Originally Posted by
wwgkd
Good call. I've seen variable geometry turbos in large truck diesels for years and I don't understand why it hasn't been showing up more in sports cars. How did this technology go to big-rigs and pickups before making itself more popular in high performance cars first?
Variable geometry turbos have a hard time when fitted to petrol engines because the exhaust is much hotter. Only recently did the material technology become cheap enough to justify making VGTs for petrol engines.
Originally Posted by
wwgkd
Between variable valve timing and variable vane geometry it may finally be possible to if not completely fix then at least greatly decrease some of the problems with forced induction. Well, I'm sure a lot of you don't have as big a problem with it, but I'm of the purist naturally aspirated (ala McLaren F1) school and hate turbo lag, among other things.
Current turbocharged engines tend to have zero lag and flat torque curves that make large american V8s envious
Power, whether measured as HP, PS, or KW is what accelerates cars and gets it up to top speed. Power also determines how far you take a wall when you hit it
Engine torque is an illusion.