The motor still has 4 head bolts per cylinder.. It won't make big power for long on the stock head bolts... At least that's my prediction.
Has the DMax been dethroned ?
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Thats what I was thinking. Give a Dmax a second turbo and we can run that fast with no nitrous.
and the difference between sequential and compound is???
AFAIK there is really onely two basic types
two one feed the other.. usually two diferent size turbos. (series, sequential , compound, inline etc)
and
two one feeds 1/2 the motor. turbos are hte same size. (parallel twins)
From Wkipedia:The 6.4 L Power Stroke, used in 2008 model year Ford Super Duty trucks, is a V8 turbodiesel engine. The engine has a sequential twin-turbo intercooled forced induction system [1]. The engine also uses a high pressure common rail fuel injection system [2]. It produces 350 hp (260 kW) at 3000 rpm and 650 ft·lbf (880 N·m) of torque at 2000 rpm [3].
Like this one.
[YOUTUBE]qQNNhRqRS1g[/YOUTUBE]
This is a good friends truck. He had a horrible launch 2.2 60 ft. normally 1.6x's
124mph in a 8000lb truck is 1000hp on the calculator. He dynoed 1004
:witch: edit to make purty video
That is a fast Ford, watched another video of it running 11.4. He needs to so some suspension work to keep the front end down, he'd do a lot better. Is he running #2 only? Or did I miss that in the thread?
The differences are briefly discussed here:and the difference between sequential and compound is???
AFAIK there is really onely two basic types
two one feed the other.. usually two diferent size turbos. (series, sequential , compound, inline etc)
and
two one feeds 1/2 the motor. turbos are hte same size. (parallel twins)
http://www.pistonheads.com/gassing/topic.asp?h=0&t=672538&d=10685.68324&nmt=
interesting , i wounder how they control the sequential tubo's , i am assuming wastegates of some sort ?
You're right. Point is, if an engine with 2 turbos is gonna be compared to something it should be another engine with 2 turbos.
I can see it on 2 scales stock vs. stock or twinned versus twined. but in my eyes stock to stock (how they rolled off the lot) is what matter
Sequential twin-turbo refers to a set up in which the motor utilizes one turbocharger for lower engine speeds, and a second or both turbochargers at higher engine speeds. During low to mid engine speeds, when available spent exhaust energy is minimal, only one relatively small turbocharger, the primary turbocharger, is active. During this period, all of the engine's exhaust energy is directed to the primary turbocharger only, lowering the boost threshold, minimizing turbo lag, increasing power output at low engine speeds and providing the benefits of a small turbo. Towards the end of this cycle, the secondary turbocharger is partially activated (both compressor and turbine flow) in order to pre-spool the secondary turbocharger prior to its full utilization. Once a preset engine speed or boost pressure is attained, valves controlling compressor and turbine flow through the secondary turbocharger are opened completely (the primary turbocharger is deactivated at this point in some applications, such as the third generation Mazda RX-7). At this point the engine is functioning in a full twin-turbocharger form (or as in the RX-7 with a single large turbo), providing the benefits associated with a large turbo, including maximum power output, without the disadvantages such as increased turbo lag.
Sequential twin-turbocharger systems provide a way to decrease turbo lag without compromising ultimate boost output and engine power. Examples of cars with a sequential twin-turbo setup include the 1986-1988 Porsche 959, the 1992-2002 Mazda RX-7 Turbo (FD3S), the 1993-1998 Toyota Supra Turbo (JZA8x), and the 1994-2005 JDM Subaru Legacy GT, GT-B, RS, RS-B & B4. With recent advancements in turbocharger design, and reductions in lag this has made possible, sequential twin turbo systems have fallen out of favor because they are seen as unnecessarily costly and complex.
Sequential twin turbo can also refer to a system where the output pressure must be much greater than atmospheric. In this case, two similarly sized turbochargers are used in sequence but with both operating all of the time. In this case the first turbo boosts pressure as much as it can (for example to three times the intake pressure) then the second turbo takes this charge and increases it further (for example to an additional three times intake pressure, for a total boost of nine times atmospheric pressure) to a pressure not possible by a single turbo. This is commonly found on piston engine aircraft which usually do not need to rapidly raise and lower engine speed (therefore turbo lag, while still present is not a problem) and where the intake pressure is quite low due to low atmospheric pressure at altitude, requiring a very high pressure ratio. High-performance diesel engines also sometimes use this configuration, since diesel engines do not suffer from pre-ignition issues and can use significantly higher boost pressure than Otto cycle engines.
WIKIPEDIA
Sequential twin-turbocharger systems provide a way to decrease turbo lag without compromising ultimate boost output and engine power. Examples of cars with a sequential twin-turbo setup include the 1986-1988 Porsche 959, the 1992-2002 Mazda RX-7 Turbo (FD3S), the 1993-1998 Toyota Supra Turbo (JZA8x), and the 1994-2005 JDM Subaru Legacy GT, GT-B, RS, RS-B & B4. With recent advancements in turbocharger design, and reductions in lag this has made possible, sequential twin turbo systems have fallen out of favor because they are seen as unnecessarily costly and complex.
Sequential twin turbo can also refer to a system where the output pressure must be much greater than atmospheric. In this case, two similarly sized turbochargers are used in sequence but with both operating all of the time. In this case the first turbo boosts pressure as much as it can (for example to three times the intake pressure) then the second turbo takes this charge and increases it further (for example to an additional three times intake pressure, for a total boost of nine times atmospheric pressure) to a pressure not possible by a single turbo. This is commonly found on piston engine aircraft which usually do not need to rapidly raise and lower engine speed (therefore turbo lag, while still present is not a problem) and where the intake pressure is quite low due to low atmospheric pressure at altitude, requiring a very high pressure ratio. High-performance diesel engines also sometimes use this configuration, since diesel engines do not suffer from pre-ignition issues and can use significantly higher boost pressure than Otto cycle engines.
WIKIPEDIA
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short hand, compound and sequential turbos are the same except sometimes in a sequential setup gases are exhausted after the top (small) turbo. Apparently?
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cat does the same thing... functional wise its a compound trubo setup.. with their twin turbos.. calling it "sequentail twin turbo" its a compound setup
easier example.
thermostat we all know what that is..
catapillers dont have thermostats. they are temperture regualting control valves.
its a compound twins with a VVT as the primary. just churched up to sound more intelagent........ and try to muke us simple fold feel stupid
Right, they are pretty small.
IIRC there was something about it over at the Place, they said that it pushes about the same CFM as the LBZ turbo. ~<500 CFM??
Could be mistaken. But they are small.
I disagree - if you are comparing stock to stock congrats to them for having 2 turbos from the factory. Otherwise you could only compare 6.6L engines to another 6.6L engine.
cat does the same thing... functional wise its a compound trubo setup.. with their twin turbos.. calling it "sequentail twin turbo" its a compound setup
easier example.
thermostat we all know what that is..
catapillers dont have thermostats. they are temperture regualting control valves.
its a compound twins with a VVT as the primary. just churched up to sound more intelagent........ and try to muke us simple fold feel stupid
Not the way I read it. I don't think the big turbo feeds into the small turbo. They both feed into the intake manifold seperately. See picture below.
