Twin Turbo D16Z6 PICS
08-02-2003, 06:55 PM
#31
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Re:Twin Turbo D16Z6 PICS
ive heard of diesels using 2 turbos in a series so that the intake portion of the first turbo would power the exhaust side of the next turbo. so u can build some outragous boost but i think thats on huge diesel motors. i think u might pop a honda motor
08-02-2003, 07:38 PM
#32
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Join Date: Dec 2002
Posts: 1,002
Re:Twin Turbo D16Z6 PICS
thats sweet man, i bet you could hit some high 11's and lower if you fill the waterjacket and build it, the best way to gain power and make sure it won't grenade will be to get friends with a shop owner and get free or cheap dyno runs. if i owned a shop i would let you tune on my dyno for free with that setup.
08-02-2003, 09:20 PM
#33
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Join Date: Dec 2002
Location: Nashville
Posts: 807
Re:Twin Turbo D16Z6 PICS
I can't say for sure, but I sure hope that d16 pushes those things up to speed. If I were you I would use heat wrap and wrap the manifold up to push more heat into the turbo to help out some... I'm not making accurate guesses, but I think you might hit full boost by about 4700-5200+rpm.
I was just dreaming agian... h22a1 in a rex with twin turbo... I'm going to need more money one day, lol.
I was just dreaming agian... h22a1 in a rex with twin turbo... I'm going to need more money one day, lol.
08-03-2003, 08:23 AM
#35
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Join Date: Jun 2003
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Re:Twin Turbo D16Z6 PICS
The motor isn't built yet...when I first started this project I just wanted to give my daily driven beater car some ***** and I guess I just got a little out of control. I'm going to see how this set-up works and if its good than its getting sleeved. I originally wasn't going to build it becuase I thought it wasn't worth building a single cam but now it seems to be a good investment. Hell, anything will go fast with 22psi and a 100 shot. (thats hoping for 11psi out of each turbo) What will one RHB5 max out at?
08-03-2003, 09:15 AM
#36
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Re:Twin Turbo D16Z6 PICS
I didnt mean a turbo to power a diesel turbo
But this is what i meant:
some of garrett's diesel customers are demanding so much boost it takes two turbos to get there. every automotive twin-turbo system even sequential twin-turbo systems, run the two turbos in parallel, ridiculous boost is possible. it's a commo mistake to think of a turbo's work in terms of boost, but the turbo dlesn't care houw much boost comes out of it., just houw much more the air is compressed than it was when it came in . if that air happens to start out at 15 psi, as it might on a cold thick night in death valley, a burbo compressing arir 2:1 will discharge air at 30psi of absolute pressure. since boost is defined as the pressure about ambient, you have to subtract atmostpheric pressure to get boost. thirty minus 15 is 15 psi of boost. but add a second compressor and things get interesting. with bothcompressors doing the same amount of compressing, you might instinctively expect twice the boost. but instead of 30 psi of boost, you end up with 45.
how's that? remember, air going into the second compressor is already at 30 psi(absolute), and compressing that 2:1 brings it to 60 psi subtract the 15 psi of ambient pressure, and you have 45 psi . start turning up the boost and you can quickly see that two turbos in series can make pressure no single turbo ever could. that 45 psi would be a pressure ratio of 4:1, an ambitious feat for any single tubro. run two compressors at 3:1 in series and you have a pressure ratio 9:1, or 120psi of boost on a thick, 15 psi day. no single turbo can do that. with diesel engine makers asking for boost levels that would require two turbos in series(i dont know of anyone asking for 120 psi, by the way), garret started working on a single turbo with two compressors. the result is the low speed turbo, a turbo with an unfortunately dull name derived from it ability to deliever substantial boost at much lower speeds than a single compressor turbo could. that means longer service life, which is as sexy as it gets in diesel truck world. from the out side, the dual compressor low speed turbo look fairly conventional, with just an extra thick compressor housing looing a litle out of the ordinary. inside things are complicated. ina normal compressor, air gets flung axially off the tips of the compressor wheel, collected in the snail shaped scroll, and discharged intoa pipe. the discharge from the first of the low speed turbo's compressors, however, just wraps arond toward the turbo's center section , and does a backflip into the second compressor whell, sitting back to back with the first. the second wheel is physically smaller than the first. this is possible because the air tyhe air it breathes is already compressed, so agiven mass of air is smaller when it enters the second compressor than it was when it entered the first. its a good thing, too, since the discharge of the second compressor has to go into a snail shaped scroll thats small enough to fit inside the mushroom shaped passage carrying the back flipping air from the first turbo. at this poin the elegance ends, with no other way to excape the second compressor's scroll has no choice but to punch through the backflipping mushroom passage, giving the hightly compressed air a way to get to the neares intercooler. fascinating, but what use is a turbo that cian make 60 psi of boost at only 70,000 rpm of shaft speed? on a gas powered street car, its no use at all. on a high boost drag car running c16 fuel...maybe. this may remain a diesel only innovation.
