does this look like a twin turbo motor?:laugh: http://cgi.ebay.com/ebaymotors/JDM-...019QQitemZ290197769293QQrdZ1QQsspagenameZWDVW
cause I've never seen that, you can see the actuators on both sides, I kinda wanna buy it. no monies....
the twin turbo motors came in some of the JDM legacies. it should be an EJ20H iirc. pretty sweet setup. I thought I heard about some one in this area who was going to put one into a brat...
it is still really intresting, do they use ihi or mhi turbos or what? I think twin turbo is nifty, but no not needed with twin scroll tech. I've just never seen it before. was this done in the early 90's or more recent?
maybe I am a bit of a noob, but I had thought twin turbo systems had gone the way of the dodo, some manufacturers do bi-turbo which is different. From what I understand with the difficulty of plumbing and other issues and the increses in single turbo efficientcy, twins didn't really make sense.
^ I am kind of under the same impression. I know that on the twin turbo RX-7s alot of people do a single turbo conversion so you can get more boost (spooling 1 big turbo not 2 smaller ones). but i think it all depends on what you are looking to do with the car. for uber supreme dyno queen cars twin probably isnt the way to go. but for a daily driver with a quick spool and some more uummpph twins might work perfect.
for a 4cyl car with exhaust ports close at hand, i.e. I-4's. With the remote locations of the exhaust ports on the flat 4, a twin seems well suited. This will shorten the exhaust gases trip to hit the turbines. Plus you can run painfully small turbo chargers to achieve a very fast spool up and nearly nonexistant lag. My Legnum VR4, with a pair of stock TD03-9B's makes 1.1bar by 2100rpm :laugh:
quick word, any of the twin turbo motors will not drop into any LHD with out some uber fabrication work. strait drop in tho if u wana pick up a RHD mail carrier.
Those 9B's are painfully small for that motor, and at that boost level they are getting out their efficiency range. I ran a VR4 at 17psi with a good sized front mount down here in kato and it wasn't even funny. He was talking about needing larger injectors to run more boost and I said, uhh, that might not be a good idea :eek3:
The are about maxed out with the 6a13 that is in the car. Unless I can find a way to get it on the streets in the US, I don't care much about it. Then again, if I can get it in the states, I will just swap in a Evo VI TME engine/trans using the 4g93 mount set. I have a bigger FMIC then the stock unit going in next week, and the Profec-B keeps the boost in check quite well.
Do 13B's out of DSM's bolt in? I heard they can fit under the stock heat sheilds and are quite an improvemnet.
any of the TDO4's are a bit too big and laggy for the motor. I could swap in the 11b's from the 3000GT VR4/Stealth R/T TT if I really wanted to. Honestly, the 9b's have next to no lag, and still boost strong at redline, if things are limited to 1.1bar (stock boost cut) Every once in a while I will get a bit of compressor surge at WOT shifting that will push over the boost cut, and the car lets me know ALL about that. When the new FMIC goes in next week I am going to plumb in the HKS SSQV I have on my dresser to deal with the compressor surge at shifts. The stock BPV just isn't up to much more then stock boost. I was toying with the idea of swapping out both turbos, but I am only going to own the car for another couple months, so what is the reason? When you say Kato, do you mean Mankato? And if so... HTF did you get a VR4 back there???
It depends on the turbos you are running, and what your goals are. Take my motor in the Legnum for instance.... 2.5L V6, which puts only 1.25L of exhaust flow across each turbine. With the pair of smaller parallel turbos very close to the heads, the spool up is much less laggy, then something like our WRX's with the remote turbo. Because the spool time with the two smaller turbos is quicker, you feel less lag on acceleration and shifting. The max boost available will be lower, but the trade of near instant spool time, and the ability to hold 1.1bar through nearly the whole rev range is worth it. If I had something like a TD04-Large 16G, the lag would make the car dog slow off the line, and peak much higher. This sounds great till you think that I spend most of my time driving in heavy traffic. a 3500lb AWD car being pushed around by a 2.5L V6 with 8.5:1 compression would not only be slower then my wife's mini, but it would eat more fuel then it does now. The reason most people with supra's, rx7's, and the like run a single turbo swap, is the stock chargers are sequential. Meaning there is only one compressor driving two impellers. The first compressor is quite small for quick spool, and the secondary is larger for the high end boost. This is great for low boost levels, but the 1/2jz-gte(Supra/others), 13b-rew (RX7) and 13b-re (cosmo) have all exhaust ports close at hand making a pair of smaller scrolls in tandem nearly imposable. Plus with the rotaries, you are looking at one rotor housing with one exhaust port powering one turbo. This would cause each individual turbo to receive a horrible exhaust pulse pattern making the turbo have unstable spool, and be very laggy. In these cases, most of the owners will trade the seamless spooling for the much higher output of a large single turbo. In the case of the rotaries, the exhaust pulses are such that for each complete rev of the motor, the turbine is being hit with a **** ton of exhaust, by the nature of the cycle. On the supra motors, the I-6 produces enough torque to make up for the lag. eh... shutting up now...
