Created by Gus Wright Centennial College

Turbochargers: Variable Geometry

Types of Turbochargers
A variety of turbocharger designs have developed
in response to increasing demands for
improvements to engine performance and emission
reduction.
Fixed geometry
This refers to a turbocharger without boost
pressure controls. The housings and components
have unchanging dimensions.

Wastegated
These turbochargers have an exhaust bypass valve
allowing exhaust gases to bypass the turbine
leaving some exhaust energy unused. Allowing
exhaust gases to bypass the turbine wastes some of
the exhaust gas energy thus wastegated
turbocharger.

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Compound turbochargers
This turbocharger configuration uses two
turbochargers which are connected in series.
Unlike paralleled turbochargers where two turbos
are mounted on the exhaust manifolds(s), to supply
air to the intake, series turbochargers feed the
output of the first turbochargers compressor into
the inlet of a second turbocharger which has a
turbine also mounted on the exhaust manifold.
Caterpillar ACERT engine, C13, C15 and C16
engines are examples of series turbochargers. One
turbocharger is designed for low speed low load
operating factors while the other is designed for
high load and speed factors. This set-up provides a
maximum airflow over as wide an engine
operating range. Below: ACERT Compound
Turbos

A single large turbo can make as much horsepower

as two small ones, but the advantage of a dual
system is that they respond faster and produce
greater airflow at lower engine speed and load
conditions.

Created by Gus Wright Centennial College

Above: VGT Variable Geometry Turbo

Below Variable Nozzle Turbo VNT

Created by Gus Wright Centennial College

Variable geometry (VGT) & variable

nozzle turbochargers (VNT).
Both these turbochargers perform identical
functions but have different operating mechanisms.
VNTs and VGTs
share the capability of
changing boost pressure independent of engine
load and the amount of exhaust gas energy. This
design allows for very fast turbocharger response
time and ideal matching of airflow to combustion
requirements. VGT and VNTs are commonly
used on engines equipped with exhaust gas
recirculation (EGR) since they can also increase
exhaust backpressure, which is necessary to force
exhaust gases back into the intake manifold. (See
section on EGR)
In this section, variable geometry turbocharging is
discussed.

Above & Below: A/R ratio

Created by Gus Wright Centennial College

Matching turbochargers to engines
Turbochargers must be precisely matched to a
particular engines fuel rate setting and engine
displacement to achieve the correct boost pressure
for the engines design points. This means every
horsepower rating and torque rise profile in an
engine family uses a uniquely sized turbocharger.
The necessity of matching the turbocharger to
engine ensures the airflow from the turbocharger
will match the engine fuel rates. On most engines,
maximum boost pressure from the turbocharger
will correspond to the engines peak-torque spot
with minimal exhaust backpressure.
Incorrectly sized turbochargers
Too small turbine housing which does not allow
enough exhaust gas flow at high engine loads and
speeds.
This results in excessive exhaust
backpressure producing low power complaints and
engine overheating. Too large a turbine housing
will produce inadequate boost pressure at low
speed and load operating conditions.
Similarly, the compressor wheel and housing need
to be properly matched to produce adequate
airflow across all engine speed ranges without over
or under boosting.
An incorrectly matched turbocharger can lead to
either too little or too much boost for the engine.

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Problems of fixed geometry
turbochargers
Fixed geometry turbocharger design is a
compromise to produce boost pressure and airflow
rates over a wide range of speed and load
conditions. Generally, the designs can result in
either too little boost at low engine RPM and low
loads while supplying high boost at high speeds
and loads. The opposite condition can also
happen; high boost at low load and engine speeds
at the expense of adequate boost during high speed
and high load operation. This later situation can
result in undesirably high exhaust backpressure
and temperature at higher rpm and load conditions.
Wastegated turbocharger operation address these
deficiencies but without the precision and feedback
to the engine control system.
Turbo lag is another variable affected by
turbocharger design. Larger turbochargers needed
to produce greater airflow for better performance
and emissions take longer to spool and causing
extended turbo lag time.
In comparison to fixed geometry turbochargers
VGT/VNTs have an even greater impact on
minimizing engine size while increasing power
output. This turbocharger design provides better
performance across the entire operating range of
the engine, improves fuel economy, and is

Created by Gus Wright Centennial College

effective at reducing exhaust emissions. VGTs
can reduce the number of turbocharger options
carried by a manufacturer, and provides users the
ability change engine power levels without
requiring turbocharger replacement.
VGTs/VNTs have been designed since the
1980s but their complexity and cost has prevented
their widespread application. Improved fixed and
wastegated turbocharger designs during that time
also diminished the need to bring these designs to
market.