Ok read it a few times and it will make sense
this is pulled from a writer in SCC and i spen all this time typing it.
i hope someone learns something from all my hard work
J/K
But this is what i meant:
some of garrett's diesel customers are demanding so much boost it takes two turbos to get there. every automotive twin-turbo system even sequential twin-turbo systems, run the two turbos in parallel, ridiculous boost is possible. it's a commo mistake to think of a turbo's work in terms of boost, but the turbo dlesn't care houw much boost comes out of it., just houw much more the air is compressed than it was when it came in . if that air happens to start out at 15 psi, as it might on a cold thick night in death valley, a burbo compressing arir 2:1 will discharge air at 30psi of absolute pressure. since boost is defined as the pressure about ambient, you have to subtract atmostpheric pressure to get boost. thirty minus 15 is 15 psi of boost. but add a second compressor and things get interesting. with bothcompressors doing the same amount of compressing, you might instinctively expect twice the boost. but instead of 30 psi of boost, you end up with 45.
how's that? remember, air going into the second compressor is already at 30 psi(absolute), and compressing that 2:1 brings it to 60 psi subtract the 15 psi of ambient pressure, and you have 45 psi . start turning up the boost and you can quickly see that two turbos in series can make pressure no single turbo ever could. that 45 psi would be a pressure ratio of 4:1, an ambitious feat for any single tubro. run two compressors at 3:1 in series and you have a pressure ratio 9:1, or 120psi of boost on a thick, 15 psi day. no single turbo can do that. with diesel engine makers asking for boost levels that would require two turbos in series(i dont know of anyone asking for 120 psi, by the way), garret started working on a single turbo with two compressors. the result is the low speed turbo, a turbo with an unfortunately dull name derived from it ability to deliever substantial boost at much lower speeds than a single compressor turbo could. that means longer service life, which is as sexy as it gets in diesel truck world. from the out side, the dual compressor low speed turbo look fairly conventional, with just an extra thick compressor housing looing a litle out of the ordinary. inside things are complicated. ina normal compressor, air gets flung axially off the tips of the compressor wheel, collected in the snail shaped scroll, and discharged intoa pipe. the discharge from the first of the low speed turbo's compressors, however, just wraps arond toward the turbo's center section , and does a backflip into the second compressor whell, sitting back to back with the first. the second wheel is physically smaller than the first. this is possible because the air tyhe air it breathes is already compressed, so agiven mass of air is smaller when it enters the second compressor than it was when it entered the first. its a good thing, too, since the discharge of the second compressor has to go into a snail shaped scroll thats small enough to fit inside the mushroom shaped passage carrying the back flipping air from the first turbo. at this poin the elegance ends, with no other way to excape the second compressor's scroll has no choice but to punch through the backflipping mushroom passage, giving the hightly compressed air a way to get to the neares intercooler. fascinating, but what use is a turbo that cian make 60 psi of boost at only 70,000 rpm of shaft speed? on a gas powered street car, its no use at all. on a high boost drag car running c16 fuel...maybe. this may remain a diesel only innovation.
Ok read it a few times and it will make sense
this is pulled from a writer in SCC and i spen all this time typing it.
i hope someone learns something from all my hard work
J/K
08-05-2003, 11:45 PM
#38
0.0 BAR
Join Date: Aug 2003
Posts: 1
Re:Twin Turbo D16Z6 PICS
The only thing you need is to replace the backside windows with air ducks then place radiators behind them. With a heat shield welded in place just behind front seats will keep the heat out and the engine cool while opening the engine compartment for more room(bigger turbos). Do that and you'll win any bet.[img][/img]
, best of luck to ya, hope to see some more pics when your done, hopefully some videos 
