http://turbo.honeywell.com/whats-new-in-turbo/video/gasoline-dualboost-turbo/
worth the watch !
Badass. Can’t wait until the aftermarket embraces the technology. Power levels that normally would require a huge laggy turbo could be done with something small and responsive, making for giant powerbands.
Sick.
is this better than vtg?
variable turbine geometry
I would have to say yes
Could probably be combined with variable geometry as well, but might not end up needing it.
http://turbo.honeywell.com/our-technologies/vnt-dualboost-turbochargers/
vnt and dual boost wow
Doesn’t look like the VNT dualboosts have the axial turbine, which is a bit disappointing, but the more I think about it the more I love the dual compressor wheel idea.
by having more surface area on the turbine would make it spool slower.
but if they could design 2 small turbines with surface area of a big one then prove it spools faster id jump on the band wagon.
so they are not going to offer twin scroll turbine housings?
they are that efficient that they dont need one or they havent developed one yet? that would spool probably crazy quick with the dual boost stup
They do. Theyre axail turbine twin scroll setups with mated dual boost compressors. By this point im sure they already have integrated vnt into the whole package as well in a prototype for testing purposes
D series setup would of been perfect with that
Remember, there are two (well three I guess, if you count friction) things that will cause load on the compressor (and slow down the spooling). The air being compressed, and the rotational inertia of the compressor wheel. Being lighter, and having more of the mass further inwards will make it spin up more easily due to lower rotational inertia. Once the air itself really starts to place a load on the compressor, you’re at the point where its doing the work you want it to.