Why not use variable nozzle turbos on rear mount STS kits?
09-30-2008, 01:42 AM
#21
please keep us all posted on how it goes! even if a second gate is needed to keep boost in check it still going to be a monster setup!
do you think there would be any problems with smaller turbos? say a T88? just thinking that a 88 would sppol pretty quick and still be able to deliver over 1000bhp!
ok so being serious, what are the downsides to the style of setup? if you need two gates then cost will go up a little. then there is getting the twin scroll housings on the bigger turbos. also what kind of AR would you be looking for on a LS1? do you want a 1.XX or one of the smaller ones??
Could this really be having yuor cake and eating it????
Chris.
do you think there would be any problems with smaller turbos? say a T88? just thinking that a 88 would sppol pretty quick and still be able to deliver over 1000bhp!
ok so being serious, what are the downsides to the style of setup? if you need two gates then cost will go up a little. then there is getting the twin scroll housings on the bigger turbos. also what kind of AR would you be looking for on a LS1? do you want a 1.XX or one of the smaller ones??
Could this really be having yuor cake and eating it????
Chris.
10-13-2008, 06:52 PM
#23
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Stingray, great idea you have there....I need to look at this from every angle and think about it. Its great you see somebody who likes to put their thoughts into action. GREAT JOB.
10-13-2008, 09:35 PM
#24
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The newer turbos are so much more efficient and able to make big power and still have great spool up. The wheels, housing and ball bearing make running larger turbos much more civil.
11-25-2008, 09:21 AM
#27
I have done what stingray guy did and it was awesome. First thing i tries was just bolting a plate in there to block one side. This resulted in at least double the compressor speed at idle on a large frame BW S400. I did plumb it in with my 60mm gate once like pictured and tried it, managed to get 10-12psi by around 3000, instead of the 3800-4k normally. I wound up not using it though as the car was completely uncontrollable and made over 700lb-ft when boost hit. I plan on doing a VERY large turbo on the LTx in the future, probably a S91 using this method.
11-25-2008, 10:29 AM
#28
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I have had this idea in my head for a while but I want to try and make a better flowing design using a Butterfly type valve and an internal wastegate actuator. it would be alot more streamlined but will require a valve plate that can withstand extrame temperatures and sealing the shaft where it penetrates the housing will be something I haven't quite figured out since any type of runner seals will be a moot point.. was thinking maybe something similar to the seal/piston setup in a turbocharger itself may work.
very cool idea!! something to get the best performance available from using a free flowing and super efficient sized turbo without having to push boost threshold into the 5500RPM range!
Chris
very cool idea!! something to get the best performance available from using a free flowing and super efficient sized turbo without having to push boost threshold into the 5500RPM range!
Chris
11-26-2008, 01:54 AM
#29
I have done what stingray guy did and it was awesome. First thing i tries was just bolting a plate in there to block one side. This resulted in at least double the compressor speed at idle on a large frame BW S400. I did plumb it in with my 60mm gate once like pictured and tried it, managed to get 10-12psi by around 3000, instead of the 3800-4k normally. I wound up not using it though as the car was completely uncontrollable and made over 700lb-ft when boost hit. I plan on doing a VERY large turbo on the LTx in the future, probably a S91 using this method.
got any pics of the setup??
Chris.
11-26-2008, 09:45 AM
#30
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I'm pretty sure that the whole point of the 2 inlets on the turbo is to feed two different points on the turbine so you get exhaust pushing it in 2 spots rather than 1 which speeds up spooling. If you close 1 of those off I think your going to get a restriction more than anything. I'd run your setup without blocking that 2nd port at all and see what your results are first.
but it sounds like a cool idea. lol
11-26-2008, 09:12 PM
#32
My understanding is the twin scroll turbos are completely seperate down to the wheel. Having all the exhaust pass by half the area would result in much quicker spool. Then when the turbo is spooled you open the second side. This spreads the exhaust across both scrolls and reduces backpressure. Right/wrong?
11-27-2008, 01:46 AM
#34
Chris.
11-27-2008, 12:59 PM
#35
My understanding is the twin scroll turbos are completely seperate down to the wheel. Having all the exhaust pass by half the area would result in much quicker spool. Then when the turbo is spooled you open the second side. This spreads the exhaust across both scrolls and reduces backpressure. Right/wrong?
12-13-2008, 04:08 PM
#38
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Why not do a real Twin Scroll setup? Instead of the Headers merging together into the turbo flange, have each header going to each side of the Twin Scroll flange. Match it with a large 1.0x TS Housing and you should get quicker spool, more tq, and more topend. Thats how alot of Imports get high tq/hp and fast spooling setups making for pretty wicked street cars. They split the Primary and Secondary cylinders to the TS Flanges. Ex, Cylinders 1+4 and 2+3. You can do this same thing with a Twin Turbo setup on the V8.
12-15-2008, 02:15 AM
#39
Why not do a real Twin Scroll setup? Instead of the Headers merging together into the turbo flange, have each header going to each side of the Twin Scroll flange. Match it with a large 1.0x TS Housing and you should get quicker spool, more tq, and more topend. Thats how alot of Imports get high tq/hp and fast spooling setups making for pretty wicked street cars. They split the Primary and Secondary cylinders to the TS Flanges. Ex, Cylinders 1+4 and 2+3. You can do this same thing with a Twin Turbo setup on the V8.
Chris.
12-15-2008, 02:18 AM
#40