real break through.
Great video! Thanks
you sir are doing great
This is brilliant.
The turbo also has an integrated bypass, which is another cost saving feature as it saves a lot of additional tubing and space.
I’ve watched dozens of your videos and I think I’m at about a 10% comprehension level. Next month I hope to be at 12%.
Hey Jason! Have you ever thought about reviewing older vehicles? (Mainly performance oriented cars) I know it wouldn't benefit you as much as reviewing newer cars, but it would be interesting.
+XxChuyoxX Comes down to two things really. First is risk; by driving manufacturers cars I've already handled all of the insurance side of things. If I get into an accident, the outcome is clear. If this were to happen with a viewers car, it puts me in a bad situation. Second is time, I'd have to spend time reaching out and organizing times and locations to get into these vehicles, which currently is all a very streamlined process with the manufacturers. As I do all of this solo, I have to make sure I'm efficient with my time.
+Engineering Explained Completely understandable. I figured there were reasons why haven't done it. Thanks for the response
+XxChuyoxX check out the channel "regular car reviews." They kind of do that: except he tends to be part informational, part comedy, and part weirdness. Worth a look.
+Evan Cotton most of his "reviews" are shit. Some are bang on though.
+Joe Barbaro The reviews done by Regular Car Reviews are not made to be spot on, their satire poking fun at the car and the people who drive the cars in some cases. If you take the reviews that they do seriously there is no fun in them but if you view them as they are intended to be viewed you'll have a good time.
It's a great idea, the only problem is those with normal turbo set-ups would need a completely bespoke header set-up, which is also not cheap
Jason, first of all i had to watch this video only once to understand what you are explaining so thumbs up to that ! second of all, for me this was the most interesting car-tech video in 2015 ! and a question, does the focus rs mk3 have a twin-scroll turbo?
Great info. FYI, you might want to adjust the zoom or the hood on the lens to remove the vignetting on the left side corners.
Jason .I have a diesel bmw wagon..twin turbo, one is excited at low rpm and the second at about 2100 rpm but the borg warner system in this car uses the ebp valve to throttle the small turbo at high rpm, so it is similar to their newer one except the throttling is done on the other side of the power band and on the other side of the exhaust stream...
Enjoyed the video and good information. Have you done anything on electric turbochargers and what are you thoughts on those?
Love you videos buddy. Regarding turbos, I can see the future, in lower powered passenger cars anyway, being electronically actuated turbo chargers, which use electric motors to spin the turbo up when there is no pressure, then when the RPM of the engine is at its peek, the exhaust pressure takes over as in a regular turbo. Used in F1 initially, they can even hook the turbo up to act as an electricity generator off throttle to feed electric back into the cars power systems, saving energy. Very clever stuff.
Nsx has that
Soo this is like having the benefits of a twin turbo setup with only one turbo? Neat!
I work on turbos for semis and the variable geometry ones always seem to fail. You should do a in depth explanation of an HX35v
Borgwarner, please put these into production. Hurry up and take my money.
I need this in my life.
Hey great work on your videos. I just was wondering what happened to your track car build?
Is the actuator for this valve operated by pressure referenced from manifold pressure?
Ah this answered a question I had on the VGT (question about why it's not prevalent). This seems like it has great tuning applications
i hope this catches on, will make turbo diesels wicked!
Great vid! Does this effectively eliminate turbo lag?
Very interesting thx.
I would love to have one of these top mounted on my N54. Right now the options are either twin turbos that don't last or single turbos that don't make low or really high power
Good Video but a tad bid misleading. The A/R Ratio of the two volutes (Scrolls) is the same. In the video is seems that its implied that the two volutes are of different A/R ratio's (or at least that what I gather based on many comments / questions being ask). Whats changing is the overall area as the 2nd volute starts to become in use. Think of it like a progressive 4 barrel carburetor, at idle and low throttle, you are only using 2 of the 4 barrels and then as you push further on the throttle, you start to progressively open the 2nd set of barrels. While the Geometry of the two volutes is slightly different, the "ratio" is the same (or extremely close two if not identical) and the flow potential of each individual volute is the same. If it wasn't, there would be an intentional flow potential difference between cyl's 1&4 and 2&3 once the diverter plate was fully open (i.e., both volutes in use at have the exhaust flow each) and that is not something that any engineer for Borg Warner would intentionally do Ironically though, this isn't really anything new. This idea has been used on both Gasoline and Diesel turbocharger setups for years. Just in the past, its been done in the manifold or as a sub plate between the turbo and the manifold. The Sub plate setup however was not identical as it did not keep opposing cylinders grouped properly and was more like a throttle plate in a single bore (like a throttle body)... Basically you used a "all into one" manifold / collector design but use a twin scroll turbine housing on the particular turbo. Then the sup plate (between the turbo and the manifold) had a butterfly valve in one of the volute entries which would block that volute from being used so all the exhaust had to though one volute. Then the valve would open and the exhaust gasses could pick which volute they went down . The same idea as shown in the video can (and has been) implemented into the manifold (in the collector), and thus you can have the same setup with ANY Twin Scroll turbine.
