Nice to see your wife make an appearance! She has her work cut out for her, dealing with a man with a very high intelligence level! Love your video's so please keep them coming!
I think short plumbing on either side (hot/cold) increases response. The Audi reverse flow or hot V 4.0 V8 twin was done for that reason. Air to water intercooler, and as short of plumbing as possible on both sides (intake and exhaust). The multi-millions of dollars spent on research and development should not be overlooked. I don't care what manufacturer you look at there is always something to learn. For example, you could look at the GM 2.7 liter 4 cylinder found in the Silverado or Cadillac CT4 and you find a twin volute turbo.... they did it for a reason.
My guess is Twins are more popular on V engines for packaging and longevity since each bearing set only has to deal with half the heat output. Slightly educated guess.
Also, with Twins you double the complexity when things need to be troubleshooted. Let's say you want swap your Turbos because you just wanna try something different, maybe to change the driving characteristics our you wanna a bit more power but you allready invested $3k in a pair of Top shelf turbos, are you gonna spend $3K again to find out if your current setup needed to be changed? It is alot easier to play around and increase your experience when there is only one turbine in your engine bay to be messed with. In the end I think many guys tend to spend alot of cash because they want that "WOW" factor when they pop the hood and they convince them self that Twins are better than Single. In the Meantime some guy like Matt from sloppy will blow your doors off with a junkyard 6.0 and a single. 😂
@@ze_german2921 a large top shelf single will cost just as much as two small top shelf twins. Also packaging on a large single can be a headache, another reason to go twins. This is coming from a single turbo guy. The amount of piping in the engine bay between the two is negligible
Yes I agree with ceramic coating at header wrap! Not sure on the turbo response but definitely have personally seen the benefit on engine coolant, IATs and underhood temps!
Or keep it n/a! Even more simple! If i go f/i it will be a centri ! Vortech or something like that! Even more simple! No hot side! Less pipping less weight , keep my cool side exhaust!
@@teal_2v338 Had a Vortech, Dealt with belt slippage, Misalignments and belt ripping, broken bolts due to vibrations. I bought a used setup and it took 10 belts 3-4 tow truck rides before i had it dialed in and troubleshooted. then I sold the car. Went turbo and never looked back.for all that work I had to do getting that Vortech dialed in,I could have build 2-3 turbo setups. Vortechs put alot of stress on your crankshaft and main bearings too. Turbo is just wasted thermal energy.
@@ze_german2921 wasted thermal energy that generate even more heat in the engine bay is not for me.. ill buy the lit new and complete and for the belt slipsge and disaligment its just in the instalation.. not the product fault! For the stress.. its just an other parasite lost from accessories.. im still looking for a simple n/a combination that will follow my friend ls swaped sn95!
The single twin debate goes back to when we were using stock turbos. So it was t3-4 twice or a diesel turbo once. It's an apples to oranges comparison. The relatively little journal bearing jobs would be more response than a bigger jb single.modern stuff, totally different.
After scratching the hairs on my chin and finding out about "Compounding" a Turbo onto a Carb'd Supercharger, seems like a good way to go to me considering all the parts I already have on hand.
You also have to consider not just peak numbers at 7k rpm, what is the power curve. That will differentiate between offroad mud buggies/crawlers and stuff and drag racing or road racing. But size and planned build for intended purpose makes all the difference.
I would like you to do a segment on a rear mounted turbo and would sizing change for some reason. Also you talk turbo like it taught by our dads. Would you go over a basic install, like is there oil pressure restrictions? Also water cooled is tapped into what hoses?. Love you're channel and the 292
Single or twin doesn't change the responsiveness as long as each are sized adequately... Deciding which setup is best is down to turbo sizing availability or packaging or even down to rules of the racing...
What turbo should I go with for 350-400whp on a 100% stock 2v 4.6? Npi or pi, i have both laying around. Going in a grand marquis that's been cut up into a kart. Going for fast response so itll get back into boost asap if I have to lift and get back into it while running around through trails/hill climbs. Leaning towards a single gt35 but not sure about ar size for back pressure management.
@@richardholdener1727 i was planning on using a t4 version just to be safe and so the manifold im building could grow with the engine if i decide to do rods/pistons but if a t3 would be better then i have no issues going that route. Still in the planning and parts gathering phase so making changes at this point is no big deal
@@richardholdener1727 been home sick the past couple days and got pulled into a 350z rear mounted turbo video pool on here. I do have a bmw e39 wagon thats ls swapped and am contemplating throwing a turbo on it. Engine bay room is tight, but have seen t6 sized turbos put in there. I know the sts kits ran a small frame turbo that choked up top on fbodys. Got me thinking how those cheaper, Chinese turbos would work with a bit longer piping run.
If you see this why not try taking a y pipe from the exhaust back into another "Y" pipe to the turbos then to a "Y" to the intake? The X pipe setup before the turbos would feed both turbos more evenly so it should produce more power.
The question can't simply be asked which is better or more responsive. Tube legnth, open volute vs divided. Etc.. but personal opinion a single will be more responsive if properly matched port with companion cylinders. Because of continuous exhaust pulses. Example it would be better to do a single on a 4 cylinder because more consistent exhaust pulses. Rather than twins because only 2 exhaust pulses
@@donellmuniz590 I don't think those guys will be giving their recipes out lol. Honestly it really depends on application. Gas vs diesel, constant load vs snap throttle. Etc... I believe some combinations work better on certain applications and there isn't which one is better golden rule
@@iansullivan6217 No, I wouldnt expect them to reveal specific combos or formulas, just general theories, concepts, etc. E.g., when is a single better than twins?
To the guys worried about keeping the heat in the exhaust, throw a turbo charger in to a fire and report back with the boost response 😂 mass flow and delta is what drives a turbo not heat
@@richardholdener1727 once the pipe is filled with a fluid (gas or liquid) does heat move it? Or pumping action of the motor, I'm not trying to discredit your finding because you have got no doubt thousands of more hours of experience and as you said once you had already done a pull on the dyno the subsequent pulls would be more responsive because of the heat, thermal saturation, the rate of thermal conductivity was at its peak which would suggest that heat doesn't cause motion, mass flow of matter is what imparts energy into the turbine wheel causing motion
This topic sure sounds like it needs a collaborative effort with Engineering Explained 🤔 the nitty gritty details of single be twin turbocharging and journal vs ball bearing sounds like it’s a very NEEDED 😬
It seems to me that two smaller twins would spool up quicker? One larger trash truck turbo that is good for a theoretical 1000hp is big and clunky and needs more exhaust pressure to hit critical mass, as opposed to two smaller, lighter turbos good for 500hp each, even though they are receiving half of the exhaust signal as the single. This is strictly an opinion and I look forward to seeing some real world results, which is exactly why I love your channel. & when you did the M90 on the LS, I correctly predicted that it would make less power before I saw the end result of the dyno numbers.
