• Dec 3, 2007
Daimler is apparently getting tired of sourcing its turbochargers from outside companies, so it's enacting a three- to five-year plan than will make it one of the top three producers of our favorite power-adder.
The automaker currently gets about 50-percent of its turbos from IHI Charging Systems International in Japan, which produces about seven-percent of snails worldwide. Just Mercedes-Benz diesel models account for over 500,000 turbos used each year, and Daimler is right in thinking that demand for blown engines will continue to grow as consumers look for more fuel-efficient models that create similar power to their naturally aspirated counterparts.

The goal is to produce 600,000 units per year – up from 500,000 in 2006 – in a joint effort with a company based in Italy. The move will solidify Daimler as a leader both in manufacturing and technology that should pay dividends as more consumers look to turbocharged offerings in both North America and Asia.

Follow the jump for a breakdown of the largest turbo producers and their worldwide market share.

[Source: Automotive News – Sub. Req.]

Approximately 14.6 million turbos are sold each year and the following companies control the majority of the market.

Honeywell (Garrett): 56%
BorgWarner: 25%
IHI: 7%
Other: 12

Source: J.D. Power.


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  • 25 Comments
      • 7 Years Ago
      that pic above is not a Big Turbo,

      This is a Big Turbo
      http://img98.imageshack.us/img98/5499/post71187277929iy7.jpg
        • 7 Years Ago
        KW Mann? Ocean going diesel?
      • 7 Years Ago
      It's too late for Daimler once they created the name DaimlerChrysler it was over for them, the split makes no difference, they've been infected with the Chrysler gene, and like a cancer it is eating away at the heart of the company, a rot that can never be excised.

      The breakup was like a divorce after a really bad marriage with a horrible wench that takes all your money and leaves you sitting in the dirt with nothing, the guy is never the same again. Daimler is doomed, that's what you get for going to bed with Chrysler, a permanent case of the clap. :-)
      • 7 Years Ago
      Honywell is "Honeywell (Garrett)" but Borg Warner isn't "Borg Warner (KKK)"?

      Turbo demand will probably rise. Why I would want a Daimler though is beyond me. The Germans know how to make things over engineered and under-reliable.
        • 7 Years Ago
        BW own KKK/Schwitzer
      • 7 Years Ago
      Oh fantastic, that's just what the automotive business needs, turbos that fail every six months, because that's exactly the kind of crap Chrysler will produce.

      I've come to the conclusion that US auto manufacturers specifically direct their engineers and designers to include intentional design flaws into their parts causing them to fail after a certain period of time, thereby enormously increase the amount of service they can sell and factor into their budgets and overhead costs.

      I guess those ceramic turbos from IHI are just too damn reliable, and last too long. Chrysler will design a turbo that grenades on you, and takes out the engine block in the process. :-)
        • 7 Years Ago
        Frank

        Yeah, I used to work for a Chrysler Dodge Jeep Eagle Mazda Subaru dealership in the 90s, mechanic, and I will bash Chrysler till the day I die.

        I have respect for the Chrysler Corp. of the 60s and 70s, and even their comeback in the 80s, but but after working for them in the 90s I lost all respect for the Chrysler Corp. which is once again in the toilet where they rightly belong.

        Daimler jettisoned them because the division was dragging the company down, but it may have been too late, the mutated Chrysler gene can destroy any company, checked my comment below.

        I watched Chrysler screw up Jeep, which made a pretty good product until they started redesigning them. Now some of their jeeps are at the top of the Consumer Reports list of vehicles which have the least satisfied customers.

        Grand Cherokee (V6, gas)

        Jeep Commander (V6)

        The original Jeep Cherokee was an excellent vehicle, and that in-line six 4.0 L was a rocksolid motor that you could count on. Even the Grand Cherokees of the 90s which Chrysler redesigned, were pretty good because they retained a lot of the parts from the Cherokee, like the engine. But then Chrysler started putting the 318 in them, which was once one of the best V8's on the market, then they started failing left and right because of shoddy assembly-line procedures. Now these vehicles are total junk. It's a crying shame.
        • 7 Years Ago
        Aaron,

        Not only is Chrysler separate from Daimler (except for 20% because they want access to the new v6 engines and DSG tranny that Chrysler is developing (but Daimler will NEVER, EVER say that publicly)) - But, Chrylser turbos have been very reliable historically. Part of the reason is water the cooled jacket they designed around the turbo to cool the lubricating oil. Chrysler built more turbo powered models and cars than anyone for the US market in the '80's. Unfortunately head gaskets were another story, but they have nothing to do with turbos. Maybe your particular ride had a problem but that doesn't mean it happened with the many millions of happy turbo powered cars (myself included).

        see this link:
        http://www.allpar.com/mopar/22t.html
        • 7 Years Ago
        You really are that slow. It's almost sad.

        Can you read? Honestly, can you read or do you just look for cognitive shapes based on object/name association?

        Daimler means the Daimler Benz Group of companies, not Chrysler anymore.
        • 7 Years Ago
        i thought Daimler /= Chrysler anymore...
        • 7 Years Ago
        Can you even read?? The article clearly states DAIMLER is going to be developing them. Daimler is the name of a company that makes: Mercedes-Benz, Smart, Freightliner, Sterling etc... NOT Chrysler, which is now Chrysler LLC.

        Comprehension my friend....
      • 7 Years Ago
      Try Three Letters:

      VGT

      Variable Geometry Turbine

      No More Lag

      ***

      Okay, giggly time over.

