Lextreme II
Active Member
No I am not thinking of doing this... just would like to show some pictures that twin charging is possible but I am not doing it...... However, here are some pictures...
I was thinking......... Nah.. JK
- Thread starter Lextreme II
- Start date
The 1UZFE EGR Delete Kit is available for sale here.
I 2nd that...
This is a joke post..... however, with good turbo system a serial would be possible.
Can you change the boost on a compound setup? I have driven a V8 diesel with a compound turbo and yeah it had boost at idle.
Lextreme II
Active Member
I wouldn't run jack from that manifold. That was just the thing i throw in when I was bored. I would use 4 to 2 and 2 to one type.
stevechumo
Active Member
Is that the little cool Able guy? :la:
Lextreme II
Active Member
Yeah... wanna see his biceps? That boy has some guns....
I 2nd that...
Tomasberkut
New Member
Would you run it sequential or serial ?
stevechumo
Active Member
This little guy is lovely. He always comes out to see what his Dad does to the cars. Quality Assurance Analyst and a racer.
Lextreme II
Active Member
Tom,
This is a joke post..... however, with good turbo system a serial would be possible.
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LondonBenji
New Member
Do it dude, comeon, you know you wonna 
Tomasberkut
New Member
I am really interested in this thread and pictures even if its a joke as i find "twincharging" the ultimate way of building a high power, responsive engine.
I used to own a Ford Escort RS Turbo wich had a small 1.6 litre engine with a T3 turbo, boosting from 3000rpm. Power is a really great thing, controll over it is a knother. 220bhp in a 1800lbs car is preety fast, still throttle response was on the laggy side even at high rpm's, as well as power controll. The car was a FWD so it was really pushing the driver in terms of throttle controll.
On the other side, compressors use large amounts of power off the cranckshaft providing exellent throttle response, unfourtenetly the engine losses its "puff" at higher rpm.
I think running the system in a serial configuration is a waste, unless in very high power applications.
The systems needs to be sequential with a electromagnetic clutch on the compressor and a set of valves controlling the air flow through the system, very much like the VW Twincharger system wich i find brilliant.
I think its possible to do using pneumatic actuation only with a few tricks. Still, some computer controll wouldnt hurt
I used to own a Ford Escort RS Turbo wich had a small 1.6 litre engine with a T3 turbo, boosting from 3000rpm. Power is a really great thing, controll over it is a knother. 220bhp in a 1800lbs car is preety fast, still throttle response was on the laggy side even at high rpm's, as well as power controll. The car was a FWD so it was really pushing the driver in terms of throttle controll.
On the other side, compressors use large amounts of power off the cranckshaft providing exellent throttle response, unfourtenetly the engine losses its "puff" at higher rpm.
I think running the system in a serial configuration is a waste, unless in very high power applications.
The systems needs to be sequential with a electromagnetic clutch on the compressor and a set of valves controlling the air flow through the system, very much like the VW Twincharger system wich i find brilliant.
I think its possible to do using pneumatic actuation only with a few tricks. Still, some computer controll wouldnt hurt
twin charging is pointless unless you have a good but of green on you. the supercharger will still start to lose efficiency at high RPM, regardless of the turbo piped to it. unless of course you have some great engineering and computer hardware. otherwise it's a waste of time.
if you want high boost and low lag, try a compound system with smaller sized turbos.
if you want high boost and low lag, try a compound system with smaller sized turbos.
Can you change the boost on a compound setup? I have driven a V8 diesel with a compound turbo and yeah it had boost at idle.
if you can think of it, there is a way to get it done. but i'm not sure how. i read something about a bypass valve or something to that effect in the exhaust, but it has been a while since i last researched it, so i'm not sure of the technical name. it was located between the two turbos, in the downpipe off the first turbo.