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VGT and VNT turbocharger operation
Variable geometry turbochargers are built along
two designs. What are commonly referred to as
VGT are turbochargers which control the width of
the nozzle directing exhaust gas onto the turbine
wheel. By narrowing the width of the nozzle
opening, the turbine speed increases as does
exhaust backpressure. This has the same effect as
holding your finger over the end of a garden hose
to increase the pressure of water forced from the
hose end. An electric or air type actuator operates a
sliding nozzle ring to regulate the nozzle opening.
As the actuator closes the nozzle to narrow its
width, turbine speed and boost pressure rapidly
increase. This effect can be accomplished with
minimal engine load or exhaust energy. So. at low
speed and load operation, relatively higher boost
pressure is achieved than with using fixed
geometry or even wastegated turbochargers.
Opening the nozzle produces the opposite effect,
more exhaust gas flow will take place across the
turbine but turbine speed will decrease and exhaust
backpressure drops. By varying the width of the
nozzle opening with an actuator, turbine power can
be set to provide just sufficient energy to drive the
compressor at the desired boost level wherever the
engine is operating.

Above: VNT uses moving airfoils

Above Sliding nozzle VGT

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VGT/VNT Advantages:
1. Electronic control of air delivery
Ideally, a turbocharger is required that can quickly
produce significant boost pressure at low speed
and load conditions without the turbine causing
high exhaust backpressure at high speed and load
conditions. To create a turbocharger capable of
controlling boost pressure independent of the
engine load or exhaust energy is the purpose of
variable geometry turbochargers. Also known as
variable nozzle turbochargers (VNT), these devices
can simulate the air flow and boost profiles of
dozens of different turbocharger onto a single
engine. VGT/VNT turbochargers are electronically
capable of controlling the amount of air supplied to
an engine for maximum performance, while
maintaining the lowest exhaust emissions and fuel
consumption. Since the turbocharger is electronicly
monitored and actuated, airflow is also controlled
over a wide range of ambient temperatures and
pressures. This means engine and turbocharger
wear factors can be compensated to maintain
original performance and low emissions over a
longer engine lifecycle.

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2. Minimal turbo lag
When the engine is rapidly accelerated VGT/VNT
turbochargers spool far more quickly than
conventional turbochargers virtually eliminating
turbo lag and improving vehicle driveability. In
fact, in the same model of vehicle, the newest
diesel optioned passenger vehicles using
VGT/VNT turbochargers are able to out accelerate
even larger displaced gasoline powered models.
For example, 0-110-km/hr times for the 2005 CClass Mercedes Benz using a 3.0 litre diesel engine
is 6.9 seconds. This is 0.2 seconds faster than the
3.2 litre gasoline engine in the C320 sport. The
Grand Cherokee using a European 3.0 litre V-6
diesel engine accelerates 0-110km/hr in 9.0
seconds 0.5 seconds faster than the 4.7 litre
gasoline engine.

