I just like to go Damn Fast!! my 35R is quick! But I want quicker!!! I think it's a never ending thing I gotta go faster.

 

its kinda crazy youve had such crappy luck with the same turbo a couple times now.

 

Mike,
You should check out AMS's 42 powered engine that made over 1000 horse power on the engine dyno, yeap it's twin scroll. I don't mean to go to OT, but 1000 horse power is far from hype and done by AMS, not the big supporters of twin scroll.

 

I don't know Tim and I'm not buying the spool up or half the other stuff being spewed. The car has to have a 3.83 gear ratio in it t come close to those traps and doing it under 8,000 rpm. The 3.83 gear loads the car much harder than the stock gear or the 4.11's, which would also help with spool up. My guess is IF those power numbers and spool up are even realistic it's getting hit with nitrous, otherwise I call BS.

 

I haven't seen the proof of it yet. Several of these famed twin scroll cars have been on my buddies dyno. Just last night he commented to me that a 6262 spools up better and makes more power than these 40r powered cars.

 

I agree

Frankly - an in line 4 clyinder with the turbo being so close to the exhuast ports I am not sure what advantage if any the twin scroll will offer

Al

 

I love the tag on this thread... lol

I dont know why you guys sit here and continue to argue, under the guise of it still being any kind of constructive debate, when by this point its obvious your not got to get the other side to be open minded enough to even cede anything. This is yeilding little information of worth, in my nobody opinion, by jacking Sharkbite's thread with the back in forth were seeing based on a mismatched comparison with alot of variables hard to account for, the personal opinions, or whatever else you guys cant agree on.

My 2 cents of worthless nothing:

Honeywell Garrett among other well known manufacturers like Borg Warner have long ago proven and began producing divided TS housings because their testing showed that these units better utilization of the high pressure exhaust pulse energy resulted in improved turbine performance and boost increasing more quickly. Something many car/ truck/ equiptment manufacturers have also agreed with and designed their oem equiptment to incorporate. However Garrett has went on to note that while diesel engines have used them for quote some time, that by comparison the application of this technology in gasoline engines is still emerging and sucessful adaptation requires considerable knowledge of aerodynamic design, high pressures, high temperatures, materials, etc.

If you think divided housing twin scroll technology is a hyped myth with no benefit, even on a 4g motor... maybe its the application of the technology rather than the technology itself because its still in its early stages in this market.

This is in no way an attack on anyone, just a thought, but the huge number of engineers/ manufacturers/ etc. who back their claims with extensive r&d and testing have pretty firm ground to stand on so to say.

 

I also made 1001whp on a AWD Dyno with my car on it with a twin scroll 42r.. If you followed all my posts you would see that i said starting with the big 42r is where twin scroll becomes important.. for 700hp cars its a waste of time IMO..

 

As i have said 100's of times.. Twin scroll has its place in applications.. Ihave one on my cummins 3500.

The 4088 and 4094 are 2 lazy worthless turbos for the 4g63 motor..

 

pairing complimentary cylinder pulses basically...

Quoted from Honeywell Garrett:
For example, on a four-cylinder engine with firing order 1-3-4-2, cylinder #1 is ending its expansion stroke and opening its exhaust valve while cylinder #2 still has its exhaust valve open (cylinder #2 is in its overlap period). In an undivided exhaust manifold, this pressure pulse from cylinder #1's exhaust blowdown event is much more likely to contaminate cylinder #2 with high pressure exhaust gas. Not only does this hurt cylinder #2's ability to breathe properly, but this pulse energy would have been better utilized in the turbine.

The proper grouping for this engine is to keep complementary cylinders grouped together-- #1 and #4 are complementary; as are cylinders #2 and #3.

 

Really...

 

I have no personal experience with either and I am a single small consumer... I am not going to speak as if I do. I only have second hand information which is not helpful when I dont know all the variables.

I got the impression you were insisting benefits from TS divided housing setups were a myth or hyped in some way? Could we agree the general principle does not exclude the 4g though, that a proper TS setup does have potential benefits?

 

I just dont really wanna deal with spending the extra money going TS , when I feel the other turbo's are spooling up just as fast and make enough power to keep me happy.

I'm almost 100% for sure with the new 67 I'll have more than enough to quench my thirst so I will be able to lower my boost and stay in the 700's which is where I want to be

 

I think where you want to be is in a formula 1 car

 

Hmmm!!!
ok so mitso engineers are planks and had no clue what they were doing when they installed a puny littlle 20g in TS config..
What were they thinking.. Hard to believe why the green and the red are such great turbo's, ummm maybe because they still TS.

again I am not saying that a TS will make more power than you SC 35r at the same boost but drive the car on the road and do tell me if you feel a difference.
I have had both on my car and won't be going back to single scroll.

Transient response doesn't show on a dyno nor in trap speeds.. but then again not all of us are interested in seeing how quick we can go down a 1/4.