T3 Twin scroll turbo?
Feb 2, 2009, 10:47 AM
#32
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Feb 2, 2009, 11:40 AM
#33
Volume is NOT everything.
If it was the bigeest hotside on every turbo on every application would be best, HUGE runners would be optimal... lots of things.
Getting a turbo to spin is a balance of minimizing restrictions in flow, retaining heat, and retaining velocity. This is difficult to do well, and in order to do it the pieces must be individually built and or tailored to each situation.
A twin scroll manifold and hotside delivers so much more EXHAUST energy (via a couple of the benefits mentioned above) that you effectively NEED a bigger A/R to allow for the extra energy to be used up by the turbine.
Scorke
If it was the bigeest hotside on every turbo on every application would be best, HUGE runners would be optimal... lots of things.
Getting a turbo to spin is a balance of minimizing restrictions in flow, retaining heat, and retaining velocity. This is difficult to do well, and in order to do it the pieces must be individually built and or tailored to each situation.
A twin scroll manifold and hotside delivers so much more EXHAUST energy (via a couple of the benefits mentioned above) that you effectively NEED a bigger A/R to allow for the extra energy to be used up by the turbine.
Scorke
Feb 2, 2009, 12:26 PM
#34
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Volume is NOT everything.
If it was the bigeest hotside on every turbo on every application would be best, HUGE runners would be optimal... lots of things.
Getting a turbo to spin is a balance of minimizing restrictions in flow, retaining heat, and retaining velocity. This is difficult to do well, and in order to do it the pieces must be individually built and or tailored to each situation.
A twin scroll manifold and hotside delivers so much more EXHAUST energy (via a couple of the benefits mentioned above) that you effectively NEED a bigger A/R to allow for the extra energy to be used up by the turbine.
Scorke
If it was the bigeest hotside on every turbo on every application would be best, HUGE runners would be optimal... lots of things.
Getting a turbo to spin is a balance of minimizing restrictions in flow, retaining heat, and retaining velocity. This is difficult to do well, and in order to do it the pieces must be individually built and or tailored to each situation.
A twin scroll manifold and hotside delivers so much more EXHAUST energy (via a couple of the benefits mentioned above) that you effectively NEED a bigger A/R to allow for the extra energy to be used up by the turbine.
Scorke
Feb 2, 2009, 01:03 PM
#35
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The problem for us is we aren't OEMs with virtually unlimited turbo options. Our TS turbo options are very limited and the twin scroll systems are usually much more costly. The question for each of us is more a practical matter. Does one of the TS turbo options match your specific needs and does it out perform the single scroll options by enough margin to justify the extra cost.
To the OP, the BW S256 matches your goals and should be the most responsive turbo to do so.
Feb 2, 2009, 01:12 PM
#36
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Last edited by Shearer; Feb 2, 2009 at 01:15 PM.
Feb 2, 2009, 02:25 PM
#38
That is a way to put a trendy spin on it. Or it simply needs a larger a/r since the divider that runs through the exhaust housing is not calculated into the A/R ratio. Essentially reducing the overall volume of the housing when compared to an open inlet housing of the same size. You're not the only one. It does work, just not like everyone says it does or as good as they want to believe it does. As Flava Flav once said "Don't Believe the Hype".
j/kflavaaaaaflaaaav
Last edited by Geoff Raicer; Feb 2, 2009 at 02:33 PM.
Feb 2, 2009, 02:51 PM
#40
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I am saying 400 whp on pump because is the max that we think we can push on the stock engine being reliable. I can drop some pistons in to hold 500, I also have access to E85. I read some of your threads on NASIOC and it say that your 35R can out sool a 30R single scroll, so just wonder what will the 6262 will do on twinscroll if that guy spool the single scroll version by 4500. How much do you think I will make on pump gas with 6262 500whp?
Feb 2, 2009, 03:21 PM
#42
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Yeah, just to put that A/R thing to bed once and for all, let me clarify.
Rest assured that the "A" (in A/R) of twin scroll housings represents--like in a single scroll--the actual cross-sectional area of the actual flow paths.
Rest assured that the "A" (in A/R) of twin scroll housings represents--like in a single scroll--the actual cross-sectional area of the actual flow paths.
Feb 2, 2009, 07:44 PM
#44
That is a way to put a trendy spin on it. Or it simply needs a larger a/r since the divider that runs through the exhaust housing is not calculated into the A/R ratio. Essentially reducing the overall volume of the housing when compared to an open inlet housing of the same size.
You're not the only one. It does work, just not like everyone says it does or as good as they want to believe it does. As Flava Flav once said "Don't Believe the Hype".
You're not the only one. It does work, just not like everyone says it does or as good as they want to believe it does. As Flava Flav once said "Don't Believe the Hype".
If this is such black magic, and "Hype" why don't you stop buying into it yourself and only make open scroll housings
because all the people you sell them to are forced to use divided housings, yes, but perhaps its becaue to make 800 whp on a 2.0 livable you need divided housings.I'll take Mitsubishi R&D over the amount spent by any vendor on here on developing and testing turbo designs.
Unless I see a post from a Garrett employee themself I am going to keep believing those that bring scientific proof of its benefits to the table rather than those that throw out statements like "don't believe the hype" that I am more than willing to supply you with for about a grand
Scorke