y-pipe revised 2.0
#29
Rotor Head Extreme
iTrader: (8)
personally thinking... that's a good idea. but think of it this way.. if the turbo start kicking in... the air will need to fill up the 1st chamber.. once they got to the top pipe... the air needs to be filled backwards toward to 2nd chamber and also the main pipe towards the IC.
due to the air travel, it need longer time to get to full boost...
if the Y pipe was not partitioned, it will immediately filled up the 1st chamber + 2nd chamber then the air flows toward the IC pipe and toward the IC....
between these 2, theorotically, partitioning it might delay the full boost by a few milli seconds... not noticeble. if you have a one way valve to block it from flowing towards the 2nd chamber... then it'll be faster... when the 2nd boost comes in.. it'll be instantaneous quick response...
due to the air travel, it need longer time to get to full boost...
if the Y pipe was not partitioned, it will immediately filled up the 1st chamber + 2nd chamber then the air flows toward the IC pipe and toward the IC....
between these 2, theorotically, partitioning it might delay the full boost by a few milli seconds... not noticeble. if you have a one way valve to block it from flowing towards the 2nd chamber... then it'll be faster... when the 2nd boost comes in.. it'll be instantaneous quick response...
100% agree!
#30
2/4 wheel cornering fiend
Everyone here (including the OP, at least with how he configured the animation on his drawings) has the wrong idea on the original concept behind inserting a divider into the y-pipe.
The concept is not to gain better primary turbo flow and improve response there; the idea is to improve flow from both turbos into the y-pipe/crossover tube once the secondary transition has occurred. Because both turbos are flowing into the y-pipe junction after transition, a lot turbulence (which hinders airflow) occurs because of the opposing turbos' airflow colliding at that point. The idea is to smooth the airflow into the intake tract, thereby theoretically improving flow (and hence, power) past the transition. Whether it actually accomplishes this to any noticeable extent is, yes, a matter of debate.
Oh yes, and this would theoretically benefit NS twins as well because of this concept.
The concept is not to gain better primary turbo flow and improve response there; the idea is to improve flow from both turbos into the y-pipe/crossover tube once the secondary transition has occurred. Because both turbos are flowing into the y-pipe junction after transition, a lot turbulence (which hinders airflow) occurs because of the opposing turbos' airflow colliding at that point. The idea is to smooth the airflow into the intake tract, thereby theoretically improving flow (and hence, power) past the transition. Whether it actually accomplishes this to any noticeable extent is, yes, a matter of debate.
Oh yes, and this would theoretically benefit NS twins as well because of this concept.
#31
Rotor Head Extreme
iTrader: (8)
Everyone here (including the OP, at least with how he configured the animation on his drawings) has the wrong idea on the original concept behind inserting a divider into the y-pipe.
The concept is not to gain better primary turbo flow and improve response there; the idea is to improve flow from both turbos into the y-pipe/crossover tube once the secondary transition has occurred. Because both turbos are flowing into the y-pipe junction after transition, a lot turbulence (which hinders airflow) occurs because of the opposing turbos' airflow colliding at that point. The idea is to smooth the airflow into the intake tract, thereby theoretically improving flow (and hence, power) past the transition. Whether it actually accomplishes this to any noticeable extent is, yes, a matter of debate.
Oh yes, and this would theoretically benefit NS twins as well because of this concept.
The concept is not to gain better primary turbo flow and improve response there; the idea is to improve flow from both turbos into the y-pipe/crossover tube once the secondary transition has occurred. Because both turbos are flowing into the y-pipe junction after transition, a lot turbulence (which hinders airflow) occurs because of the opposing turbos' airflow colliding at that point. The idea is to smooth the airflow into the intake tract, thereby theoretically improving flow (and hence, power) past the transition. Whether it actually accomplishes this to any noticeable extent is, yes, a matter of debate.
Oh yes, and this would theoretically benefit NS twins as well because of this concept.
100% agree with that too. This mod appears to cause a slight lag ( maybe not even noticable) of the primary turbo but yet benefits in the top end. Sounds like a good trade off.