Hay brother you should do some more TPI stuff. Ide love to see someone Siamese the first couple inches of a stock l98 intake to see how much it extends the power curve.
It would require cutting and welding the first couple inches of the runners coming down from the plenum but I’m curious as to how much it will shift the curve
Hey Richard, I just built a 302 for a truck and I'm not really satisfied with the power. I used gt40 heads, trick flow stage 1 5.49 5.65(i think) cam, edelbrock air gap intake with a 650 AVS2 edelbrock carburetor. It has stock rings, and I don't know if I should explore turbo options or just try some even better heads. Low end power is terrible but top end isn't remarkable either.
I think an entry level blower would be the way to go. Either a centrifugal from Paxton, Vortech, or Torq-Storm, or a Weiand 142/144 Rootes-type mini blower. I prefer Rootes blowers myself, for instant torque and throttle response right at the hit.
@@richardholdener1727 if I end up going with a cheap turbo like the summit one in your recent vid, should I worry about the rings? I remember hearing that the rings should be gapped more if you are adding boost but I am not sure if that applies to the level of boost we are talking about.
@@david63390 All of those things are a problem, but I know how the truck performed before this engine and I was just expecting more. It has an M50D transmission with stock rear end and 35 inch tires, so it needs regearing anyways. Maybe a lot of my power is just higher up there and I am never reaching it because of my gearing. (Don't get me wrong, I know the gearing is a nightmare)
Moment of inertia increases with the 4th power of the wheel diameter, so a 10% increase in diameter increases rotational inertia by 46%. Twin turbos give the opportunity to build shorter tubing runs to the turbines: less heat loss, and better preservation of pulse energy.
Not sure if you’ll reply to this but was wondering what peanut port heads were on the bbc you turbocharged? I have 360s on mine. Valve job and cam and breathing support will supposedly get it in the 420-430 range in hp. Looking at putting two little cheap turbos to get it around 600 for an old ugly beat up truck. Wondering how comparable the older peanuts on mine are to the engine you used.
WE USED DART PRO 1 275 ALUM OVAL HEADS ON THE BBC IN RECENT VIDEO-BUT i HAVE ALSO RUN THE STANDARD 1996-2000 OVAL PORTS FROM THE GEN 6 MOTORS, ALSO RUN EARLY GEN 5 OVAL PORTS-THEY ALL WORK, BOOST JUST MULTIPLIES WHAT IS THERE
Twins get half the exhaust each and have slightly more than half the rotating weight each (all else being equal which they rarely are). A single has larger diameter wheels which levels the playing field a bit. That’s probably why it’s so hard to tell the difference in spool between a single or a pair.
F1 runs singles - so, I mean... Majority of race cars in general run twins, but there's no evidence that it's for any kind of performance difference. Which we see evidence of given the fact that there are still plenty of competitive singles. It's typically just for packaging, single turbos that support 3000+HP worth of airflow are GIGANTIC and can't exactly be placed anywhere but directly in front of the engine(unless you want to go remote and stick it in the trunk/bed). Twins that can support ~1600HP a piece are SIGNIFICANTLY smaller, and can be placed high or low facing forward, up by the firewall and rear cylinders to move weight distribution to the rear, or low down near the trans tunnel if you don't mind going through the headache of plumbing an electric oil pump since you don't have gravity to return oil to the pan. Most applications just plain package two smaller turbos much easier than a big single
How does a single vs twin kit add up to total weight? I would think, a big single is a lighter system overall, and would be a big deal in maximum performance
Is this still live? I’m building a high horsepower 1300-1500hp for True Street/Drag Week. My question is have you tested the effects of VCT on boost response. Currently have a quality professionally built single turbo. I’ve debated going bigger on the single custom billet 78mm but also need to decide on keeping or locking out VCT. I’m wondering if the VCT will help with spooling a larger turbo or improving the 60’ and 330’. Awesome channel keep it up!
variable cam cam help power production so it can help spool-many Coyote racers simple remove it and run at an rpm where it is no longer beneficial or their cam choices eliminate the possible and gains from VCT (not enough P-V)
Agreed. Many simply lock it due to spring pressures needed and that once the turbo is spooled and at full song, the VCT won’t have benefit. I’ve seen tests that you and others have done showing how much the VCT helps the overall power curve but I’m not sure I’ve seen VCT and effects on boost curve. I’m probably overthinking this and should just lock out the cams but I really want to drive the car on the street occasionally as well as try drag week with a friend. If the VCT won’t hurt the maximum power or rpm I need, I think it could benefit launch spool 60/330’ times. Any chance you’ll run any tests with VCT and boost?
Www.texas-speed.com. Talk to Gary or Seth or any of the other guys over there. They've spend millions on premium quality CNC equipment etc. American made parts Great customer service.
Until proven otherwise, I will continue to believe that the loads from the pressure differential between the hot and cold side of the turbo absolutely dwarfs the miniscule amount of heat difference in hot side tubing runs, friction differences in bearings, weight/inertial differences in wheels, etc. ALL of these details would show up as parasitic loss in a turbo engine's output - yet we all know that there is negligible parasitic loss from having turbo(s) sitting in the way of the hot & cold sides. If the parasitic drag is negligible, then surely these differences are negligible as well. Which is why we haven't actually seen hard evidence of there being a spool difference between equivalent single & twin setups. Frankly, in terms of performance, I think waste gate selection is MUCH more important than single vs twin - pick just about any HP number, and we see both singles and twins that are capable of being spooled that can meet that number. Going a step further, another way to look at it is that, there may in fact be a consistent measurable difference, but, if there is, it's so minute as to be completely insignificant. Re: Larry Larson & Birdman switching from twins to single(thanks to targeted rule changes after they absolutely tore up the series) at 3000+HP, and, after they got the combos figured out, laying down the same numbers if not quicker than the twins, still spooling the giant singles consistently, pulling tractors which almost always run a single feed turbo setup(the multiple turbos are compounding, not sequential, even though they could presumably run a sequential compound), etc. Packaging is way, Way, WAY more important when considering single vs twin - everything else(aside from price of course - save that money and reduce the number of wear items, go big single!) is negligible. With these things being mounted to engines that generate HUNDREDS of horsepower worth of exhaust energy(think about it - you can easily spin ANY turbo with just your fingers, regardless of bearing, wheel material, etc., how much is that stuff REALLY going to play a role with hundreds of HP worth of exhaust energy?), I just don't see how such insignificant differences could have a significant impact.
