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On reviewing the road test data, was I dealing with sticking deflector blades on the VG turbo, VG actuator failure, a vacuum system fault, or a sensor fault? Thus the turbo pressure can be adjusted to the optimum setting in response to a range of inputs. On this L200 the adjuster ring is operated by an actuator which is controlled by the solenoid valve this is then controlled by the engine ECU. This then sets the deflector blades to the desired angle. The deflector blade angle is adjusted by turning an adjuster ring. The result is the boost pressure is controlled without the need of a waste gate, which means a smaller turbo can be used to eradicate the lag you get from a larger ‘fixed’ turbo. This generates more leverage, making the turbine spin faster, which in turn gives greater torque at lower speeds.Īt higher engine speeds or loads the deflector blades are angled to allow the exhaust gas a larger gap to flow through, resulting in a lower gas flow velocity and slower turbine speed, which delivers lower torque. As a result, the gas flow velocity through the turbine increases and is directed to the outer ends of the turbine blades. At lower engine speeds or loads the deflector blades are angled to allow only a narrow passage for exhaust gases to pass through, so that the exhaust back pressure increases. The VG turbo controls the rate of gas flow through the turbine by adjusting the deflector blades, in order to increase or decrease the exhaust gas pressure on the turbine for the required boost pressure. VG turbochargers have been widely used on diesel engines for a while now, but how do they work and how are they controlled on this particular model of vehicle? This is controlled by a solenoid valve, which is controlled by the engine ECU, which in turn is provided with feedback from its sensors for load conditions.
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This L200 is a 4X4 114Bhp model which is fitted with a VG (Variable Geometry) turbo. This was why the engine management lamp had come on, but what was causing it? First looking at the boost pressure reading, I discovered at several points it had exceeded its maximum boost pressure of 200kPa (2.0 bar). When the vehicle was back at the workshop I reviewed the data I’d collected.