The advantage of VGT/VNT over a wastegated

turbocharger is that all the exhaust gas flows
through the turbine wheel to increase net turbine
power output. During partial-load operation,
wastegated turbochargers supply less boost, and
boost control is limited in comparison to
VGT/VNTs

Transient emissions which may be

observed during engine acceleration of a
turbocharged diesel engine

Created by Gus Wright Centennial College

3. Faster response time

Minimal spool time of the VGT/VNT achieves
important emission reductions during hard
accelerations. Older fixed geometry turbocharged
engines would spew black smoke during
acceleration since significant quantity of emissions
are produced during the interval when the engine is
over-fuelled and inadequate air is present to
support good combustion.
4. Electronic control of exhaust
backpressure
Newer exhaust gas recirculation (EGR) systems
take advantage of the VGT/VNT turbochargers
capability to control exhaust back pressure. Since
turbo boost pressures are normally higher than
exhaust pressure, some mechanism is necessary to
force exhaust gas into the intake air. Some engine
models will use an electronic throttle plate to draw
EGR gas but this limits engine efficiency.
Electronic control of exhaust backpressure allows
VGT/VNT turbochargers to assist in building
exhaust pressure and pushing exhaust gas into the
air intake system over all engine speed and load
conditions.

5. Improved engine braking

Engine using compression release brakes will
achieve improved braking efficincy using
VGT/VNTs due to higher exahsut back pressure.
EGR mode
The VGT actuator is adjusted to increase exhaust
backpressure if required by the EGR system. The
exhaust backpressure forces more EGR gas flow
into the EGR circuit where the EGR valve will
ultimately regulate EGR mass flow.
To achieve improved engine braking, the actuator
can narrow the nozzle opening and increase
exhaust
backpressure
if
engine-operating
algorithms are designed to produce this effect.
Boost and compression pressure increase
accordingly creating higher pumping losses and
consequently greater engine drag
VNT operation
Variable nozzle turbochargers are the most
common used type of VGT turbochargers in heavy
duty applications. Mack, Detroit, Volvo, GM
Duramax, and International Engine cCoampany are
just a few manufacturers using this style of VGT.

VGT with EGR

Created by Gus Wright Centennial College

VNT unison ring and vane operation

VNT operate in a manner identical to the VGT.
The most common design rotates airfoils or vanes
arranged like slats in a window blind around the
turbine wheel. These vanes are moved to regulate
the quantity of exhaust gas flow through the
turbine. The vanes are mounted in the turbine
housing with one end pinned to the housing. The
other end of the vane is connected through a pin to
a plate called a unison ring. Rotation of this unison
ring causes the all the vanes to revolve around the
fixed pivot point.

Movable
vanes
control exhaust gas
velocity
and
pressure to turbine
wheel

Actuator mechanisms
Fast response of the turbocharger to engine speed
and load changes is the objective of the actuator
mechanism. Several devices are used to regulate
either the position of the sliding nozzle of a VGT
or the vane position in a VNT.
In the VGT turbocharger an electric motor or air
operated device serve as actuators. Incorporated
into the electric actuator is a position sensor to
provide feedback to the ECM about actuator
position.

Rotation of the vanes changes boost pressure by

controlling exhaust turbine inlet pressure. At low
engine speeds when exhaust flow and energy is
low, the vanes are partially closed. This increases
the exhaust pressure which in turn pushes harder
against the turbine blades. Thus, the turbine spins
faster generating higher boost pressure. As engine
speed and load increase increases, so does exhaust
flow and energy. Under these conditions, the
vanes are opened to reduce turbine pressure against
the turbine and hold boost steady or reduce it as
required.

On some VNTs, the vane position actuation is

performed using an engine oil operating against a
hydraulic servo piston. A pulse width modulated
(PWM) vane position control solenoid valve uses
engine oil pressure and an ECM signal to move the
turbochargers unison ring. To do this a hydraulic
piston will move a geared rack mechanism, which
in turn, rotates a cam-shaped pinion gear thereby
articulating the vanes. The vanes are fully opened
when no oil flow is commanded to move the servo
piston and decrease opening as oil pressure
increases through the vane position control
solenoid valve
On Duramax engines using this turbocharger, an
analog position sensor with a movable tip rides on
the vane actuator cam and measures the vane

Created by Gus Wright Centennial College

position to provide feedback to the ECM.

Integrated in the sensor harness is a module
converting the analog signal to a digital signal
supplied to the ECM.

On Powerstroke 6.0L engines and VT-365 engines,

the end of VGT control valve has a mechanical
cam follower to provide positional feedback to the
valve.