an electronic gate does nothing for the true spool rate of the turbo-that is all size and exhaust flow-the controller just keeps the gate closed til the turbo is at the desired pressure without allowing it to open (a little) prematurely and bleed boost. I'm most concerned in my discussion with how the turbo reaches that point
well never know for sure which spools faster because you wont do it using real Lab criteria. Youll run a twin then change the cam or several things at once while running a bigger single turbo. This is what you do and its not representive of a real data set. Like your vids though, i just have to fill in the blanks and there are a lot of them haha
Any opinions- LC9-5.3 I'm hoping the twin 60-1 turbonetics turbos i have will spool quick enough. Really only looking to make 600-700hp at the crank. Its for an off-road application, sandrail weight is 1600 pounds maybe?
1. If we take a look at the Mr. Turbo Guru himself, Mr. Gale Banks, what did he do to the SBC? Why did he make this choice? Is anybody arrogant enough to belive they are capable of improving on one of his engines? Best of luck to you proving that. 2. If you look at dynotesting Subaru engines, the first pull with "cold" headers, the turbos always spool slower than pull nr. 2, 3 and so on when the headers are hot. 3. The STS turbokits with rear mounted turbos, has smaller turbinehousing to get the spool rate to the acceptable level.
Gale ran twin on his SBC to achieve the desired flow with the available turbos (limited back then)-not because twins are the best-I know Gale-he would be the first one to tell you this and tell you that singles and twins can do the same thing
Buy your favorite stocks now at a discount and HOLDENER until the economy opens. Greatest transfer of wealth ever 2020 look at stock prices from March till now and where they were before covid not like shooting fish in the barrel like it was in March but still plenty of time good luck thanks for the vids
what would you recommend for a twin turbo 351w for responsiveness in mind going in a lifted 1984 Ford bronco planning on afr 205 Heads it has a rv cam in it,it will have rpm air gap as well only looking for 600 to 700 wheel horsepower.
Depends on your source of turbos. Junkyard I suppose two t3s 63ar 60s from like a turbocoupe would do. A 70mm or 76mm T4 would bookend your power numbers and be cheap. Of course an S475 clone will also do that in T6 frame.
Stock botrem end rect.port heads. N single plane intake n quick fuel 750 carb in my mud truck. I'm trying to decide if a turbo us the way to go Or just a big shit if nitrous. Would really appreciate your feedback Ty john..
Building a drag car 1/4 mile 7 sec or less. Looking to make 1300-1500 hp on a bbf probably 500 cu in, I want to run a single turbo for simplicity. Any recomendation on turbo size to get me there?
I know virtually nothing about turbos. I do have questions: 1) What does A/R ratio mean? 2) What's the difference between a "wastegate" and a "blowoff valve"? 3) What's a "2 step"? That'll do for now, thanx.
1) area ratio. It relates to the sectional area of the scroll at various radials. 2) A wastegate bypasses exhaust from the engine before the turbo. A blow off valve releases compressor pressure between the turbo and the intake. In almost all cases a wastegate is necessary. A blow off valve isnt required to make the system work, but is not a bad idea.
@@donellmuniz590 The turbocharger turbine has a scroll shape called a volute and the A/R defines the generic size of this shape. Think of a road cone with a slot down the side. Then roll the road cone up like you roll up a poster. The fat end is the inlet and the narrow end the outlet. Exhaust gas also escapes the slot toward the center. A large A/R make the turbine operate at less pressure drop but in doing so the work extracted from the moving gas is less. This lower input energy is slower to turn the turbine shaft, but allows a greater volume of gas pass from the inlet to outlet. So for a given turbine where may be a few different a/r choices. Big a/r slower spool larger max volumetric flow. Small a/r faster spool less volumetric flow.
@@philipmacduffie7612 I gotcha. Goin from big end to small end increases the pressure and speed but reduces the volume. Like puttin' your thumb on the end of the hose.
I’ve only owned a single turbo car but I’ve had it since ‘94 in HS with many different turbos. I’ve driven cars with twins here and there and tracked them but not daily driven twins. IMO, properly sized, all else being equal, power and spool time is nearly identical but the single hits harder and twins are more linear. If a gun were put to my head, I would say a large single gets there a tiny bit quicker, subjective of course. The consistent difference has always been linear vs 1, 2, 5, 25psi. BB vs journal, I’ve run the same turbo on the same car back to back with lots of miles on both. On the Buick V6 and it’s “wonderful” steel gear in an aluminum housing driven at half engine speed, I like the ball bearing because it brings my hot idle oil psi from ~5-10psi to a solid 20psi due to the restrictor but I absolutely would not spend the extra money for a BB unit for any other reason. Also, BBs have an upper rpm limit much lower than a journal bearing center. So if you’ve got a healthy NA engine and you’re running a responsive turbo, it’s something to think about. Here’s the difference I noticed in response - Mash it from idle at a dead stop and there’s very little difference. Not really noticeable unless you’re really paying attention. But... in normal driving it feels torquier and I ASSume that slightly better dynamic response is to blame. I’ve got plenty of converter so it probably masks the differences a little. I went with a Buick 4.1 block from the junkyard (.035” over for a 4” bore and much cheaper pistons). It’s actually a full 4.2L (256” big block lol). Crank, rods, everything but pistons swap right over from the 3.8. And it’s a tall(er) deck. Back on (my) topic, I went with the displacement for spool, no other changes, and it made the car so much more fun to drive and it felt more linear. The logs are long gone as this was around 2006 but you didn’t have to try too hard to notice a difference in spool. The single best thing to help spoolup that I’ve personally done is having a way to retard timing on tip in and on spool but bring it back in ASAP. You can have an incredibly responsive large single or twin turbo with proper management. I believe in theory with all else being equal, a single should spool quicker the more I remember. I can’t remember the exact reason but keep in mind the rotating assembly of the single is not double the weight of each twin. It’s less than double and the twins get half of the exhaust energy but the single has larger compressor and turbine wheels with more weight farther from center so inertia may hurt it more than just the total weight of moving parts. I know this is long winded and I’m falling asleep so last - This is only my personal experience for decent response - keep the turbo as close to the exhaust valves as reasonably possible, this should be a priority. The Downpipe should be straight for 6” out of the turbo before making a turn if possible. Make the exhaust system post turbo invisible to the turbo. Wastegate on the far bank or both banks if symmetrical on a V engine with a single, don’t stress about length and volume of the IC and plumbing. Keep the TB as close to the intake valves as possible, and DO stress a little about pre-cold side restrictions as it makes the pressure ratio go up. I’m sure I misspoke and left a ton out but my brain is way too tired to care right now.
