Nothing besides 7-9 pounds of weight loss (they weren't sure exactly how much)

 

The new housings look pretty amazing with the quick spool valves built into them.

 

anyone have pictures of the QSV'd EFR's? I'm curious how they implemented them.

 

+1

 

Here ya go

Taken from this page:
http://www.motoiq.com/MagazineArticl...4-Part-II.aspx

 

Thanks!

 

That quick spool valve design looks interesting...

 

Quick spool valve is more effective than utilizing the twin scroll for spool up? I would hope so considering it adds weight and another component that can fail.

What turbos in the EFR line have the aluminum CHRAs at this point?

 

I agree with you, I would really like to see some data comparing using just a true twin scroll to using the QSV as well. Interesting.

 

All the flow is being forced down one volute. This gives higher exhaust velocity, so higher driving force for pushing the turbine wheel. I'm sure its only intended to be used at lower rpms where there is not much exhaust gas volume. For rpms above the boost threshold of the turbo in its TS configuration, I'm sure the QSV is not meant to be used.

 

Yup.
That's exactly why there is a plain Jane wastegate actuator attached to it.
Once it reaches it's desired boost level, the flap will shut.

 

In 1992 Garrett did variable turbine housing for Peugeot 405 T16. For those not familiar there was street version of 405T16. It was 220hp 4wd.It was in production from 1992-1995.
Anyway it also had two actuator one for wastegate and the other for VAT system.Turbo was called VAT25.

Here's the pic:

 

thats a really cool design. hopefull for some back to back results with it.

 

Yes, but this turns the TS into a SS until the QSV goes over. Once a turbo is up and running, what is the difference between a SS and TS?

Essentially, this eliminates the separation of exhaust impulses funneled down into their own turbine entry. So, does reducing the volute size at the expense of eliminating the exhaust impulse separation from each bank of cylinders result in increased spool to offset the increased weight and complexity? For BW to do this I would have to assume that this is the case but I would like to see some information to prove this is the case.

 

My bet is that exhaust velocity wins in this case. But again, I doubt there is a need to invoke the QSV when the turbo is within its "natural" powerband, i.e, if the boost threshold without the QSV is 4000 rpm, then I would think that for anything above 4000 rpm, the QSV is not needed.