Twin Sequential Upgrade: Possible?
#1
Junior Member
Thread Starter
Twin Sequential Upgrade: Possible?
I was wondering if its possible to hook up two aftermarket turbos sequentially using the stock FD hardware design (solenoids, hoses, etc.). This is purely theoretical; trying to overcome airflow issues with the stock twins and response issues with larger single turbos. Obviously, there would be fabrication and "retrofitting" (for lack of a better word) of some kind, but could it be done using mainly what was supplied by Mazda for the FD?
(Mods: If this happens to be in the wrong section, feel free to move it; just figured it would be best suited here)
(Mods: If this happens to be in the wrong section, feel free to move it; just figured it would be best suited here)
#5
Junior Member
Thread Starter
I'm guessing it wasn't done on a street car then, considering the cost. Could it be a possible alternative to a single on (for example) a 20B track car (20B swaps are fairly expensive by themselves, anyway). I'm really only interested to see if its possible; just a curiosity thing. Financially viable, it obviously is not--for most, anyway.
#6
Mr. Links
iTrader: (1)
I'm guessing it wasn't done on a street car then, considering the cost. Could it be a possible alternative to a single on (for example) a 20B track car (20B swaps are fairly expensive by themselves, anyway). I'm really only interested to see if its possible; just a curiosity thing. Financially viable, it obviously is not--for most, anyway.
Is it possible? Yes. Is it desirable given what is available today? No.
#7
Moderator
iTrader: (7)
To summarize what's been said a different way, the limitations of the stock turbos are 1) power, 2) heat 3) complexity/reliability.
A single turbo of various sizes improves on all 3. An aftermarket twin turbo (BNR's) improve on power and heat but are really the same packaging and are usually chosen as an easy drop-in upgrade over a set of burned-up stock turbos.
For a true aftermarket set of twins, you'd need to replace the turbos as well as everything that valves around it if you intend to maintain the sequential operation. By far this is the most complicated solution - and while it can probably be done to improve on heat, reliability, and power, it would take a lot of work and nobody has a "kit" for it. It would be interesting to see if you could find weld-in valves and doors that can withstand the raw exhaust temperatures that the stock system puts up with.
David
A single turbo of various sizes improves on all 3. An aftermarket twin turbo (BNR's) improve on power and heat but are really the same packaging and are usually chosen as an easy drop-in upgrade over a set of burned-up stock turbos.
For a true aftermarket set of twins, you'd need to replace the turbos as well as everything that valves around it if you intend to maintain the sequential operation. By far this is the most complicated solution - and while it can probably be done to improve on heat, reliability, and power, it would take a lot of work and nobody has a "kit" for it. It would be interesting to see if you could find weld-in valves and doors that can withstand the raw exhaust temperatures that the stock system puts up with.
David
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#8
Rotary Motoring
iTrader: (9)
As stated by others but in another way.
The bottleneck on the stock sequential turbos seem to be the shared turbo outlets which deadhead into each other and turn 90 degrees into the downpipe.
I cite as evidence that people have made 400RWP but not much more at varying boost levels on-
stock ports & stock turbos
ported motors & stock turbos
ported motors and larger compressor/exhaust wheel turbos in stock housings
non sequential larger compressor/exhaust wheel turbos with ported/modified manifold/external wastegate in stock housings
If you eliminate this stock layout you are into the complexity and custom set up that will cost a lot of money and/or take a lot of time/skill.
The bottleneck on the stock sequential turbos seem to be the shared turbo outlets which deadhead into each other and turn 90 degrees into the downpipe.
I cite as evidence that people have made 400RWP but not much more at varying boost levels on-
stock ports & stock turbos
ported motors & stock turbos
ported motors and larger compressor/exhaust wheel turbos in stock housings
non sequential larger compressor/exhaust wheel turbos with ported/modified manifold/external wastegate in stock housings
If you eliminate this stock layout you are into the complexity and custom set up that will cost a lot of money and/or take a lot of time/skill.
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10-17-20 03:25 PM