Watch engineering explained "twin scroll turbo" he thinks if it gets mounted closer to the exhaust valves the short blasts from exhaust rather than a flow makes it more efficient. Do u think it's true. It makes sense to me
Twin scroll, twin turbo, or single turbo, the closer to the exhaust valve the quicker the spool. Just an extra foot of collector length before the turbo can have a dramatic effect on spool. It’s more noticeable for a given hp on a small engine like I’m used to in the 231”-276” range. A 427 with the same hp (same size turbo) might be able to get away with a rear mount and the same spool. Are you sure it’s not mounting the turbo closer to the valves AND running a dual scroll for potentially a little better spool and back pressure (pulses “taking turns”)? Any decent changes in pre turbo exhaust configuration will have a much bigger effect on spool than dual scroll vs std housing. What is a “decent” change? I don’t know lol.
My 2 cents: I prefer the shorter non-live videos. My attention span is about 20 minutes and I can't make it through these hour long videos. Thanks for all the content.
But im sure it makes the difference in heat management all around! My dual side exit exhaust is going true my cabin then out to the rear fenders and its getting hot! But im sure it lowered the temperature dramatically in the car! And not burning anything that could touch accidently my exhaust!
Flat plane can be better if two turbos are used on a V8. More even pulses on each side to drive each turbo. Adds to the advantages of twin turbos -- quicker spool up.
@@richardholdener1727 A somewhat better way to use classical exhaust tuning principals, and less rotating inertia. If you are not fussy about turbo sizing or engine response (youtube dyno testing) the advantages may not show up. If you are.... (OEM manufacturers) every little bit can be important. However, the engine does buzz the car a bit. At least my 3.5L one does. And they sound terrific in a tunnel.
@@richardholdener1727 it be awesome! Flat plane single turbo , twin turbo , carb , efi ... With boost/drove pressure . EGTs ... I'll buy you another beer :)
Nice to see your wife make an appearance! She has her work cut out for her, dealing with a man with a very high intelligence level! Love your video's so please keep them coming!
I think short plumbing on either side (hot/cold) increases response. The Audi reverse flow or hot V 4.0 V8 twin was done for that reason. Air to water intercooler, and as short of plumbing as possible on both sides (intake and exhaust). The multi-millions of dollars spent on research and development should not be overlooked. I don't care what manufacturer you look at there is always something to learn. For example, you could look at the GM 2.7 liter 4 cylinder found in the Silverado or Cadillac CT4 and you find a twin volute turbo.... they did it for a reason.
My guess is Twins are more popular on V engines for packaging and longevity since each bearing set only has to deal with half the heat output. Slightly educated guess.
Twins if you wanna spend twice as much and when stuff breaks, you get to spend twice as much again.
Also, with Twins you double the complexity when things need to be troubleshooted. Let's say you want swap your Turbos because you just wanna try something different, maybe to change the driving characteristics our you wanna a bit more power but you allready invested $3k in a pair of Top shelf turbos, are you gonna spend $3K again to find out if your current setup needed to be changed? It is alot easier to play around and increase your experience when there is only one turbine in your engine bay to be messed with. In the end I think many guys tend to spend alot of cash because they want that "WOW" factor when they pop the hood and they convince them self that Twins are better than Single.
In the Meantime some guy like Matt from sloppy will blow your doors off with a junkyard 6.0 and a single. 😂
We can see the long tubes in the background so I think that Richard has bought some new fishing rods recently.
those are backgrounds from my Speed Secrets videos-I'm more of a Pocket Fisherman kind of guy
@@ze_german2921 a large top shelf single will cost just as much as two small top shelf twins. Also packaging on a large single can be a headache, another reason to go twins. This is coming from a single turbo guy. The amount of piping in the engine bay between the two is negligible
Yes I agree with ceramic coating at header wrap! Not sure on the turbo response but definitely have personally seen the benefit on engine coolant, IATs and underhood temps!
Cheers to Turbo Tuesday and Super Ritchie!
I prefer a single. Less money. Less complications. Less failure points.
Kiss keep it simple stupid
Or keep it n/a! Even more simple! If i go f/i it will be a centri ! Vortech or something like that! Even more simple! No hot side! Less pipping less weight , keep my cool side exhaust!
@@teal_2v338 you obviously never had a fast turbo car.
@@teal_2v338 Had a Vortech, Dealt with belt slippage, Misalignments and belt ripping, broken bolts due to vibrations. I bought a used setup and it took 10 belts 3-4 tow truck rides before i had it dialed in and troubleshooted. then I sold the car. Went turbo and never looked back.for all that work I had to do getting that Vortech dialed in,I could have build 2-3 turbo setups. Vortechs put alot of stress on your crankshaft and main bearings too. Turbo is just wasted thermal energy.
@@ze_german2921 wasted thermal energy that generate even more heat in the engine bay is not for me.. ill buy the lit new and complete and for the belt slipsge and disaligment its just in the instalation.. not the product fault! For the stress.. its just an other parasite lost from accessories.. im still looking for a simple n/a combination that will follow my friend ls swaped sn95!
Its about the inertia of the bigger turbo. The square/cube problem comes into effect.
Glad you allow other people input. Allowing other peoples input allow for so much more knowledge
The single twin debate goes back to when we were using stock turbos. So it was t3-4 twice or a diesel turbo once. It's an apples to oranges comparison. The relatively little journal bearing jobs would be more response than a bigger jb single.modern stuff, totally different.
I still want my remote mount spool, egt, pressure, and response test Rich!! Also....i like Russian water and Mexican water!
lots of good sources for water
After scratching the hairs on my chin and finding out about "Compounding" a Turbo onto a Carb'd Supercharger, seems like a good way to go to me considering all the parts I already have on hand.
You also have to consider not just peak numbers at 7k rpm, what is the power curve. That will differentiate between offroad mud buggies/crawlers and stuff and drag racing or road racing. But size and planned build for intended purpose makes all the difference.
Thanks for sharing your knowledge.
One small for early spool up and a bigger one for boost in the top end ! .
