9

VARIABLE GEOMETRY
TURBOCHARGERS AND CHARGE
AIR COOLERS
 Variable Geometry Turbochargers
• Disadvantages of Fixed Geometry Turbochargers
• Too little boost at low engine RPM and low loads in order to
supply high boost at high speeds and loads
• High boost at low load & engine speeds at expense of adequate
boost during high speed & load operation
• Turbo lag
• Electronic Turbocharger Control
• VGT/VNTs have an even greater impact on minimizing engine
size:
• While increasing power output & reducing exhaust emissions
• VGT Turbo Lag and Emissions
• When the engine is rapidly accelerated, VGT/VNT turbochargers
spool far more quickly than:
• Conventional turbochargers, virtually eliminating turbo lag and
improving vehicle driveability
FIGURE 9–1 A variable geometry turbocharger uses an electronically controlled
actuator to adjust turbocharger speed, boost pressure, and exhaust backpressure.
FIGURE 9–2 A variable geometry turbocharger uses an external actuator to change
the flow of exhaust gases across the turbine wheel. The actuator enables electronic
control of turbocharger speed, boost, and exhaust backpressure.
FIGURE 9–3 This VGT concept uses a set of air foils located around the
circumference of the turbine wheel nozzle to change the amount of exhaust gas
allowed to pass through the turbine. A configuration like this is referred to as a
variable nozzle since the air foils modulate the flow through the nozzle via electronic
signals from the ECM to an actuator. The use of vanes designates the turbocharger
as a variable vane.
FIGURE 9–4 An electronically controlled actuator of a high performance VGT
regulates vacuum to adjust the turbocharger vane position. This turbo is used on the
VW 1.9L TDI.
Closing the air foils causes exhaust backpressure to increase. This
increases the force of exhaust gas passing through the turbine much like
holding one’s finger over a garden hose. Turbine speed increases causing
boost pressure to rise and simultaneously increasing exhaust backpressure.
Increased exhaust backpressure is used to force exhaust gas into the intake
manifold through the EGR valve.
FIGURE 9–6 Linkage connected to the rotating vanes controls exhaust flow across
the turbine. The turbine rotation is increased or decreased depending of the position
of the vanes.
FIGURE 9–7 The exhaust manifold of an engine using a VGT is connected to the
EGR system. Higher exhaust backpressure helps push exhaust gas into the EGR
circuit and then into the intake manifold.
 Variable Geometry Turbochargers

• Most common design rotates air foils/vanes arranged like

slats in a window blind around the turbine wheel
• Rotation of the vanes changes boost pressure by
controlling exhaust turbine inlet pressure
• VGT Actuator Mechanisms
• Fast response of the turbocharger to engine speed & load
changes is the objective of actuator mechanism
• Hydraulic actuation accomplished using pressurized engine
oil against a hydraulic servo piston
• Turbo Speed Sensor
• If equipped, a turbocharger speed sensor is located in the
center housing
• Tech Tip
• Electric Shorted VGT Modules & On-Board Networks
FIGURE 9–8 The position of the air foils can be varied to produce the desired boost
pressure.
FIGURE 9–9 The unison ring behind the vanes rotates the air foils together.
FIGURE 9–10 The unison ring is connected to linkage which is operated using air
pressure, oil pressure, or electric motor.
FIGURE 9–11 This turbocharger used on 6.6L Duramax engines uses oil pressure to
move the actuator mechanism. The actuator incorporates a position sensor and a
servo valve to control oil pressure to either side of the hydraulic servo chamber.
FIGURE 9–12 This actuator mechanism for the Duramax is hydraulically controlled.
Feedback for the position of the unison ring is provided by a vane position sensor.
The position sensor changes magnetic field flux density (magnetic field strength) as
a piece of soft iron moves up and down inside a coil of wire. The magnetic field
strength corresponds to unison ring position which is interprested by a signal
processing circuit inside the module.
FIGURE 9–13 The DMAX Garrett turbocharger has an electronic signal conditioning
circuit in the connector module.
FIGURE 9–14 Operation of the
hydraulic control valve on the DMAX
VVT turbocharger. A vane position
sensor provides closed-loop feedback
to the ECM regarding control valve
and vane position.
FIGURE 9–15 This Powerstroke 6.0L uses hydraulic control of the vane actuator.
Feedback to the ECM regarding unison ring position is provided by changing strength
of the magnetic field inside a coil of wire. Magnetic field strength changes in response
to the position of a movable core which is following the cam profile on the actuator
linkage.
FIGURE 9–16 The networked “smart” control mechanism contains a microcontroller
which receives and sends data such as vane position, fault codes, motor torque, and
other information through the vehicle network. Coolant circulating through the module
improves reliability.
FIGURE 14–17 The turbocharger speed sensor measures turbine shaft speed using
a variable reluctance type sensor.
FIGURE 9–18 Hydraulically operated actuator mechanisms can be monitored and/or
commanded to move using scanners or software. Waveforms generated by the
position sensor are used to diagnose problems with actuator movement.
 Series Sequential Turbocharging
• There are limits to single-stage turbocharging
• Series turbochargers use different sizes of
compressor and turbine housings designated:
• High pressure and low pressure turbochargers
• By splitting the pressurization of the charge air
between two turbochargers, both can operate at
optimal efficiency
• Tech Tip
• 5-Stroke Miller Cycle Engines
• Single Sequential Turbocharging
• Ford’s 0116.7L Powerstroke diesel, code named Scorpion
Diesel, uses a unique patented:
• Single sequential turbocharger (SST) integrated into a
single component
FIGURE 9–19 This schematic diagram shows the control circuit for series
turbocharging used on the International VT-275 V-6 diesel. The bypass valve actuator
opens only when exhaust pressure and engine load is high enough to operate the low-
pressure, high-speed turbocharger.
FIGURE 9–20 Configuration of low- and high-pressure turbochargers for this
International V-6 4.5L VT-275 engine. The boost control solenoid (BCS) electronically
controls the wastegate actuator of the low pressure turbocharger.
FIGURE 9–21 In series turbocharging, the air enter the larger low pressure
turbocharger compressor where it is directed to the smaller high pressure
compressor housing. Exhaust enters the high pressure turbocharger first before and
then passes though the low pressure turbine.
FIGURE 9–22 Configuration of the BMW series turbocharger system. The
compressor bypass valve takes the high-pressure turbocharger off-line when the low
pressure turbocharger can adequately supply the engine with air.
FIGURE 9–23 Components and controls used for the 3.0L series turbocharged BMW
diesel.
FIGURE 9–24 The low- and high-pressure series turbochargers and circuits used on
the 6.4L Powerstroke diesel for 2008MY.
 Series Sequential Turbocharging

