Well if you're aiming for 500 HP, I'd hope to god that you're doing motor work. If you're doing your valvetrain system correctly, you can spool a bigger turbo. I've done that and I will say that I have no problems spooling a T3/T4 50 Trim.

If spooling is still your issue, that's why there are ball bearing turbos.

People are still missing the point of twincharging...your supercharger is being your restrictor. You throwing boost from a turbo to your supercharger will only do so much but it won't increase your boost levels because your supercharger is still dependant of your crankshaft and will only spin at a certain rate of speed.

Gutting a supercharger is not twincharging...you just took out the internals of the supercharger...so it's not "charging" anything, it's basically sitting there as an alluminum intake. Anyone who is only twin charging because they are too lazy to take off their supercharger, shouldn't be boosting (in my opinion). If you take the supercharger off, you could sell it and make an actual profit rather than have it sit there and take away power that you're aiming for.

 

There was a study done on a twincharged subbie, about how the turbo compresses the air and then the S/c compresses it further resulting it the same amount of boost or something along that line. I will see if i can find the artical.

 

Also, when i said gut the S/C it was meant for a turbo option, not a twincharge option. The reason it is a popular option on the cobras is because the have a similar heat exchanger set up. So you could run both and intercooler and still have the exchanger setup.

 

Understood.

 

Precicely why twincharging is so popular. Min lag/ boost building. WOth the S/C forcing air past the intake turbine you effectively are forcing the turbo to spin faster. Kinda like blowing on a pinwheel to put it in perspective. I personally woudl never twincharge a car. Its' too complex as I said earlier. And yes a better alternative is honestly a good turbo setup. But having a oversized turbo also brings in another perk, a pancake flat torque curve that goes damn near to redline. Making for one FUN setup.

SCC made a 300WHP SCT focus and used a T3/T4 I believe. Running all of 12lbs of boost the turbo hit full boost at 4500rpms and the torque peak was there, and held till a few hundred short of the rev limiter. RUnning an oversized turbo has it perks and it's drawbacks.

Me personally, I'm gonna go with two IHI RX6B turbos on my T/A. Once I get the rotating assembly bought and the engine prepped.

 

I agree with what you're saying but that part doesn't make sense to me or maybe you're not putting it in good context. When you say "past the intake turbine" what do you mean?

 

IN other words you are force feeding the intake side of the turbo wiht high velocity air. Think of it as paralell twin turbos. Only the first can bring boost to 1psi just off idle.

 

In the natural gas industry multiple stages are used all the time. Often the methane (air or methane, gasses act the same) is put through 3 or 4 stages of compression to allow it to be transported. The higher the inlet pressure into the second stage the less work required to bump up the pressure higher. In 3 or 4 stages these compressors can take an inlet pressure of 5 psi to a line pressure of 850 psi. So it does work, even if on a massive scale.

There are always coolers in between stages so that they aren't compressing a hot gas. So placing an intercooler (which is actually where an intercooler can only be, for an 'intercooler' after only 1 stage (a single turbo or supercharger) is actually an aftercooler) in between stages is a way to keep intake temps down and allow for higher boost.

If you are blowing past or into your second stage with no suction, why would you need a second stage? You would need the second stage to still be drawing (negative pressure) in the pressurized air in order to make more boost. If you are making more boost after your 1st stage and are just blowing on the second stage, you would loose boost to drag in the impeller.

A twincharger system would have to be matched in order to increase the boost, but done right it would work without a doubt.

 

theres a twincharged redline that posted his sick 330whp dyno! WTF are u talking about, stop giving bad advice or the individual that started this thread may stray from his original goal. from now on plz dont give out advice till u do some research, did i add he still isnt done with the tuning? 400whp is still in the works for him.

good day.

 

Yea, evreyone just go out and buy a sti, no biggie, the point is to mod the cobalt, not to give up and just get a new car, i still ponder why your still here.

 

LOL! Agree 110%! Awesome setup by the way, you dyno that beast yet?!?

 

[QUOTE=sheek360]LOL! Agree 110%! Awesome setup by the way, you dyno that beast yet?!?[/QUOTE


Thanks alot, no not yet, i hope to take it to the track sunday to see what it can do, hopefully i come back with some good numbers!

 

330whp huh? DO you have any links to this members dyno sheets? What's is this members name? Not callign BS just interested in hsi particular setup.

 

cant link because of the forums rivalry with this one. go to the red line forums.com <had to space it or it wont come out, sorry> search for twincharged dyno chart.

I heard the system hahn is working on is about 400 horses! I would never buy from them but its still impressive!

 

Heh, imagine that a different forum with a bit of sand in their **** between both of them. Well least it isn't Honda Hookup or somthing. Heh, still remember when I was actually allowed on there. "Can anyone give me vids of their car posting a time faster than mine? No? *Gets banned*" LMAO.

Well I did look and I can say for sure that's a mickey mouse setup if I ever saw one. Still, it works.

 

preety neat huh? intimidating to say the least. seems like a pain to tune too

 

The physics side of my brain says your taking the power adding of the turbo and subtracting the efficiency loss of the SC from it; netting a smaller amount of power than with just turbo. Then the gullible side of me totally understands the "compress then stack" theory. It would be real interesting to see two things

1) Gauge the boost coming off the turbo, but leave the stock gauge in to show the "total" boost. Were it a true "compress then stack" or any sort of two stage compression situation I would think there should be a decent difference.

2) Gut the SC Leaving everything else the same.

Not failing outright doesn't necessarily mean it isn't flawed science.

I'm being a devil's advocate to a certain degree. I don't mean to crap in anyones wheaties.

In the end I'm undecided on the theory

And sorry for raising a dead thread