I would like you to do a segment on a rear mounted turbo and would sizing change for some reason. Also you talk turbo like it taught by our dads. Would you go over a basic install, like is there oil pressure restrictions? Also water cooled is tapped into what hoses?. Love you're channel and the 292
Twins more more aesthetically pleasing. Well. Yeah
Single or twin doesn't change the responsiveness as long as each are sized adequately... Deciding which setup is best is down to turbo sizing availability or packaging or even down to rules of the racing...
I love twins. And two turbos is cool also
I'll take mine red and hot please.
@@taknmybeatings7036 I think Richard may have been talking about a certain female and her twins. It was just a joke!
What about rear mounted turbo kits? How much more or less beneficial are they? In terms of power and heat distribution
Helps with traction to
I haven't noticed a difference wrapping the pipes. I did notice a difference when I put a blanket on the turbine housing.
Placebo
I can see twin turbos being better from a space saving POV. GM did this with the Callaway motors in the 1980's for instance.
Packaging, thats why I went twins. Not a chance in hell I was getting a 4" pipe to snake out of the engine compartment. Dual 3" will support 1000+whp.
The real question is TWIN VS SEQUENTIAL
What turbo should I go with for 350-400whp on a 100% stock 2v 4.6? Npi or pi, i have both laying around. Going in a grand marquis that's been cut up into a kart. Going for fast response so itll get back into boost asap if I have to lift and get back into it while running around through trails/hill climbs. Leaning towards a single gt35 but not sure about ar size for back pressure management.
Needs to be a big AR if you are using a T3 GT35
@@richardholdener1727 i was planning on using a t4 version just to be safe and so the manifold im building could grow with the engine if i decide to do rods/pistons but if a t3 would be better then i have no issues going that route. Still in the planning and parts gathering phase so making changes at this point is no big deal
Pleasw do a big bang with the jeep 4.0, people are pushing 21 psi all day long on these engines unopened
Read Corky Bells book on turbos, wicked book
My OCD says mirror twins are best! Lol
I'm building GM Gen III Gen IV Tru-Ram SS exhaust manifolds with T3flanges for twin turbo. Most applications will be GM trucks and SUV 2007-2012.
How about a comparison between the eBay gt42 and vs7875 in a rear mounted configuration on the different ls sized engines?
oddly specific
@@richardholdener1727 been home sick the past couple days and got pulled into a 350z rear mounted turbo video pool on here. I do have a bmw e39 wagon thats ls swapped and am contemplating throwing a turbo on it. Engine bay room is tight, but have seen t6 sized turbos put in there. I know the sts kits ran a small frame turbo that choked up top on fbodys. Got me thinking how those cheaper, Chinese turbos would work with a bit longer piping run.
If you see this why not try taking a y pipe from the exhaust back into another "Y" pipe to the turbos then to a "Y" to the intake? The X pipe setup before the turbos would feed both turbos more evenly so it should produce more power.
Very pretty smile Mrs Holdener
single vs twin great subject for video, what about twin sequential , one small with one large?
sequential is very complex plumbing
The question can't simply be asked which is better or more responsive. Tube legnth, open volute vs divided. Etc.. but personal opinion a single will be more responsive if properly matched port with companion cylinders. Because of continuous exhaust pulses. Example it would be better to do a single on a 4 cylinder because more consistent exhaust pulses. Rather than twins because only 2 exhaust pulses
I think the guys to ask would be Tom Nelson, Gale Banks, and Kenny Duttweiler.
@@donellmuniz590 I don't think those guys will be giving their recipes out lol. Honestly it really depends on application. Gas vs diesel, constant load vs snap throttle. Etc... I believe some combinations work better on certain applications and there isn't which one is better golden rule
@@iansullivan6217 No, I wouldnt expect them to reveal specific combos or formulas, just general theories, concepts, etc. E.g., when is a single better than twins?
To the guys worried about keeping the heat in the exhaust, throw a turbo charger in to a fire and report back with the boost response 😂 mass flow and delta is what drives a turbo not heat
HEAT CHANGES RESPONSE-SO SAYS THE DYNO (AND STREET AND TRACK)
@@richardholdener1727 once the pipe is filled with a fluid (gas or liquid) does heat move it? Or pumping action of the motor, I'm not trying to discredit your finding because you have got no doubt thousands of more hours of experience and as you said once you had already done a pull on the dyno the subsequent pulls would be more responsive because of the heat, thermal saturation, the rate of thermal conductivity was at its peak which would suggest that heat doesn't cause motion, mass flow of matter is what imparts energy into the turbine wheel causing motion
This topic sure sounds like it needs a collaborative effort with Engineering Explained 🤔 the nitty gritty details of single be twin turbocharging and journal vs ball bearing sounds like it’s a very NEEDED 😬
not sure they actually test
It seems to me that two smaller twins would spool up quicker? One larger trash truck turbo that is good for a theoretical 1000hp is big and clunky and needs more exhaust pressure to hit critical mass, as opposed to two smaller, lighter turbos good for 500hp each, even though they are receiving half of the exhaust signal as the single. This is strictly an opinion and I look forward to seeing some real world results, which is exactly why I love your channel. & when you did the M90 on the LS, I correctly predicted that it would make less power before I saw the end result of the dyno numbers.
A university did a study and proved that turbo blanket does in fact improve spool and response
Hay brother you should do some more TPI stuff. Ide love to see someone Siamese the first couple inches of a stock l98 intake to see how much it extends the power curve.
It would require cutting and welding the first couple inches of the runners coming down from the plenum but I’m curious as to how much it will shift the curve
please see the TPI intake test-I ran the SLP runners
I just found it and watched it. That video was exactly what I was looking for.
Love big twins... repeating what Richard said
I'm a Kentucky Ireland Scotland kinda water guy.
good water there
Hey Richard, I just built a 302 for a truck and I'm not really satisfied with the power. I used gt40 heads, trick flow stage 1 5.49 5.65(i think) cam, edelbrock air gap intake with a 650 AVS2 edelbrock carburetor. It has stock rings, and I don't know if I should explore turbo options or just try some even better heads. Low end power is terrible but top end isn't remarkable either.
I think an entry level blower would be the way to go. Either a centrifugal from Paxton, Vortech, or Torq-Storm, or a Weiand 142/144 Rootes-type mini blower. I prefer Rootes blowers myself, for instant torque and throttle response right at the hit.
What transmission, rear end gears, and tire size?
those heads limit power-a blower or turbo will help a LOT
@@richardholdener1727 if I end up going with a cheap turbo like the summit one in your recent vid, should I worry about the rings? I remember hearing that the rings should be gapped more if you are adding boost but I am not sure if that applies to the level of boost we are talking about.
