Off topic discussion:
=> Has anyone read the article on Mike Moran's new monster? that thing is way out there impressive.

On topic discussion:
=> I dont get why he is using a Quad setup? waht is the advantage to 4 over 2 over 1? I have seen a couple of Rustangs that are running 1 turbo & making 1200 HP & twins that are making 1800 or so.

why would one goto the trouble of 4 smaller turbo's over 2 larger ones? The only thing that makes any sense to me is back-pressure. I maybe out to lunch (& quite often am), but the more flow I try to shove through a turbo the more back-presure it is going create, which will result in both less HP & higher EGT's. by going with 4 turbos I can reduce backpreassure, increase flow & reduce EGT's.

another thing is that they were predicing 2200 HP out of this quad turbo, 447 CI BBC with Big chief heads, sounds like snowballing to me.

BW

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Bob,

Just think if he were to pull up next to you and pop the hood!!!! not 1 turbo, not 2 turbo's, but 4 TURBO'S...we'd be pickin your jaw up off the ground and zip tying it to your head.

My take is (and i've been known to be wrong on many occasions), it would be less backpressure, lower egt's, and faster spool up times. not to mention a plumber's nightmare...

p.s. i work on Caterpillar 16 cyl's w/ quad turbo set-ups...but these don't have to fit under the hood of a car.

later
larry

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You'll have to forgive me for being the rookie but I've always thought the best thing about multiple smaller turbos was the quicker spool up time and more flow.

 

Its just 1 upping the advantage of twin turbos.

Take 4 small ones, and they will spool up fast as hell. Or it could be 2 really small, really fast spooling ones, then 2 giant ones that make tons of boost.

Add more small turbos and you can basically get rid of all the lag.

 

But who gives a darn about spool up? this is not a street car (I dont care what class he is in, that is NOT a street car), this is a full boogie race car. They are predicting that these cars are going to hit 6's this year. he is going to bring it to the line & bring it up on the brake & launch away.

I dont think that they are required to do the driving test any more, where they had to follow the pace car around & then turn the motor off & then back on again.

am i Nuts? or is this just 'cause he has BIG $?

BW


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I see what your talking about Bob and you're right what is the advantage to be able to spool up fast when you leave the line at 3-5k rpm's the turbos will already be spooled up by then. by the way I thought the car was supposed to be hitting 5 seconds

 

I think the single biggest reason he did it...is because he could.

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The new Lotus v8s come quad turbo. The turbos killed so much of the exaust soundwaves that when he reved back on me , he was just blowing hot air whooooosh. no noise but whoooosh.

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The four turbo setup does take advantage of faster spool up time. I'm not completely familure with how they are configured, but if it were me I would run two in series on each bank. Then you get compressor multiplication along with fast spool up times. FYI turbo cars do not run full boost in 1st gear no matter what car or truck they are, so spool up time is critical even in drag race cars. Also multiple turbos vs. single isn't really a backpressure issue, it's mostly packaging and how close you can get them to the exhaust valves, plus engine pulses. The farther away the turbo is from the head the more heat loss and pressure loss you have, and you want the exhaust pulses to be even or else your turbine speed can surge. Turbine work is a function of pressure and heat delta. The other way he could do it is two cylinders for one turbo, and have four in parallel, which would cut down on losses, plus it would look really cool.

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what he has done is used two Cyls/turbo. It appears that he has selected the cyls according to the firing order to maximise on the exh pulses.

he has the left bank compressor outputs goign directly to the IC input on one side (he has two W=>A IC's welded together) & one common output that is going to the intake TB on the bank on the opposite side of the motor.

all 4 turbo's appear to be the same (as you would think running them in paralell). They are "special" magnesium housing turbos, that I think are made by Garrett. They weigh a scant 8 LBS each.

another trick thing about this motor is that there are NO gaskets in the motor. the entire thing is machined for orings.

for those interested it is in the Aug, 200A Popular Hot rodding.

BW

 

the 8lb per is compared to garretts next up twin setup, weighing in at 36 lbs each. faster spool times are a definite along with a huge boost potential(these are indy turbos guys) all in a nice tidy(??) package, that counting all of which, still weighs less than a single half of a standard twin setup. the real question of why i think is nswered by, just 'cuz. he still doesnt know if theyll let him run it in competition, so right now its just in the experimental stage. garrett is "funding their research" by allowing them to use these turbos, which you cant get, and even if you could, they would be hideously expensive. so i think that its just an experiment in ***** waving, but i think its one of the coolest ways to do it, just lookin at that thing gives me the chills. late

 

the 8lb per is compared to garretts next up twin setup, weighing in at 36 lbs each. faster spool times are a definite along with a huge boost potential(these are indy turbos guys) all in a nice tidy(??) package, that counting all of which, still weighs less than a single half of a standard twin setup. the real question of why i think is nswered by, just 'cuz. he still doesnt know if theyll let him run it in competition, so right now its just in the experimental stage. garrett is "funding their research" by allowing them to use these turbos, which you cant get, and even if you could, they would be hideously expensive. so i think that its just an experiment in ***** waving, but i think its one of the coolest ways to do it, just lookin at that thing gives me the chills. late