The one dyno chart I have seen of the TS 3076 showed peak torque (IIRC) at around 4000 rpms. That is EvoGreen territory, and damn impressive for a turbo the size of a GT30 from a 2.0 I4.

 

True, but the bigger factor of TS' goodness is the pulse separation it affords. Since each exhaust pulse is isolated from the cylinder that is on its overlap, there is more pulse energy available to drive the turbine wheel.

At the same time, the overlapping cylinder doesn't get 'contaminated' with the pulses' high pressure exhaust gases.

 

Quote:

Originally Posted by JKav

True, but the bigger factor of TS' goodness is the pulse separation it affords. Since each exhaust pulse is isolated from the cylinder that is on its overlap, there is more pulse energy available to drive the turbine wheel.

At the same time, the overlapping cylinder doesn't get 'contaminated' with the pulses' high pressure exhaust gases.

garrett engineers know best

 

and thats a basically stock 2.0 with some little baby 264s... you should PM maxpower on here. his STOCK 2.0 with 280s is making full boost even earlier than evodan's... a LOT earlier

 

Of course, one design benefit is necessary to support the other.

 

I'd say cost is the overall reason and to some the bang for buck ratio .
Its hard to sell mid range grunt to those who judge on a maximum power number .

IMO the fact that Mitsubishi uses TS systems std has to tell you something , they obviously see value in a smallish engine performing like a larger one earlier in its usable rev range .

ALS and NOS aside I'd say the only other shot in the locker is a properly developed TS system . Granted you can throw more cubic inches at it and make more torque at the same revs but thats an involved and expensive process as well .

The situations never been any different , big engine exhaust throughput in a small forced induced engine .
To have an acceptably wide engine speed range means you have to keep the hot side of the cylinders happy and drive the compressor with least restriction at the same time .
I dunno Geoff how can I put it ? I suppose the more you dampen the exhaust pulses the less the gas wants to flow through our four cycle pump in the right direction . Also the more you dampen the exhaust pulses the less velocity energy you have to throw into the turbine blades .
The way I see it a 4 into 1 manifold and single scroll turbine housing is a great damper . You can increase the A/R of the housing but the volume goes up and the gas velocity falls for a given engine speed/load .
I believe sharp evenly timed pulses is what the turbine likes . An area of low pressure for the cylinders to blow down through is what the engine likes .

Not rocket science , simple physics . The day Garrett or whomever start making twin scroll twin vent path/valve IW turbine housings for petrol performance turbos is the day they will become convienent for all to use . Mitsubishis turbos on Evos use it effectively and larger turbos could be the same . Maybe not on par with twin externals but at least easy (read affordable) to apply .

A .

 

So you are saying it will spool 1000 RPM faster?

I'm not doubting the TS works, but that looks almost too incredible.

Geoff, I think we'd all like to see back to back tests and it would be in your best interest to do so. Otherwise there will be those who will question anecdotal claims like the above - did someone power brake, use 5th gear to 3rd gear, start a pull later, use different dynos?

If you have pulled it off, you deserve all the 'atta boys' for pulling it together.

(http://www.youtube.com/watch?v=tKqGZIpBJA0 ) 03:40

 

we've done a lot of testing back to back twinscroll vs single scroll, just didnt finish evo stuff yet. It is going on, i built all the test housings, and they are with evodan right now. Just waiting on him to get to it since i had to leave town

evodan and I were supposed to do a test over the last week, but i unfortunately had a death in my family and had to take care of things...

 

Sorry to hear that Geoff good luck.

Thanks for taking the time to answer so many questions and doubts we all have. We all know Full Race makes a great product and look forward to seeing how your latest generation of Evo kits performs.