@@david63390 All of those things are a problem, but I know how the truck performed before this engine and I was just expecting more. It has an M50D transmission with stock rear end and 35 inch tires, so it needs regearing anyways. Maybe a lot of my power is just higher up there and I am never reaching it because of my gearing. (Don't get me wrong, I know the gearing is a nightmare)
Moment of inertia increases with the 4th power of the wheel diameter, so a 10% increase in diameter increases rotational inertia by 46%.
Twin turbos give the opportunity to build shorter tubing runs to the turbines: less heat loss, and better preservation of pulse energy.
Twins bring twice as many bearings to the party - as efficient as they are, twice as much friction is still twice as much friction
Um...is that good or bad?
I think to much responce on a sbe motor is a good way to break a rod. The later it comes in the easier it is on the motor.
bugger missed ya today. And yeah singles for me.......or twins into a single if it a diesel
Not sure if you’ll reply to this but was wondering what peanut port heads were on the bbc you turbocharged? I have 360s on mine. Valve job and cam and breathing support will supposedly get it in the 420-430 range in hp. Looking at putting two little cheap turbos to get it around 600 for an old ugly beat up truck. Wondering how comparable the older peanuts on mine are to the engine you used.
WE USED DART PRO 1 275 ALUM OVAL HEADS ON THE BBC IN RECENT VIDEO-BUT i HAVE ALSO RUN THE STANDARD 1996-2000 OVAL PORTS FROM THE GEN 6 MOTORS, ALSO RUN EARLY GEN 5 OVAL PORTS-THEY ALL WORK, BOOST JUST MULTIPLIES WHAT IS THERE
The big difference is inertia. Twins with same flow rate as single, less inertia, better response.
But they don’t have the same flow rate, they only have half the flow as the single
Twins get half the exhaust each and have slightly more than half the rotating weight each (all else being equal which they rarely are). A single has larger diameter wheels which levels the playing field a bit. That’s probably why it’s so hard to tell the difference in spool between a single or a pair.
Twins hands down. Just look what the Indy cars do. The majority of pro mods run twins.
F1 runs singles - so, I mean...
Majority of race cars in general run twins, but there's no evidence that it's for any kind of performance difference. Which we see evidence of given the fact that there are still plenty of competitive singles. It's typically just for packaging, single turbos that support 3000+HP worth of airflow are GIGANTIC and can't exactly be placed anywhere but directly in front of the engine(unless you want to go remote and stick it in the trunk/bed). Twins that can support ~1600HP a piece are SIGNIFICANTLY smaller, and can be placed high or low facing forward, up by the firewall and rear cylinders to move weight distribution to the rear, or low down near the trans tunnel if you don't mind going through the headache of plumbing an electric oil pump since you don't have gravity to return oil to the pan.
Most applications just plain package two smaller turbos much easier than a big single
Singles with new tech
Depends on application, are you running an Indy Car?
F1 stuff is high tech
Garretts is the only one that provides hot side maps
How does a single vs twin kit add up to total weight? I would think, a big single is a lighter system overall, and would be a big deal in maximum performance
New name for Nova....Project Mission Creep
Right on
Is this still live? I’m building a high horsepower 1300-1500hp for True Street/Drag Week. My question is have you tested the effects of VCT on boost response. Currently have a quality professionally built single turbo. I’ve debated going bigger on the single custom billet 78mm but also need to decide on keeping or locking out VCT. I’m wondering if the VCT will help with spooling a larger turbo or improving the 60’ and 330’. Awesome channel keep it up!
Forgot to add 11:1 built 5.2 Coyote from Holbrook Racing Engines
variable cam cam help power production so it can help spool-many Coyote racers simple remove it and run at an rpm where it is no longer beneficial or their cam choices eliminate the possible and gains from VCT (not enough P-V)
Agreed. Many simply lock it due to spring pressures needed and that once the turbo is spooled and at full song, the VCT won’t have benefit. I’ve seen tests that you and others have done showing how much the VCT helps the overall power curve but I’m not sure I’ve seen VCT and effects on boost curve. I’m probably overthinking this and should just lock out the cams but I really want to drive the car on the street occasionally as well as try drag week with a friend. If the VCT won’t hurt the maximum power or rpm I need, I think it could benefit launch spool 60/330’ times. Any chance you’ll run any tests with VCT and boost?
Hey Richard , what shops do you recommend to get some LS performance parts from ? Looking to build my lq4 for boost :)
Brian tooley racing for all my builds and texas speed
@@brianwilson3076 does btr sell internals? Like rotating assembly?
Www.texas-speed.com. Talk to Gary or Seth or any of the other guys over there. They've spend millions on premium quality CNC equipment etc. American made parts Great customer service.
Your single vs twin episode shows how twins lost so much down low vs single would that be a function of response
Until proven otherwise, I will continue to believe that the loads from the pressure differential between the hot and cold side of the turbo absolutely dwarfs the miniscule amount of heat difference in hot side tubing runs, friction differences in bearings, weight/inertial differences in wheels, etc. ALL of these details would show up as parasitic loss in a turbo engine's output - yet we all know that there is negligible parasitic loss from having turbo(s) sitting in the way of the hot & cold sides. If the parasitic drag is negligible, then surely these differences are negligible as well. Which is why we haven't actually seen hard evidence of there being a spool difference between equivalent single & twin setups.
Frankly, in terms of performance, I think waste gate selection is MUCH more important than single vs twin - pick just about any HP number, and we see both singles and twins that are capable of being spooled that can meet that number.
Going a step further, another way to look at it is that, there may in fact be a consistent measurable difference, but, if there is, it's so minute as to be completely insignificant. Re: Larry Larson & Birdman switching from twins to single(thanks to targeted rule changes after they absolutely tore up the series) at 3000+HP, and, after they got the combos figured out, laying down the same numbers if not quicker than the twins, still spooling the giant singles consistently, pulling tractors which almost always run a single feed turbo setup(the multiple turbos are compounding, not sequential, even though they could presumably run a sequential compound), etc.
Packaging is way, Way, WAY more important when considering single vs twin - everything else(aside from price of course - save that money and reduce the number of wear items, go big single!) is negligible. With these things being mounted to engines that generate HUNDREDS of horsepower worth of exhaust energy(think about it - you can easily spin ANY turbo with just your fingers, regardless of bearing, wheel material, etc., how much is that stuff REALLY going to play a role with hundreds of HP worth of exhaust energy?), I just don't see how such insignificant differences could have a significant impact.