Below: Detroit Diesel VPOD functioning to

control vane position VPOD = variable
pressure output device

Detroit Diesel uses VPODs variable pressure

output devices and an air operated actuator to
control the unison ring.

Created by Gus Wright Centennial College

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Turbocharger sensor functions

Speed, actuator position and pressure sensors
located on the turbocharger or intake system
provide feedback information to the engine control
module (ECM) in order to achieve optimal
operational conditions.
The engine control module (ECM) continually
monitors the position of the actuator mechanism,
engine operating conditions and driver demands.
Based on ECM programmed software instructions,
the ECM signals the actuator to move the actuator
control rod to a new position which slides the
nozzle ring (VGT) or blades (VNT) to achieve the
optimal required position.
OBD II diagnostic procedures allow the technician
to monitor the operation of these components.
Turbo-speed sensor
The turbocharger speed sensor located in the center
housing is a variable reluctance type providing
turbine speed data. This data is critical to prevent
turbocharger over speed conditions. By way of
comparison, the speed sensor is the substitute for
the wastegate used to prevent over speed
conditions. If over speed is detected, the ECM
controls will increase the nozzle width or vane
opening in the VNT to slow turbine speed.
The OBD diagnostic system will monitor turbo
operation using this sensor. When diagnostics tests

Created by Gus Wright Centennial College

Above: Sliding nozzle ring operation of

Cummins VGT

11

Created by Gus Wright Centennial College

are performed on the turbocharger of EGR system,
turbine speed is monitored to measure the speed
increase of decrease in response to actuator
opening and closing.

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Cooling VGT/VHT center housings
The bearing housing of the turbocharger and the
variable geometry actuator usually contain engine
coolant passages. The purpose of the coolant is to
reduce the operating temperature of the housings,
in order to increase the reliability of the position
sensor and DC motor. During the hot soak period,
when engine temperatures rise after the engine is
switched off, coolant circulates to remove excess
heat using convection currents.
VNT/VNT diagnostics
The OBD system continuously monitors the
operation of the VGT/VNT turbocharger operation
to detect any condition which could lead to
potential increases in exhaust emissions. DTC are
set for any associated sensor or actuator electrical
problems, under or over boost conditions, and
boost control position.

Exhaust backpressure sensor

An exhaust backpressure sensor may be used to
provide data regarding exhaust manifold pressure.
The VNT/VGT pneumatic type actuator will
change position in response to exhaust
backpressure data. This sensor is also important to
EGR system calculation for exhaust mass flow.
The OBD system will use the exhaust backpressure
data to check the rationality of data from other
sensors. This means that a comparison may be
made between boost pressure, turbine speed or
actuator position to ensure correct system
operation.
Other sensors
A compressor inlet temperature sensor and intake
boost pressure sensor are used to calculate air mass
to optimize combustion efficiency by matching
fuel rates and EGR gas mass flow to air inlet air
mass. The excess air ratio is accurately maintained
by adjusting boost pressure using this data. Sensor
operation is monitored by the OBD system.

The technician can initiate actuator performance

test used manufacturers diagnostic software. This
tests measure the speed change of the turbocharger
when the actuator closes and opens the vanes or,
moves the nozzle ring. Speed values included in
operating software will determine whether the
control mechanism is properly functioning. A
turbocharger that does not change speed when the
actuator test is performed likely has a defect
associated with the turbocharger or control circuits.
Glossary
section

of

terms

introduced

in

this

A/R ratio: Refers to the dimensions of a

turbocharger giving it flow characteristics. A
refers to the inlet area where R is the radius of the
volute. A/R is the area divided by the radius.
Exhaust backpressure: The amount of pressure
exerted by the exhaust system or turbocharger
against upward piston movement on exhaust
stroke. Exhaust back pressure lowers fuel
consumption and diminishes airflow through an
engine driving-up exhaust temperatures.

