scoobyclinics turbo's just got billet I mean better!
18 February 2010, 10:08 AM
#241
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Hi,
printout as promised
It clearly shows improvements all round but still not satisfied with spool
Time to address pipe work and run the test again
Results to follow good or bad
Cheers
Kev
printout as promised
It clearly shows improvements all round but still not satisfied with spool
Time to address pipe work and run the test again
Results to follow good or bad
Cheers
Kev
18 February 2010, 06:58 PM
#243
Groan...and here I am still waiting to get the results from my LM480 from Iain Litchfield (waiting on massive, unrelated, oil leak being sorted, on top of the cracked downpipe, before I know what it produces) and you go and post about another choice I could have been tempted by 
19 February 2010, 06:39 PM
#245
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Looks good, what car/engine will you be testing it on? you dont have any 2.1 strokers lying around you want to test it on do you?
20 February 2010, 10:30 AM
#246
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It is a direct replacement for JDM cars, however it can be retro fitted to any scoob with the relavent headers, up pipe and sump etc.
The Hawkeye cars are all fitted with the correct sump as standard so retro fitting a twin scroll would be straight forward.
Power wise we will have to wait and see, running the test Friday
cheers
Kev
20 February 2010, 12:31 PM
#249
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Hi,
we will wait to see what advantages if any
It is really aimed at the JDM cars where so far there are not many turbo up grades available.
cheers
Kev
Last edited by The Gaffer; 20 February 2010 at 12:33 PM. Reason: missed a bit !
20 February 2010, 05:19 PM
#251
The twin scroll separates the exhaust gas feed into two smaller venturi, than the regular 'single-scroll'. I assume this speeds up the gasses so as to aid spool up, as you say. This is the reason why there are not many twin-scroll turbos, as it's relatively new to the Impreza. Plus there are a lot of well-estb and effective normal turbos/uppipes/dowpipes, which don't help the aftermarket twin-scroll cause...
21 February 2010, 02:52 PM
#255
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Hi,
its a different footprint on both up and down pipes which is why retro fitting the twin scroll can get expensive.
We are going to back to back the twin scroll against its single scroll brother and see if its worth forging ahead with it, (excuse the pun)
We will still be able to offer the twin scroll Billet turbo to JDM owners as an upgrade but it may not be economical for a single scroll to twin scroll conversion, unless of course the gains warrant it
Cheers
Kev
21 February 2010, 09:12 PM
#257
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cylinders are paired and kept separate right to the turbo rather than mixing at the collector.
Simon
21 February 2010, 10:00 PM
#258
A true twin-scroll has a different exhaust turbine to a single scroll: there's a set of blades designed to be spun from one of the pair's of header pipes, for low rpm performance; and a second set for higher rpm.
The separated pipe-pairs from the heads mean exhaust scavanging is better, and the turbine design means spool is greatly improved, but at the expense of high-end power since not all the exhaust gases are spinning the turbine at high rpm.
Most high power "twin-scrolls" are actually "twin-entry": the exhaust scavanging properties are maintained, as the separation of the header pipe pairs is maintained right up to the turbo housing, but the impeller is a standard single-scroll core. A bit of a compromise really.
So, the proof will be in the spool characteristics vs top end power.
All IMHO of course
The separated pipe-pairs from the heads mean exhaust scavanging is better, and the turbine design means spool is greatly improved, but at the expense of high-end power since not all the exhaust gases are spinning the turbine at high rpm.
Most high power "twin-scrolls" are actually "twin-entry": the exhaust scavanging properties are maintained, as the separation of the header pipe pairs is maintained right up to the turbo housing, but the impeller is a standard single-scroll core. A bit of a compromise really.
So, the proof will be in the spool characteristics vs top end power.
All IMHO of course
21 February 2010, 11:24 PM
#262
I'm confused by this, mine is a Miltek & Sports Catted otherwise standard MY 03 JDM Sti, peak torque is at 3800, but power hits 320 at 5750 ish and then stays above 320 right the way through to 7500+ actually peaking at 330 at 6500. It certainly doesn't seem to lack top end power but the torque does fall away fairly rapidly as the revs rise.
23 February 2010, 08:57 PM
#270
Sure. Love the Rev.3 MR2 in gleaming black (in a kind of cheesy, hirsuit, hairy-chested kindaway 
). But would get scared peddling it with any viguor!
As Performance Car said of the Rev.1 MR2 Turbo 225: "The N/A (158bhp GT) version is fast enough thank you very much!"
It's the one rare example of a car where an aftermarket bodykit actually enhances its looks! (Toms)
Sorry, I'm going waaaaaaaaay off topic here.
). But would get scared peddling it with any viguor!As Performance Car said of the Rev.1 MR2 Turbo 225: "The N/A (158bhp GT) version is fast enough thank you very much!"
It's the one rare example of a car where an aftermarket bodykit actually enhances its looks! (Toms)
Sorry, I'm going waaaaaaaaay off topic here.
Last edited by joz8968; 23 February 2010 at 09:04 PM.