This is a good point, an electronic wastegate controller probably helps spool more than most people think.
an electronic gate does nothing for the true spool rate of the turbo-that is all size and exhaust flow-the controller just keeps the gate closed til the turbo is at the desired pressure without allowing it to open (a little) prematurely and bleed boost. I'm most concerned in my discussion with how the turbo reaches that point
well never know for sure which spools faster because you wont do it using real Lab criteria. Youll run a twin then change the cam or several things at once while running a bigger single turbo. This is what you do and its not representive of a real data set. Like your vids though, i just have to fill in the blanks and there are a lot of them haha
i think youtube knows im not really watching... they keep giving me 1 hour ads
What about the momentum of a single turbo vs 2 small turbos?
Any opinions- LC9-5.3 I'm hoping the twin 60-1 turbonetics turbos i have will spool quick enough. Really only looking to make 600-700hp at the crank. Its for an off-road application, sandrail weight is 1600 pounds maybe?
should be fine
@@richardholdener1727 thanks man, .y most watched channel on TH-cam. Best info out there!!!
Super Ritchie FTW
We need a turbo 300 ford ;)
yes
Matt the Happel at Sloppy!
HYDRATE!
It's cool man I'm just trying to see why they did this on quad4 aerotech 900hp single turbo to 1000 hp twin turbo peace
THOSE AEROTECH MOTORS BY BATTEN AND FUELING WERE HEAVILY MODIFIED -BUT COOL
1. If we take a look at the Mr. Turbo Guru himself, Mr. Gale Banks, what did he do to the SBC? Why did he make this choice? Is anybody arrogant enough to belive they are capable of improving on one of his engines? Best of luck to you proving that.
2. If you look at dynotesting Subaru engines, the first pull with "cold" headers, the turbos always spool slower than pull nr. 2, 3 and so on when the headers are hot.
3. The STS turbokits with rear mounted turbos, has smaller turbinehousing to get the spool rate to the acceptable level.
Gale ran twin on his SBC to achieve the desired flow with the available turbos (limited back then)-not because twins are the best-I know Gale-he would be the first one to tell you this and tell you that singles and twins can do the same thing
Have you tested the summit 8713 cam with a gt45 in a 5.3. Curious how it would do
I have not-but you know what they say about every cam
My 5.3 is in a heavy 4160lb truck. I wanted to go with a smaller cam then turbo it. In the process of doing the hotside.
Just go twin compound turbos & call it a day!!!
Hey Richard. From Victa Harbor Australia 🇦🇺
YO AUSTRALIA
What happened to the L99 4.3L baby LT1 and tuned port injection?
coming
I use wrapping a lot but for keepping the heat away. Will it help spooling? Naah .. they will gets very hot after they have already spooles
If the pressure ratio is the same both setups will feel the same.. on the butt dyno anyway.
Buy your favorite stocks now at a discount and HOLDENER until the economy opens. Greatest transfer of wealth ever 2020 look at stock prices from March till now and where they were before covid not like shooting fish in the barrel like it was in March but still plenty of time good luck thanks for the vids
what would you recommend for a twin turbo 351w for responsiveness in mind going in a lifted 1984 Ford bronco planning on afr 205 Heads it has a rv cam in it,it will have rpm air gap as well only looking for 600 to 700 wheel horsepower.
Depends on your source of turbos. Junkyard I suppose two t3s 63ar 60s from like a turbocoupe would do. A 70mm or 76mm T4 would bookend your power numbers and be cheap. Of course an S475 clone will also do that in T6 frame.
twin gt35s from ebay should work
@@richardholdener1727 Normally I would say buying two costs more, but China knock off turbos are cheaper than valve covers these days.
Did I hear Richard said the GT35's aka GT3582 is a 500 hp turbo?
The ebay ones. You can make more really leaning on them with alcohol and using a 0.82 housing on a small engine but it's got to be pretty specific.
the gt35 clones we run from off shore make about 500 hp
@@richardholdener1727 Yes, yes they do...
Single is for when you can't afford to buy the other one. Yes I've done both ways, but 4 is better than 2
Just seen a 8 turbo ls mustang on TH-cam crazy looking
Hi Richard.
I have a 6.0 lq4 with asq cam wirh blue springs a stockt m wnd
Stock botrem end rect.port heads.
N single plane intake n quick fuel 750 carb in my mud truck.
I'm trying to decide if a turbo us the way to go
Or just a big shit if nitrous.
Would really appreciate your feedback Ty john..
100 to 150 shot on a progressive would be how I'd go
Mark Sanchez!
Building a drag car 1/4 mile 7 sec or less. Looking to make 1300-1500 hp on a bbf probably 500 cu in, I want to run a single turbo for simplicity. Any recomendation on turbo size to get me there?
88mm Precision
@@MrScottt28 thans for the reply, keep up the great work!
Do you thinks there is a diesel semi turbo thats close to the precision?
I know virtually nothing about turbos. I do have questions: 1) What does A/R ratio mean? 2) What's the difference between a "wastegate" and a "blowoff valve"? 3) What's a "2 step"? That'll do for now, thanx.
1) area ratio. It relates to the sectional area of the scroll at various radials.
2) A wastegate bypasses exhaust from the engine before the turbo. A blow off valve releases compressor pressure between the turbo and the intake. In almost all cases a wastegate is necessary. A blow off valve isnt required to make the system work, but is not a bad idea.
@@philipmacduffie7612 Ok, I understand #2, but I have no idea what #1 means. Scroll? Radials? Why does A/R matter?
@@donellmuniz590 The turbocharger turbine has a scroll shape called a volute and the A/R defines the generic size of this shape. Think of a road cone with a slot down the side. Then roll the road cone up like you roll up a poster. The fat end is the inlet and the narrow end the outlet. Exhaust gas also escapes the slot toward the center. A large A/R make the turbine operate at less pressure drop but in doing so the work extracted from the moving gas is less. This lower input energy is slower to turn the turbine shaft, but allows a greater volume of gas pass from the inlet to outlet. So for a given turbine where may be a few different a/r choices. Big a/r slower spool larger max volumetric flow. Small a/r faster spool less volumetric flow.
@@philipmacduffie7612 I gotcha. Goin from big end to small end increases the pressure and speed but reduces the volume. Like puttin' your thumb on the end of the hose.
buy corky bell's book 'Maximum Boost'. There is a ton of very good information and examples.
Do a max effort N/A stock bottom end ls3.
that's just heads, cam and intake, right?
Hello from Nags Head NC!!
NC in da haus
Does the lower density of hot exhaust, compared to cooled, factor in?
The "wrap improves power through velocity" seems like 1/8" smaller tube would do the same thing.