Created by Gus Wright Centennial College

Expansion ratio: The difference in the volume of
air and fuel mixture compared to its expanded
volume after combustion.
Centrifugal pumps: Centrifugal pumps have a
shaft mounted circular fan or turbine-shaped
component called an impeller. Air or a liquid
medium entering this turbine is thrown with
centrifugal force outwardly into the housing
enclosing the turbine. These pumps increase
efficiency or, output volume per revolution as
pump speed increases. At low speeds they will not
produce as much output volume per revolution as
they will at high speed.
Coking: Formation of a carbonaceous abrasive
material caused by baking fuel or lubrication oil.
Diffuser: Is the slot in the compressor housing
where area centrifugally thrown from the
compressor wheel enter the compressor housing.
Dynamic balance: Balance achieved on a rotating
component so it does not vibrate when in motion.
Hot or high soak period: Refers to the time
before an engine has cooled down after being
heavily loaded. The heat produced after an engine
has been to operating temperature and heavily
loaded penetrates many components with heat not
normally experienced during running condition.
Induction hardening: A process used to harden a
metal surface with heat. A coil of wire is wrapped
around the component and high amperage A/C
current is used to induce current flow on the
surface of the component through mutual
induction.
Supercharge: The use of a device to pressurize the
intake air supply to the engine combustion
chambers at higher than atmospheric pressure.
Supercharger: A device used to pressurize the
intake air supply to above atmospheric pressure.

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Rootes blowers or turbochargers are two common
types of superchargers.
Naturally aspirated: Refers to engine designs
which are not supercharged i.e. the air intake has
no turbocharger or supercharger.
Peak torque: The point in an engines power band
where the maximum torque is produced. This
corresponds to when the maximum amount of fuel
is injected into the cylinders per power-stroke.
Positive displacement pump: A pump having an
output volume which is the same for every
rotation. For example, one revolution would
produce 1 litre of volume. 100 revolutions
produces 100-litres.
Turbo lag: Generally observed to be the time
delay between hitting the throttle and the turbo
providing full boost. It is more accurately the time
required for a turbocharger to spool or accelerate to
a speed sufficient to produce maximum boost for
the engine load factor.
Thermal efficiency: Refers to the comparison
between the heat energy produced by burning fuel
and the amount of energy converted into
mechanical energy available at the flywheel.
Volumetric Efficiency: Comparison between
theoretical cylinder volume and actual volume
filled during operation
Transient emissions: Particulates and other by
products of poor combustion caused by turbo lag
and engine over fueling during acceleration.
Scavenging: Refers to the purging of exhaust
gases from the cylinder at the end of exhaust
stroke.
Spool: The acceleration of a turbocharger from
low to high speed rotation. The amount of time a
turbocharger takes to spool is referred to as turbolag.

Created by Gus Wright Centennial College

14

Valve overlap: Refers to the period at the end of

exhaust stroke and the beginning of intake stroke
when both the intake and exhaust valves are open.
Large overlap promotes better scavenging of
exhaust gases and improved cylinder charging.
Vibration sorting rig (VSR): A device used to
dynamically balance a turbocharger. Compressed
air is pushed into the turbocharger discharge to
spin the turbocharger and determine where
material needs to be remoeved from the turbine
and or compressor wheel.
Volute: Refers to the scroll or snail shell shape of
turbine and compressor housings.
Nozzle: Is the slot or opening of the turbine volute
or housing directing exhaust gases onto the turbine
wheel. The diffuser is the equivalent term for the
compressor housing.
Wide Open throttle (WOT): When the throttle is
depressed fully for maximum engine speed.
Below: Sliding nozzle open and Closed Holset

Above: Vibration sorting rig

The VSR Bench is designed to spin the complete
turbo assembly at real-life operating speeds, graph
the loads on the turbine shaft and display the angle
at which the imbalance is occurring. This allows
the shaft to be re-balanced without disassembly
and ensures a precise knowledge of the state of the
turbo being reinstalled.

Created by Gus Wright Centennial College

15

Actuator mechanism for unison ring of

VNT turbo

Above Airfoils and unison ring of VNT

turbo used on DT-466
Electric actuator motor for Cummins B
series VGT turbo