Triple turbo 3 rotor?
#1
Fway-ming dwagen
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Triple turbo 3 rotor?
I tried searching... but didnt even know where to start.... lol
Does anyone have info on this car??
http://huntngtest_mo21.tripod.com/modify/st-18.html
Does anyone have info on this car??
http://huntngtest_mo21.tripod.com/modify/st-18.html
Last edited by hwnd; 08-06-11 at 02:31 PM. Reason: Added URL
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#8
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It is pointless, considering that you can size one single turbo to provide the same airflow and compression of two smaller turbos. There's no difference if you size them correctly, other than the weight and complexity, both of which will be lower with a single turbo setup.
#9
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man where is ReTed when you need him! that's like his favorite car.
i think the shop that built it is axia tuning or something, its from the 90's and look, stock ignitors, stock ignitors = stock ecu!
i think the shop that built it is axia tuning or something, its from the 90's and look, stock ignitors, stock ignitors = stock ecu!
#12
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It is pointless, considering that you can size one single turbo to provide the same airflow and compression of two smaller turbos. There's no difference if you size them correctly, other than the weight and complexity, both of which will be lower with a single turbo setup.
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Last time I checked, volume is dictated by engine. Cooling fan also moves a lot of volumetric air
Its same as ridiculous discussions about boost and saying that given boost on stock twins is different to same boost on larger single. It doesn´t. Boost is consequence of flow, so as long as temperatures are in check - and after intercooling they can be very same, and boost is same, then flow is same. In reality it isn´t, but answer doesn´t lies in compressor but in turbine and VE% of whole combination.
In regards of discussion about single vs. twin vs. triple etc... Single turbo supporting given flow at given pressure ratio with reasonable efficiency will be most efficient and practical approach. Why? Larger frame turbochargers are inherently more efficient than smaller units. Aerodynamic reasons, percentage of clearances, air gaps heat loss etc...
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That doesn't even begin to take into account the turbine blade and housing design, which will again affect what the efficiency of the turbo will be, as will the piping downstream of the turbo.
#17
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Oh boy
Last time I checked, volume is dictated by engine. Cooling fan also moves a lot of volumetric air
Its same as ridiculous discussions about boost and saying that given boost on stock twins is different to same boost on larger single. It doesn´t. Boost is consequence of flow, so as long as temperatures are in check - and after intercooling they can be very same, and boost is same, then flow is same. In reality it isn´t, but answer doesn´t lies in compressor but in turbine and VE% of whole combination.
In regards of discussion about single vs. twin vs. triple etc... Single turbo supporting given flow at given pressure ratio with reasonable efficiency will be most efficient and practical approach. Why? Larger frame turbochargers are inherently more efficient than smaller units. Aerodynamic reasons, percentage of clearances, air gaps heat loss etc...
Last time I checked, volume is dictated by engine. Cooling fan also moves a lot of volumetric air
Its same as ridiculous discussions about boost and saying that given boost on stock twins is different to same boost on larger single. It doesn´t. Boost is consequence of flow, so as long as temperatures are in check - and after intercooling they can be very same, and boost is same, then flow is same. In reality it isn´t, but answer doesn´t lies in compressor but in turbine and VE% of whole combination.
In regards of discussion about single vs. twin vs. triple etc... Single turbo supporting given flow at given pressure ratio with reasonable efficiency will be most efficient and practical approach. Why? Larger frame turbochargers are inherently more efficient than smaller units. Aerodynamic reasons, percentage of clearances, air gaps heat loss etc...
Now answer one question: how many of you internet scientist warrior on this forum make over 900hp? It is easy to pretend how smart you on the internet? In afew week we are having Gabby fly over here to tune my cousin twinturbo 2 rotor.
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The only way that boost on stock twins and boost on a larger single would be the "same" at the same psi is if they both have the same efficiency at that boost and airflow. Looking at just the compressor maps of aftermarket turbos, you can clearly see that different compressors will flow different amounts of air or be more or less efficient at a given pressure ratio. They'll also do this at various different shaft speeds.
As above, I hope we are on the same boat
#19
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All bullshit aside, the real benefit I can see to this kind of setup is isolating the exhaust pulses to minimize interference between them before the turbine. This can show gains in spool on a fully divided manifold/turbo on a 2-rotor, as Mazda did going from the S4 to S5 design turbos, so I don't see why it wouldn't be significant with a third exhaust pulse. Being as though there aren't any mass produced triple-inlet manifolds, this would be the only logical way to isolate the pulses. That's my logic anyways... Where's Arghx with his SAE papers...
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don't forget that it looks cool, nobody's seen the car run in a decade, or even at all, but we're still talking about it.
#22
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I've got to be honest here - there is a bit too much bench racing.
On race set ups twins work better (in this respect) because you are in the power band much faster and there is less lag with two smaller twins flowing the same amount of air as opposed to one big one. As far as turbos go, you want airflow instead of boost. Pressure is resistance to flow nothing more. You can put down major power with either twins or a single it just depends on what you are trying to build and how much horsepower you want to make.
In regards to the weight - i highly doubt its enough to affect on the car.
Chances are, the sub-optimal tune will hurt the car's power output more so than some extra piping. The exhaust manifolds are overly simple on these too. no collector needed.
If you disagree with me - bring something other than your Smokey Yunick ideas and let's hash it out.
On race set ups twins work better (in this respect) because you are in the power band much faster and there is less lag with two smaller twins flowing the same amount of air as opposed to one big one. As far as turbos go, you want airflow instead of boost. Pressure is resistance to flow nothing more. You can put down major power with either twins or a single it just depends on what you are trying to build and how much horsepower you want to make.
In regards to the weight - i highly doubt its enough to affect on the car.
Chances are, the sub-optimal tune will hurt the car's power output more so than some extra piping. The exhaust manifolds are overly simple on these too. no collector needed.
If you disagree with me - bring something other than your Smokey Yunick ideas and let's hash it out.
#23
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It is, but the design of the turbo can also affect the VE of the system a little bit. However, you are basically correct, and the person you were correcting is well-known for his lack of education in physics. Don't even bother trying to explain it to him.
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Would you share your thoughts on this topic?