I thought I did pretty good. for a given constant flow rate, rpm drops when CIP increases. Pretty much basic centrifugal pump operation.
more twin turbo questions
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I thought I did pretty good. for a given constant flow rate, rpm drops when CIP increases. Pretty much basic centrifugal pump operation.
Knowing where the hot pipe is going to...all the way back to the bed should I still use 3" or go ahead an narrow it down to 2 1/2"?
3" or larger. 2.5 inch won't even support a NA 350hp engine. The longer a tube gets, the bigger it needs to be.
Okay. I just kinda thought that a smaller tube would hold in the heat better and have more pressure to spool the larger turbo better.
But like dad always tells me "You know better then doing your own thinking!"
Okay. I just kinda thought that a smaller tube would hold in the heat better and have more pressure to spool the larger turbo better.
But like dad always tells me "You know better then doing your own thinking!"
Your big charger is most likely going to be a T6 mount. That's already about the same size as a 3" tube, IIRC. Let me do a search.
I was wanting to use my Aurora 5000 as the larger charger. I know the stock A5K exhaust housing is to small so I was going to buy a larger housing. Anyone see any problems with this? Suggestions? Comments?
Appreciate all the advice guys!!!:hug:
Appreciate all the advice guys!!!:hug:
If you are using an A5000, you might go 2.5". It's only a T3 charger. Personally, I don't think it will large enough for the "big" charger, but might be good for the "small" charger.
depends on what his goals are... ats did twin a a2k and a3k with a a5k def be a strong towing setup.
Years back Clint(ats) had the large turbo mounted at the bottom of the downpipe, piping looked like a PITA, I think it was first compounded Dmax.
I wanted to put a much larger exhaust housing on the A5K. Wouldn't that make it better? I know its just a K31 turbo with a tight exhaust housing, so couldn't I just buy a larger housing and it be fine??
Heres a few gauge questions for you guys..
1 Should I install another EGT gauge in the Hot Pipe?
2 Should I have a boost gauge for the larger turbo only, and a "total"
boost gauge for both turbos? Or just a "total" boost gauge for both?
3 Should I have two drive pressure gauges? One before each turbo.
4 Will a mechanical 100psi work for the drive pressure gauges?
(the gauges I already have don't offer a electric boost gauge)
THANKS GUYS!!!
1 Should I install another EGT gauge in the Hot Pipe?
2 Should I have a boost gauge for the larger turbo only, and a "total"
boost gauge for both turbos? Or just a "total" boost gauge for both?
3 Should I have two drive pressure gauges? One before each turbo.
4 Will a mechanical 100psi work for the drive pressure gauges?
(the gauges I already have don't offer a electric boost gauge)
THANKS GUYS!!!
If you are using a boost gauge for a drive pressure gauge, I have heard the gauges will not last too long.. They get a soot build-up and will develop problems from what I heard. This is from a buddy that has first hand experience, take it for what it's worth.
I wanted to put a much larger exhaust housing on the A5K. Wouldn't that make it better? I know its just a K31 turbo with a tight exhaust housing, so couldn't I just buy a larger housing and it be fine??
getting an external waste gate would be better plue ads more tuniablity to the whole setup with waste gates on both big and small turbos
So you think I should forget getting a larger housing for A5K (K31) and just get an external wastegate?? Or do both??
An external gate would help more. No matter what housing you get it is still T3. Which does not flow enough to support the high cfm requirements of the Dmax well. A T4 housing would be better but you will then be at the limit of the turbine wheel flow. The A5K was designed for a smaller engine with poorer flowing heads then the Dmax. It works well on a Dmax but is far from ideal.
FWIW I am having turbine flow issues with my T4 GT42.
FWIW I am having turbine flow issues with my T4 GT42.
Yup, for the Lunatic Fringe, we outrun a GT4202R in the higher RPM ranges when not too long ago, a GT4202R was considered too big.
A T3 is a Cummins mount, meant to serve up 20lb of boost at 2600rpm in a 5.9L engine.
A T3 is a Cummins mount, meant to serve up 20lb of boost at 2600rpm in a 5.9L engine.
I'm far from an expert, but...
The comment about the small charger "freewheeling" isn't quite right in a true compound setup. Now, for sequential twins where there is a selection valve, that is where the small charger exits the equation and the big charger takes over. This is essentially what can be done with the Borg R2S system like on the 6.4 Powerstroke. From the literature you can also do compounding with the R2S but that's not what Ford is doing.
For true compounds, the pressure ratios multiply, which means that the small charger is most definitely doing work. Both units create a higher charge density and that's the only way to escape the PR of 3 or 4 cieling that you get with small/mid turbos. Competition compounds are the ones that make well over 100 psi with ease.
Does anyone know what's the highest pressure ratio ever achieved with a big single? I've seen maps for HX-82-class chargers that have a map that reads PR = 5.
The comment about the small charger "freewheeling" isn't quite right in a true compound setup. Now, for sequential twins where there is a selection valve, that is where the small charger exits the equation and the big charger takes over. This is essentially what can be done with the Borg R2S system like on the 6.4 Powerstroke. From the literature you can also do compounding with the R2S but that's not what Ford is doing.
For true compounds, the pressure ratios multiply, which means that the small charger is most definitely doing work. Both units create a higher charge density and that's the only way to escape the PR of 3 or 4 cieling that you get with small/mid turbos. Competition compounds are the ones that make well over 100 psi with ease.
Does anyone know what's the highest pressure ratio ever achieved with a big single? I've seen maps for HX-82-class chargers that have a map that reads PR = 5.
The highest map I have seen. I wonder what the maps looks like for some of the billet wheel HX 60 turbos.