#33
Diamond Cut Seven
iTrader: (4)
Join Date: Apr 2006
Location: with all the rare parts
Posts: 1,446
Likes: 0
Received 1 Like
on
1 Post
The Y-Pipe split mod ~
Saw it posted as a how to a while ago. Seem's the JDM boys do it too ~
http://page4.auctions.yahoo.co.jp/jp/auction/d73422202
http://page4.auctions.yahoo.co.jp/jp/auction/d73422202
#37
2/4 wheel cornering fiend
No, he didn't "create" it; the modification was featured in a Japanese magazine some time ago (which he mentions in the very first post).
While the divider appears as if it might "constrict" airflow from either of the turbos (probably what the one post means by "less volume"), the improvement in flow when both turbos are in full function was deemed worth any possible restriction (which would be very small IMHO, because neither turbo really flows that much by itself). For that reason, I don't see why this modification would benefit a NS setup more than a sequential setup, either.
While the divider appears as if it might "constrict" airflow from either of the turbos (probably what the one post means by "less volume"), the improvement in flow when both turbos are in full function was deemed worth any possible restriction (which would be very small IMHO, because neither turbo really flows that much by itself). For that reason, I don't see why this modification would benefit a NS setup more than a sequential setup, either.
#38
17 second FD
iTrader: (11)
Join Date: May 2006
Location: Poughkeepsie, New York
Posts: 2,436
Likes: 0
Received 1 Like
on
1 Post
This is just an observation, correct me if I am wrong.
#39
2/4 wheel cornering fiend
The volume into the secondary turbo portion of the y-pipe doesn't change-- that's the important part. The airflow doesn't have to flow "over the divider and into the secondary turbo's area" first before it flows into the y-pipe and crossover tube; all it will do is basically backfill that area once it pressurizes the intake tract, and there won't be any turbulence that would be any worse than that created by having to force the airflow past the open space in the secondary turbo duct if the divider wasn't there. Because the volume is the same, that aspect won't change, so there won't be any delay in response caused by this.
#40
Cheap Bastard
iTrader: (2)
In 1996 (I think??), Mazda engineers (very intelligent engineers) redesigned the y-pipe to flow better. I think it's a fair assumption that they tried a lot of different designs before coming up with the better flowing "efini" y-pipe. I would bet that they (very intelligent engineers) tried a similar design to the one in this thread, and found it to be inferior.
#41
Full Member
iTrader: (1)
Doesn't the charge control valve stop air creeping into the secondary?
The Charge Control Valve controls the transition from Primary to combined Primary and Secondary Turbocharger operation. When ever the pressure applied to both Chambers of the Charge Control Actuator are equal, the spring force of the Charge Control Actuator will open the Charge Control Valve.
Below 4500 RPM this actuator is ON, (actuator rod pulled in), this closes the valve between the Primary and Secondary Turbochargers. This valve seals the air passage the same way as a throttle butterfly valve.
The Charge Control Valve controls the transition from Primary to combined Primary and Secondary Turbocharger operation. When ever the pressure applied to both Chambers of the Charge Control Actuator are equal, the spring force of the Charge Control Actuator will open the Charge Control Valve.
Below 4500 RPM this actuator is ON, (actuator rod pulled in), this closes the valve between the Primary and Secondary Turbochargers. This valve seals the air passage the same way as a throttle butterfly valve.
#42
2/4 wheel cornering fiend
In 1996 (I think??), Mazda engineers (very intelligent engineers) redesigned the y-pipe to flow better. I think it's a fair assumption that they tried a lot of different designs before coming up with the better flowing "efini" y-pipe. I would bet that they (very intelligent engineers) tried a similar design to the one in this thread, and found it to be inferior.
That said, I'm not saying that the y-pipe divider modification is guaranteed to improve power either. I'm only explaining the concept behind it.
Thread
Thread Starter
Forum
Replies
Last Post
BLUE TII
Single Turbo RX-7's
10
09-26-15 10:12 PM