The war of the systems Turbo: 5 technologies that you’ll be able to find out very soon under your hood

fed engines are the future, and for that reason, manufacturers are witnessing a relentless war by surprise with the latest technologies related to the Turbo engines. There is everything for all tastes, but every manufacturer is betting on one way to understand the supercharging and downsizing. Turbos electric, multiple turbos combined, reciprocating displacement compressors… What 5 technology on Turbos we will be able to find próximanete under our hood?


The case Audi: Turbo-electric

How is the 2+1 Turbos in the Audi SQ7 TDI 435 HP?

Audi it was very clear for years, the best way of delivering benefits and efficiency in fed engines had to be through the use of electric compressors, also known as Turbos electric that we already tested in the Audi RS5 TDI Concept. Its approach as a system could not be more practical, using an electric motor to compress air and inject it directly into the combustion chamber from very low revs.

The use of electric compressors enables us to offer optimal performance regardless of the engine load, being used by Audi as a complementary system of turbochargers traditional large motors, turbo. Your drive requires just hundredths of a second, although by against requires a parallel installation of 48 volts. His debut commercial has been made in the Audi SQ7 TDI, variant sportier of the Audi Q7 with engine 4.0 V8 TDI with 435 HP.


The case BMW: the more Turbos the better

4 Turbos on a 6 cylinder engine, so will be the new super-diesel engine from BMW

BMW opted for supercharging by a turbocharger, and to this day has been forgotten of the naturally aspirated engines. In BMW have found a great ally in the turbocharger Twin-Scroll for petrol engines and the combined use of turbochargers in diesel engines. But how many turbos can be installed in a motor? BMW has set the bar very high, and it is that after submitting your engine 3.0 Diesel by combining 3 turbochargers, has now set the bar higher, confirming a variant of this 3.0 Diesel with 4 turbochargers and 400 HP.

The modular design is the inspiration of BMW, integrating two parallel systems with 1 variable geometry Turbo + 1 Turbo fixed for every 3 cylinders, which is equal to 2 + 2 Turbos. With this design manages to deliver a performance even better than the previous system 3 Turbo: 2 Turbos with variable geometry + 1 Turbo fixed. There is No doubt that the degree of complexity is high, this being the formula with which BMW hoped to plant the face of Audi and their technology of electric compressors.


The case Volvo: PowerPulse, Turbos and compressors

PowerPulse, a crazy idea of Volvo, but also has a 2.0 with Turbo and power 450 HP

we’re Not going to fool you, Volvo is capable of everything and the system PowerPulse is the proof. Instead of resorting to the electric compressors which you have already presented in prototype format in your engine 2.0 Turbo 450 BHP, for their engines turbo more powerful premiered the Volvo S90 has developed the technology PowerPulse.

If the petrol engines of Volvo combine turbo compressors and displacement compressors, motors turbo used turbocharger in series (1 variable geometry Turbo + 1 Turbo fixed), adding the system PowerPulse to achieve a better throughput and lower response time. The technology PowerPulse is based on a compressed air system whose sole purpose is to accelerate the turbine exhaust when making large power demands at low and medium loads of engine. This system, apparently simple, get that to the lack of exhaust gas to move the turbine, the air is induced directly on the turbine exhaust turbcompresor raise the revolutions of the same in a very short time.


The case Koenigsegg: hybrid design using 3D printing

Koenigsegg goes out of fashion and creates his own Turbo, 3D printing and the best of two worlds

Christian Von Koenigsegg, CEO of Koenigsegg, as we know it. Like other technologies such as the engines without camshafts, Koenigsegg are always looking to go a step beyond what is already known. One of their latest innovations is the manufacture of the turbcompresor 3D Printed Variable Turbo, a proprietary design, patented by Koenigsegg, which was presented in the Koenigsegg One:1 and that integrates las advantages of a turbocharger type variable geometry together with the design Twin-Scroll.

Manufactured in Titanium using 3D printing, this turbo stands out for its simplicity and effectiveness. Koenigsegg has created a double duct to direct the exhaust gases towards the turbine. This tube has in its interior with two divisions of different length and diameter for channeling the exhaust gases according to the engine load. A floodgate is in charge of activating a conduit, or the two, thus ensuring that the turbine will continue to receive sufficient pressure of the exhaust gas even when the engine load is very low.


The case Porsche and Volkswagen: variable geometry for all

Volkswagen and Porsche will opt for the logical, the experience of diesel applied to petrol engines with Turbos VTG

Although the Honda Legend Wing Turbo was the first car that used a turbocharger with variable geometry engines gasoline, we had to wait until Porsche and its Porsche 911 Turbo to see perfected this design in a car of higher production. Although the turbochargers of variable geometry are well known in the engines turbo, its use in petrol engines has always been limited because of the high exhaust temperatures (950-1000ºC) that forced the use of more expensive materials and poses a risk to the reliability of the system.

Now, after seeing Porsche take this idea to more of its models such as the Porsche 718 Cayman, and Porsche 718 Boxster, the Volkswagen Group has introduced its new engine 1.5 TSI where one of its main innovations will be the integration of a variable-geometry turbocharger. This motor which will develop power outputs of up to 175 HP will make possible the use of turbochargers with variable geometry engines, gasoline high-volume production thanks to the specific design of your exhaust system not to exceed the 880ºC.