http://supraforums.com/forum/showthread.php?t=527336

i know this is the single section, and this is a twin setup, but i figured the link would be most viewed/appreciated in here.

I'm sure that there is a catch for this kind of setup on rotaries, but all i can think of is a compound boosted 20B layin down an easy 800 or so to the wheels. 2jz isnt nearly as delicate when it comes to higher boost is one thing that comes to mind, as well as the difference in EGTs.

any of the turbo gurus care to chime in and do some educating?

 

VERY INTERESTING!!! I wonder what can fit inside an FD engine bay with a setup similar to this for a rotary.

 

I've seen that thread. It looks like a great way to drastically increase intake temps and add complexity and maybe even boost control problems for all we know.

 

yeah, but dialed in....its a ************. 1000+whp and 20lbs by 2800rpm??!! yes please, do want. i'm just wondering what the setbacks are in regards to using an application like that on a rotary engine.

 

I just mentioned the biggest one: heat--that is, heatsoaking components and the resulting increase in both intake and exhaust temps. That is a much bigger issue on a detonation-prone rotary than on an inline 6. The second one may be boost control. They're both hard enough to manage with one turbo on an Rx-7.

 

That looks interesting although I would think for the money I would first try this:

http://www.sound-performance.com/p19...duct_info.html

Being that I have a 3 into 1 manifold my manifold flange is open and I would just need a twin scroll housing for my turbo.

This option sounds like at least half of the improvement of the compound turbocharger and way less than half the cost of a setup like that...not to mention that someone can fabricate one on their own if needed.

Chris

 

I think all this device would accomplish would be higher manifold pressure with reduced flow across the turbine. I think it would kill spool and power.


It wants me to log into the supra forms to view the thread, anyone want to quote it and post here?

 

I don't have time to quote the thread(at work) but I read it and people were very interested and they actually provided dyno proof of it working great. The flange has a sharp shape at the entrance where it divides both volutes to help divide flow and when it is open offers very little restriction and the cars tested had a very considerable spool reduction without a loss on the top end.

Makes sense to me.

Chris

 

I'd be interested in a EGT and EMAP log in combination with the dynos. Both before and after of course.

This info is much more important to us than it is to them.

 

Compounded stuff works well, I have good friends running over 200psi on their stuff. Would work fine on a rotary and don't think I haven't thought about it.

SP's flange works well as they've shown on their testing. But it is nothing new. Some Large frame garrett turbo's come that way right out of the box with that built into the housing.

 

Stop thinking and start DOING!

 

I am extremely eager to see how this pans out in the supra community, and i think even Rx7s and Skyline GT-Rs can benefit from this. After all, the new BMW 335 Twin Turbo engines are "compound turbocharged".

Good for Boost Logic.

 

WELL! seein how there shop is about 3miles from my house, hop on my bicycle, and check it out close up! sayin almost instant boost,with no loss on top end, so smooth you cant feel boost come in , mid range torque is incredible.
these guys are smart!! why do you think its called BOOST LOGIC, each person has a specific job, one super fabricator,
one a super mechanic and assembler,
one a super TUNER,
one a component getter!
one a clean up guy, and all around general.
and of course the BOSS , how smart is he, DAMIFINO. but he manages things quite well!!
YUP! he is Chinese

THX RON

 

last week one of there cars,I went for a street ride, a 300ZX with a 2JZ in it. dynoed 780whp.
5:00 pm on a friday traffic all around, 7000rpm in 3rd on a public road, after the rush,no fear at all(i did not say before the rush).
one of there customers (SW) an SC300-2JZ, 7.04 at 191mph, this is a complete street car full, A/C, Stereo, full interior, elec. windows, elec.seats, and looks like a show car, perfection.
I came away impressed. THX Ron

 

^I have no clue what you are talking about. You really didn't give any information on anything that has to do with this topic. You sound like you are advertising or something. I don't get it.


"*** Notes:
You will need the following in order for this valve to work
- Undivided exhaust manifold
- Divided exhaust housing on your turbo"

I guess that makes sense, because if you were divided you would be completely blocking off one of the rotors. This is basically just doing what the stock s4 turbos have then? An undivided manifold where it blocks one of the holes to the turbo. I noticed a big difference even with just the stock turbo when I correctly installed the solenoids and such.

This is very intriguing. I hope to see some people using this in the near future. I was going to sell my greddy log manifold, but I think I will hold onto it for now.

 

almost forgot, the same Supra,above,, top speed shoot out in TX, 250mph on the top of 5th not using 6th. gonna take some kinda special cars to beat them DAMN Supras, especially on the street .
you guessed right! nite racing around Austin is exciting, can you say over 200 on the hiways.
THX RON

 

lol, thanks.

 

Opps, looks like this thread has two topics going on. I got confused myself sorry. Carry on.

 

What the hell are you doing in Texas? Daytona get you bored?

 

https://www.rx7club.com/showthread.p...=flange+scroll

 

it's just not worth the money and complexity for 99% of the people out there

 

HI! Garret, im just wanderin around the country checkin out race shops, retired now, but havin fun.
in the sports car world, got all excited about Audi diesels R10 you guessed it they went so fast they banned them,diesels against gas cars,go figure?
when a big *** diesel pickup blows the doors off of your 10.50 RX7, its embaressing.
HEY! stay in touch. Thx RON

 

I'm ready to see someone do this with a rx7. I think it would be awesome. Full spool at 2500-3000 and still have the top end of a super big turbo.. ftmfw!

 

While it seems that this simple device works well, It could be improved upon. Instead of the butterfly type flap valve and post being located in the middle of the flange opening, like that of a throttle body, it would be much better off if the pivot post was positioned on top of the middle divide of the flange, and the flap laid over one of the openings. Once the valve is opened, the flap would swing out of the way, leaving the openings completely unubstructed. I wonder why they haven't done this...
I'm having it patented...don't even bother.

 

Because trying to keep a flapper in the direct flow of exhaust closed is a BITCH if the pivot is located anywhere other then the center! There’s tons of guys having boost problems with hybrid turbo's because the exhaust pressure and flow actually pushes the flapper open and causes laggy response. You'd have to run a extremely tight spring to keep it shut with that much surface area. Then you'd need a device to have to pull against that tight assed spring to open it. The pivot being in the center effectively gives a neutral feed back torsionally on the pivot. I'm not saying it won't work, just explaining some problems that will have to be overcome to make it work.

As for this compound turbo business. It’s not new, maybe the application, but this stuff has been around since WWII. It's a waste unless your planning on running really high boost levels. A properly sized single or a set of smaller parallel twins will accomplish more for less till you reach high boost levels. At that point it’s a dedicated race gas sucking drag car.

~Mike..........................