Compound twin turbos are best for up to 40lbs of boost.
Richard, how much power is the KKK K27 capable of producing? Thank you
i'm not sure
Volvo or audi
Hi Lisa
Mild steel as compared to? Thermal coating on mild steel headers?
compared to stainless
I’ve only owned a single turbo car but I’ve had it since ‘94 in HS with many different turbos. I’ve driven cars with twins here and there and tracked them but not daily driven twins.
IMO, properly sized, all else being equal, power and spool time is nearly identical but the single hits harder and twins are more linear. If a gun were put to my head, I would say a large single gets there a tiny bit quicker, subjective of course. The consistent difference has always been linear vs 1, 2, 5, 25psi.
BB vs journal, I’ve run the same turbo on the same car back to back with lots of miles on both. On the Buick V6 and it’s “wonderful” steel gear in an aluminum housing driven at half engine speed, I like the ball bearing because it brings my hot idle oil psi from ~5-10psi to a solid 20psi due to the restrictor but I absolutely would not spend the extra money for a BB unit for any other reason. Also, BBs have an upper rpm limit much lower than a journal bearing center. So if you’ve got a healthy NA engine and you’re running a responsive turbo, it’s something to think about. Here’s the difference I noticed in response - Mash it from idle at a dead stop and there’s very little difference. Not really noticeable unless you’re really paying attention. But... in normal driving it feels torquier and I ASSume that slightly better dynamic response is to blame. I’ve got plenty of converter so it probably masks the differences a little.
I went with a Buick 4.1 block from the junkyard (.035” over for a 4” bore and much cheaper pistons). It’s actually a full 4.2L (256” big block lol). Crank, rods, everything but pistons swap right over from the 3.8. And it’s a tall(er) deck. Back on (my) topic, I went with the displacement for spool, no other changes, and it made the car so much more fun to drive and it felt more linear. The logs are long gone as this was around 2006 but you didn’t have to try too hard to notice a difference in spool.
The single best thing to help spoolup that I’ve personally done is having a way to retard timing on tip in and on spool but bring it back in ASAP. You can have an incredibly responsive large single or twin turbo with proper management. I believe in theory with all else being equal, a single should spool quicker the more I remember. I can’t remember the exact reason but keep in mind the rotating assembly of the single is not double the weight of each twin. It’s less than double and the twins get half of the exhaust energy but the single has larger compressor and turbine wheels with more weight farther from center so inertia may hurt it more than just the total weight of moving parts.
I know this is long winded and I’m falling asleep so last - This is only my personal experience for decent response - keep the turbo as close to the exhaust valves as reasonably possible, this should be a priority. The Downpipe should be straight for 6” out of the turbo before making a turn if possible. Make the exhaust system post turbo invisible to the turbo. Wastegate on the far bank or both banks if symmetrical on a V engine with a single, don’t stress about length and volume of the IC and plumbing. Keep the TB as close to the intake valves as possible, and DO stress a little about pre-cold side restrictions as it makes the pressure ratio go up. I’m sure I misspoke and left a ton out but my brain is way too tired to care right now.
Watch engineering explained "twin scroll turbo" he thinks if it gets mounted closer to the exhaust valves the short blasts from exhaust rather than a flow makes it more efficient. Do u think it's true. It makes sense to me
Twin scroll, twin turbo, or single turbo, the closer to the exhaust valve the quicker the spool. Just an extra foot of collector length before the turbo can have a dramatic effect on spool. It’s more noticeable for a given hp on a small engine like I’m used to in the 231”-276” range. A 427 with the same hp (same size turbo) might be able to get away with a rear mount and the same spool.
Are you sure it’s not mounting the turbo closer to the valves AND running a dual scroll for potentially a little better spool and back pressure (pulses “taking turns”)? Any decent changes in pre turbo exhaust configuration will have a much bigger effect on spool than dual scroll vs std housing. What is a “decent” change? I don’t know lol.
I DON'T THINK THEY REALLY TEST, DO THEY
Would there be a difference in response rate with a big single with divided inlet?
I have not tested a divided housing and dedicated Y pipe
Where is the best place to put o2 sensors in a turbo application. Thanks m8
Best right after the turbine discharge duct.
@@johnwehunt4305 thanks m8. I’ve got 2 nanos to put into my system. The Fueltech is running it. I’m hoping to use 2 sensors to help with tuning.
we run ours in the downpipe section of exhaust after the turbo (but not close to the end of the pipe)
My 2 cents: I prefer the shorter non-live videos. My attention span is about 20 minutes and I can't make it through these hour long videos. Thanks for all the content.
then dont watch, simple
How can I make my 1985 corvette L98 faster do I just need a turbo kit
I HAVE A FEW L98 VIDS UP
Go with the stlf ram. And a tps cam. Trick flow heads. U will fear no hell 🐈 cat.
Tim. LMAO! 6:29
Twins setup for 489” bbc. Shooting for 1600
s475s
I wrapped my exhaust after driving the car for months. I saw no difference in response.
But im sure it makes the difference in heat management all around! My dual side exit exhaust is going true my cabin then out to the rear fenders and its getting hot! But im sure it lowered the temperature dramatically in the car! And not burning anything that could touch accidently my exhaust!
@@teal_2v338 it does help with not burning my alternator up anymore but it didn’t light off any faster.
Cross plane crank vs flat plane crank
Flat plane can be better if two turbos are used on a V8. More even pulses on each side to drive each turbo.
Adds to the advantages of twin turbos -- quicker spool up.
does the crank change alone add power?
@@richardholdener1727 A somewhat better way to use classical exhaust tuning principals, and less rotating inertia.
If you are not fussy about turbo sizing or engine response (youtube dyno testing) the advantages may not show up.
If you are.... (OEM manufacturers) every little bit can be important.
However, the engine does buzz the car a bit. At least my 3.5L one does.
And they sound terrific in a tunnel.
@@richardholdener1727 it be awesome! Flat plane single turbo , twin turbo , carb , efi ... With boost/drove pressure . EGTs ... I'll buy you another beer :)
How about compound turbos
those vids are up
Hemi head flow rates are excellent right from the factory.
Lol
Hey richard can you make a 2jz video?
THOSE R TOO $ FOR MY BLOOD-BUT I DO HAVE AN RB25
@@richardholdener1727 rb25 sounds good, make a video from that engine please!
SPLATTER PAINT IS WATER BASED ----- RUST ON BARE METAL
thnx
A single turbo is quicker because all of the cylinders are flowing into 1 impeller.
This.