I brought this up once before somewhere. Maybe here a while back. Now I'm actually in a position ready to move on it in a real world project. So also seeking some serious advice on sizing, but in true parallel twins rather than compounded.
The electronics are actually the easiest part. Control options are now out there.
First for the "Rich" at heart, Bosch MS 15.1 ECU will control twin VNT's out of the box. That box runs just a little over 5k now without the harness. I priced one last month from a motorsport dealer. Big price reduction from a year or so.
Option 2; Pick up a couple non-feedback VNT turbos like the Garrett GT3782VA or PowerMax GT3788VA for a Ford 6.0L. Those models don't look at the vane position like the GM does. They basically take voltage in equals positoin X. Long as your pumping both into the same intake, things should even out. I'm leaning towards this for testing first.
Third; We build a little micro-controller similar to a dual CP3 setup that manages both turbos. It takes the position value being sent by the ECM and splits that to each turbo. On the other side, same box looks at each turbo vane position and give the ECM back an average of the two. This unit could also be designed to keep them in check. I could whip out a few of these in a prototype pretty quickly.
Option 4; Audi is way ahead of the curve on the parallel setup, and it's out there in the VW Touareg v10 TDI and A8. As 2014 they were running 2x ECM's linked up to manage each VNT turbo. Not sure of the reasoning there, but it runs and drive... After that whole EPA thing, probably find em cheap.. lol.
That's what I have to donate so far.
Now what size option VNT's are out there? And what would you pick to manage 1100 flywheel hp with enough air to operate at sub 1400 EGT's, stay spooled up under heavy load around 2200R's, and not run out at 4400R or so?
If someone educated can answer me that question, I will work out the electronics side and donate that data for who ever need help on the rest... :thumb:
