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Joined: Aug 2001
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Hard-core CEG'er
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Hard-core CEG'er
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Former owner of '99 CSVT - Silver #222/2760
356/334 wHP/TQ at 10psi on pump gas!
See My Mods
'05 Volvo S40 Turbo 5 AWD with 6spd, Passion Red
'06 Mazda5 Touring, 5spd,MTX, Black
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Joined: May 2000
Posts: 1,336
Hard-core CEG\'er
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OP
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Here is a teaser: T3/T4 TO4E "o" trim .70 A/R V-Band Turbine Housing .50 A/R Compressor Housing Needless to say, I mutilated the threads on on the other turbo housing trying to drill out the sheared off bolt ... grade 9.8 bolts will do that to you without a drill press. No big deal though since I will be getting another turbine housing for it for about $45 shipped. I however couldn't pass up this turbo for the great deal that I got on it. Yes, it's an eBay special, but for $305 shipped, I couldn't pass it up. The V-Band is the key though as the downpipe that I have designed is based on it
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Joined: Aug 2001
Posts: 5,810
Hard-core CEG'er
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Hard-core CEG'er
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Nice, a dual scroll turbine.
You may want to revise your piping based upon it by feeding both bank pipes right up into the turbo flange, sort of like how the stock y-pipe fed two pipes together into the flange. Then again it may not matter.
Former owner of '99 CSVT - Silver #222/2760
356/334 wHP/TQ at 10psi on pump gas!
See My Mods
'05 Volvo S40 Turbo 5 AWD with 6spd, Passion Red
'06 Mazda5 Touring, 5spd,MTX, Black
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Joined: Aug 2002
Posts: 4,970
Hard-core CEG'er
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Hard-core CEG'er
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Wouldn't that complicate piping design a bit in the sense that each bank would have to be matched about perfect. A 'normal' uppipe would be better IMHO, especially for duplication for some what mass production later on.
2005 Ford F150 SuperCab FX4
1964 Chevrolet Impala SS
1998 CSVT: 354HP/328TQ @ 10 psi, now gone
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Joined: Aug 2001
Posts: 5,810
Hard-core CEG'er
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Hard-core CEG'er
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Not really. The pipe length after the initial collector for one bank is already long enough that tuning at that point isn't an issue. Tuning lengths with turbos is really not a big deal anyway. You can just run two smaller diameter pipes right up to the housings. Supposedly for four cylinder engines the dual scroll really helps out because it keeps a jet of exhaust hitting the turbine wheel directly the whole time rather than having negative pulses on the whole stream. Something like that IIRC.
Anyway, the flow in the pipes on our engine is long enough that it is already fully developed, there are 3 cylinders on each bank, so that also may make it irrelevant. So not a big deal at all, I was just wondering IF it would help, it definitely won't hurt.
Former owner of '99 CSVT - Silver #222/2760
356/334 wHP/TQ at 10psi on pump gas!
See My Mods
'05 Volvo S40 Turbo 5 AWD with 6spd, Passion Red
'06 Mazda5 Touring, 5spd,MTX, Black
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Joined: May 2000
Posts: 1,336
Hard-core CEG\'er
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OP
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Not trying to add to the complexity here, but a good idea none-the-less. Maybe on the Cougar when the time comes, but considering this turbo will be for the Cougar and is only going on the Contour for kit fitment (same footprint as the other unit), that is an option that I will have for the Cougar. I have piping on the way, so I should have some pics soon of my tacked up/down pipe ... still deciding if I want to share these before deciding on producing the kit ... hmmm ....
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Joined: Dec 2002
Posts: 937
Veteran CEG\'er
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Originally posted by fastcougar: I have piping on the way, so I should have some pics soon of my tacked up/down pipe ... still deciding if I want to share these before deciding on producing the kit ... hmmm ....
Maybe a real concern if you're going commercial since once a design is in the public domain...
On the other hand, your potential customers are a small segment of enthusiasts, many of whom probably click this thread occasionally. This is terrific free advertising that could result in a waiting list if the price is ââ?¬Ë?right.ââ?¬â?¢ Following this ââ?¬Ë?kitââ?¬â?¢ from design to fabrication will give people the desire to join in with their own car.
As long as you are approaching this as more fun than business, go ahead and post some pictures!
99 Tropic Green SVT, Tan Leather, 20K miles, "Nice Twin" (factory stock).
99 Tropic Green SVT, Tan Leather, 28K miles, "Evil Twin" (Turbo AER 3L and more in progress)
96 Red LX, Opal Grey Leather 2.5L, ATX, 22K miles
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Joined: Apr 2002
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Hard-core CEG\'er
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Since you've got a split turbine housing you might as well have the engine banks seperated.
04 Subaru WRX "Eurosport bling bling fast and furious tokyo drift"
"They have diarrhea of the mouth, and constipation of thought"
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I also thought about the split design and like I said, I'm going to pass on it this time round. It will take a lot more than just slap two pipes up and what not. Exhaust pulse timing on seperated banks should probably be more of a first thought than an afterthought
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Joined: May 2000
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I'm going to be using an "un tanged" flange on the turbo side (no split in the flange - completely open standard T4 flange). Do you think that there would be any draw back to knife edging the wall between the two ports on the turbine housing? I know for flow seperation, this would be ideal, but my only hesitation would be the edge getting too hot due to it being thinner and possibly deforming. Then I began to think why not knife edge and then ceramic coat ... your thoughts/suggestions are always welcome!
Last edited by fastcougar; 02/20/06 05:52 PM.
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