Very nicely explained! When do the Kree get their name on something?
ingenious!
There needs to be some form of sensor on the flap that sends Information to the ecu to make tuning easier.
This concept has been out in the diesel world for years in the aftermarket. BD diesel makes a diverter flange that does exactly what you are talking about. It goes between the manifold and turbine housing.
This is a very clever system, i think it's gonna have a say in the near future.
*3 years later* So uh... where tf can I buy one?
@@AnthonyTrifoglio they scrapped it in favor of their dual volture design
@@ssllhh100 tl;dr me on that?
So Mazda did something very similar in the rx7 turbo 2. It was a twinscroll turbo and one of the models was obvious as the runner sizes on the turbo where obviously different ar when you looked at them. But in their cast manifold they had a flap or door similar to what Borg Warner is doing now. All based off psi ofcourse.
I plan to get one for my diesel
That's a really cool idea. :-)
Hello engineering explained I have a question for you. Would this variable turbo work on a 2007 ford 250 super duty diesel? Thank you
please xplain Bike tech's Swing arms.. frame types...forks adjustments..fork rake angle Sparkless SI engines Magnetic cams actuators etc
Mazda RX7 turbo II had this design in the manifold.
carbon fibre for the cold part of the turbo forged steel for the hot part of the turbo this way you can optimize it
It seems the 2016 Buick Encore uses the twin scroll turbocharger on its 1.4 Liter engine. The engine acts like a larger displacement engine in that its low end torque is high, while still having some high end power. It also has two scrolls with a large vacuum/pressure actuator moving a vane in the exhaust passage. Thanks for the explanation of how it works.
Actually, if there is only ONE actuator, it certainly is a wastegate. These here require two actuators, as this system may very well get some of the advantage of a VGT, but won't allow to skip having a wastegate. Depending on the actual engine, some gasoline engines will even still need a wastegate when a VGT is applied, while Diesel ... nearly always VGT nowadays ... has been the standard for some 20 years now. But this still is great, as the low efficiency of a bypassed but still active turbine is pretty low ... imagine, all the gases see the same pressure upstream and downstream, but only what goes through the turbine will do any work ... in a peak power situation, you can very well have like 60, 70 % of exhaust gas going through a wastegate, maybe even more and not likely much below...
i see racing applications for this setup. could even save a little cash for teams looking into forced induction, like you said, instead of the variable geometry in the blades.
Jason I'm learning a lot with your videos so please keep up the great work. Now about the turbo set up that exists in today's technology do you think that any time soon we will have companies like Greddy, garret or BorgWarner introducing a MGU - H system to the turbos that they offer? (MGU-H similar to the one explained on your video: "2014 F1 Engine - ERS - Explained"). Or would you think that this step will be taken first by big OEM like BMW AUDI? And what are the main barriers at the moment for this type of technology not being implemented on road cars (technological, production cost or others)?
The problem with MGU-H or as they call it (Turbo-Electro compound) is that it is completely irrelevant and cannot be put to use in performance road cars. One reason which I feel is that, there is not enough waste exhaust gas to spin the generator. Because F1 cars revv upto 12-13K (15K by regs) but road going turbo cars revv upto 7-max 8K max. Also they are complex and are expensive enough compared to the small amount of energy they recover.
1:25 I'm wondering how much turbulence it will generate since there are some flat faces so that part of the exhaust pipe is not round at all, which is undesirable. Secondly just try to imagine how crazy the airflow will look like when looking at 1:25. One solution I would come up with is making something like an x-pipe where one leg of the x can be closed with a valve.
Something like this has already been done. Sound Performance has quick spool valve that has worked wonders for some of the supra guys.
10 outta 10. would buy
typically it's a continuously variable type turbo. simple yet genius
I just purchased a BW 7163 EFR T4 Twinscroll for my s2000!
So this is similar to the Sound Performance Quick Spool Valve. It uses the same principle as this new turbo design, but is not as complicated/expensive as it requires a open scroll exhaust manifold and twin scroll turbine housing to operate.
+Florida Street Project I was just about to type the exact same thing as soon as I saw it, looks like they have seen them and thought they could integrate that into there turbine housings, ive been thinking of getting one myself to give my little 4 cylinder a wider power band as i run an open manifold
This is perfect video and let me wrtie "Hats off" to producer. But, there is huge misleading failure on blackboard: drawing is presenting valve reducing flow into inner scroll (closer to centre of CHRA), also it is said wrong (time 1:21). But as everybody can see (time 2:23), in low RPM reduced scroll is that outer scroll. Reason is logical: inducer of turbine rotor has bigger diameter that exducer. So lever effect works for higher spool up.