      A V8 running a pair of BW/Garret VNT/VGT type 25 class units would be able to produce some serious power while making good economy. A Diesel of any type can see gains approaching 50% versus a fixed geometry system in stock form and upwards of 100% once you start spending some money.

      Turbochargers are the new black.
        • 7 Years Ago
        why not the LS2/LS7? : "There's no such thing as a no-lag gas turbo engine."

        Actually, that's not true in R&D: electrically-assisted turbos coming down the engineering pipeline will be lag-free.
        http://www.autospeed.com/cms/A_1250/article.html
        • 7 Years Ago
        There's no such thing as a no-lag gas turbo engine. The throttle plate does more damage than the air inlet (what is modified in a VGT). I think it's also likely there can't be a no-lag Diesel in the real world either, due to low air volumes at low revs.

        Anyway, VGT is not the revolution you act that it is. VGT just a continuously adjustable system that lets you best utilize the energy present in the exhaust gas stream to spin the turbo shaft. This sounds great, and it is. But a simple twin-scroll or dual entry turbo also can do this, it just isn't continuously adjustable. That is, it'll have a low-volume mode and a high-volume mode. These systems do work well to reduce lag from a standing stop. But the presence of these systems in the mass market already (Toyota shipped dual-entry in the MR2 in the early 90s and Mazda shipped twin-scroll in the RX7 in the late 80s) has stolen most of VGTs thunder.

        Turbos are a reactive system, working from the exhaust gas of the combustion of the engine, they'll never truly be lag free unless anti-lag systems like in the WRC are adopted.
        • 7 Years Ago
        Turbos are the new sliced bread lol
        • 7 Years Ago
        @ why not the LS2/LS7 -

        twin scroll volutes and the VGT are separate and compatible technologies.

        The point of the former is to eliminate exhaust manifold crosstalk, which would otherwise occur in banks of four or more cylinders in a four-stroke engine. Crosstalk implies poorly controlled hot EGR, resulting in poor combustion stability and fuel economy in low part load. Avoiding it means smoother running and better dynamic response at very low RPM. You can also reduce the idle speed.

        The point of a VGT is to reduce the effective throat cross-section of the turbine inlet when mass flow is low. This improves response dynamics but also increases stationary low-end torque without affecting rated power. This is especially relevant for manual transmissions, because the drivetrain controller cannot effect an automatic kickdown. In fuel economy terms, extra low-end torque means you can use longer gear ratios, forcing the engine to run at higher load and lower speed. This reduces internal friction losses, which are relatively high at low power levels.

        The trouble with a true, continuously variable VGT is that the mechanism requires very tight clearances between stator and the movable vanes. This is a manageable issue for diesels, whose exhaust is relatively cool even at full power because CI combustion is always lean. Stoichiometric gasoline engines feature higher temperatures, so the VGT mechanism has to be made from expensive exotic alloys. To date, the current 911 turbo model is the only production car with a gasoline engine sporting VGTs.

        A robust and much cheaper option, the VST, uses a sliding muff instead of vanes. This gives you two stable settings for the throat: either one scroll or both scrolls open. The downside is that you can no longer use the two scrolls to avoid exhaust crosstalk.

        A third option proposed by Ricardo is to use 20-30% of low-pressure externally cooled EGR, effectively leaning down the gasoline engine so an affordable VGT turbo can be applied. In addition, throttling losses are much reduced and there is no need to enrich the mixture at high load. Both measures save fuel but the net effect is that rated power is no better than the naturally aspirated base engine and possibly, lower.

        A fourth option is to use a small and a large turbo in sequence, as BMW has done on two of its diesel engines. This is more expensive than a single VGT but reduces turbo lag to a nearly imperceptible 0.15 seconds. Rated power is almost double that of the naturally aspirated base engine. In gasoline engines, achieving such low lag times means using a tiny turbo for the high pressure stage. Unfortunately, you cannot buy twin-scroll units below ~30mm turbine diameter. This re-introduces the crosstalk issue, which is why the TU Dresden suggests a bank size of 3 cylinders.

        A fifth option proposed by Swissauto Wenko is to use a single Hyprex pressure wave supercharger a.k.a. wave rotor instead of sequential turbos. The emissions and load step response issues with the original Comprex design have been solved with a more advanced control strategy. The technology is now viable for gasoline engines. Crosstalk can be avoided by splitting the wave chambers radially at a suitable diameter.

        Of course, you can always combine a mechanical supercharger with a large turbo as VW has done in the 125kW version of its 1.4L TSI, but this is very expensive option with modest fuel economy benefits at low RPM.
      • 7 Years Ago
      The small turbo in my V6 saab 9-5 I would say is "lag" free.

      I almost forgot that Chrysler is not part of Daimler any more, so I escaped the lashing some other chap took.
      • 7 Years Ago
      I wonder if they realize what they're getting into!

      Turbocharger design and manufacturing is a pretty intense blend of very hard science and very serious metallurgy and manufacturing.

      If they get it wrong and have quality problems, they'll turn many customers off of turbo powertrains for life. People still malign the reliability of turbochargers based on the ones produced in the 80s.

      And even if they do get it right, some factory in China may start churning out poor quality replicas and tarnish your reputation (happened to Mitsubishi turbos!)
      • 7 Years Ago
      Man that picture is older than dirt. It's from a GM diesel train engine correct?
      • 7 Years Ago
      I think it is funny when people say Chrysler infected Daimler! Not true at all.

      I have no comment about the turbos they plan to make.
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