• Operation
• DualBoost begins with fresh intake air
entering the low & high speed compressor
inlets housings
• Faster spooling from smaller turbocharger
high air volume gives engine airflow
characteristics of a:
• Larger turbo from a more compact package
FIGURE 9–25 Arrow A is the air intake for the first-stage pressurization. Arrow B is
the inlet for the second stage. Arrows C and D point to the compressor wheels inside
the volutes of the split compressor housing. Each side of the divided compressor
housing has a different volume. Only a single turbine wheel and housing is used with
a variable vane control.
FIGURE 9–26 The Ford single sequential (series) turbocharger. A single
turbocharger housing supports series turbocharging which reduces space
requirements. Short distances between the inboard exhaust ports and the
turbocharger reduces exhaust heat loss and improves efficiency.
FIGURE 9–27 SST DualBoost for a light-duty pick-up Ford 2011 Powerstroke. Two
inlets and outlet are used on this model compared with a single inlet and outlet on the
conventional VGT model found in the cab chassis models.
 Charge Air Aftercooling
• What Is Aftercooling?
• The terms aftercooling and intercooling and charge air
cooling are used interchangeably by:
• Various manufacturers to describe cooling of intake
airflow after the turbocharger
• Why Is Aftercooling Used?
• Emission Control
• Charge air cooling is primarily an emission control
strategy
• Benefits of Aftercooling
• Air-to-Air Aftercooling
FIGURE 9–28 Charge air cooling involves removing heat from the air pressurized by
the turbocharger. Hot air from the turbocharger enters the aftercooler where heat is
released to the atmosphere. Cooler air leaves the heat exchanger and enters the
intake manifold. The charge air cooler is located between the turbocharger and the
intake manifold.
FIGURE 9–29 Hot air from the turbocharger enters the aftercooler where heat is
released to the atmosphere. Cooler air leaves the heat exchanger and enters the
intake manifold.
FIGURE 9–30 Note the addition of a CAC and larger exhaust to this diesel engine
has only a marginal power improvement. Engines with charge air coolers usually
have more power but it is a misconception that charge air cooling by itself
substantially increases power output. Cooling air allows for delivery of more fuel
because CAC lowers cylinder peak temperatures. Engines can operate with higher
power output without excessive heat cylinder loads using a CAC.
FIGURE 9–31 Charge air cooling and
other air components used to handle air
intake.
FIGURE 9–32 The 2011 Powerstroke uses liquid interstage cooling to cool air
between the first and second stages of turbocharging. An air-to-air system cools the
air after the second stage.
FIGURE 9–33 Today’s diesels have substantial amounts of cooling. The charge air
cooler is a down-flow type.
FIGURE 9–34 An air-to-air charge air cooler is mounted over or beside the radiator
to take advantage of maximum airflow when the vehicle is moving.
 Charge Air Aftercooling

• Construction and Operation

• Most ATAAC are constructed of aluminum for
maximum heat transfer and strength
• Intercooler Mounting
• The mounting system of a cooler is designed to
allow for thermal cycling
FIGURE 9–35 Aluminum side tanks and an aluminum core of a typical air-to-air
aftercooler (ATAAC).
FIGURE 9-36 Note the mounting brackets for the charge air cooler for Subarus’s
2.0L “boxer diesel” The lower brackets are slotted to allow expansion and contraction
of the cooler due to temperature changes. The upper mounted use rubber insulator
washers which allow the cooler to slide and absorb vibration.
 Testing and Servicing ATAAC

• ATAAC Service Conditions

• Leakage
• Pressure Testing
• Internal Restrictions
• External Restrictions
• Tech Tip
• Testing for External Restrictions
FIGURE 9–37 Visual checks of intercoolers include checking for various cracks in
cooler tubes and the joint between the tanks and tubes. It is critical to inspect for
external restrictions both in front and behind the intercoolers.
FIGURE 9–38 These T-type clamps use spring tension to apply an even, smooth
clamping force around the circumference of the intercooler hoses. Thermal expansion
and contraction can loosen gear-type clamps like those often found on the coolant
hose.