|
SP Quick Spool Valve... greatly improves turbo spoolup? Worth the read...
Wanted to share for those interested and get some feedback on what you guys think about it. Its a relatively new product on the market from Sound Performance and good dyno run comparisons are just starting to come about.
If I hadn't already built my exhaust I would definitely be considering this, and I might anyway in the future... I mean what would you pay if someone said they could improve your turbo's response by over 1000 rpm without any sacrifice of top end? Quote:
Quote:
|
It doesn't look very thick, I don't see the valve holding up to exhaust temperatures in a manifold. If it does fail, there goes your turbine wheel. I think most people will be using this as a bandaid on their poorly designed turbo setups. I'm interested in the changes it will have on exhaust manifold pressure and temperatures.
|
The pressure post engine will increase and have an effect on scavenging down low; this thing should be tuned for if installed. The idea is that it greatly increases exhaust velocity through one scroll providing down low spool due to pV = nRT and how such a valve effects the equation. The turbine increases velocity faster because the speed that the exhaust gases flow through it. It will increase the temperature of the gases flowing through the turbine too.
The better way to get spool without rigging something like this in would be to run a smaller inducer but people don't like to do that. However, the more I think about it, the more sense it makes with any divided housing twin scroll setup, but it just seems so... ghetto. I dont know how the increase in exhaust temperature would effect the seals and the turbine itself considering you are delivering a lot of pressure to it. *EDIT* How they state their results is a complete misrepresentation... They did not gain RWHP, their powerband got wider. |
I think a lot of people are waiting for more results since the logistics of it all are still being worked out by the volunteer guinea pigs. I don't agree that its a bandaid at all though... I'm confident that it will help ALL turbo setups, no matter how efficient they already are. Of course this isn't for everyone, but for a street or road race car thats looking for more low end grunt, I'm not sure what else you could ask for.
And even though it will have to put up with very high temps, I'm not too concerned with it lasting... this thing was under development for a damn long time before they released it and SP makes some very nice parts. Regardless of all of this, I doubt I'll own one for at least 6-12 months... let the initial testing and hype die down a bit and let me enjoy my car as it sits for a while. And SP did not invent this nor are they the first to produce it, but they are the only ones bring it to the mainstream in the present day. In the discussions on SupraForums we even saw some examples of turbine housings that had the valve integrated into it, and I believe there was an example of a similar setup in a showroom stock production car... the details are fuzzy right now though. |
Troll unfortunately these have been on the market for the last 5 years or so. There are a lot of vids up of the quick spool valve.
|
Who else makes them? I'd love to see some more info and here some more opinions, as well as finding out what kind of competitive pricing there is out there haha.
|
Ive seen these before... IIRC you need to have a turbo with a devided housing to make them work... the butterfly valve blocks off the flow down half the housing... this causes more pressure to be placed onto half the exhaust turbine... this causes a faster spool... then the valve opens up to allow full flow when heavier exhaust gases are present... theyre neat if your a supra guy...
|
Quote:
|
Really? Everything on SupraForums is them talking for the past year or so about them developing, testing, and now finally producing them in T4 initially and now T6 are also available. Thats interesting...
|
i could've sworn i've seen you or someone else post this before.. hmmm
|
Here's another company that makes the same thing http://performancemetalwerkz.com/Sales.html
Quote:
Quote:
|
thanks for the link... i hadn't been able to find another option out there even though people have talked about it being around for longer than SP has had them.
I said I wasn't concerned with it coming apart from SP... but I'm not sure about another company that I don't know anything about. Their pricing is much better though at $250 vs. SP at $500 (which is even their intro sale price) but I dont know. Geoff from Full Race actually came in the thread today and blew up their spot a bit, it was getting interesting. SP was saying that twin scroll setups haven't shown any proof that they have better results than open setups, even though Full Race claims they do... then he came in the thread posting a quote from a premiere race car engineer sharing his not-so-impressed opinion about this quick spool valve since its crudely blocking off half of the manifold in a very turbulent way. I learned that the Acura RDX actually has a 'quick spool valve' built into the turbine housing, but its not a side by side setup built into the manifold, but rather stacked volutes (inside/outside) integrated into the turbine housing. At low RPM only the inner volute is open, then at higher rpm a valve opens to allow air to also flow through the outer volute as well. They said this was a much more efficient design, and I can understand why. |
I swear we've talked about this before.... OR I read about it on the MR2 boards
|
I've heard of some interesting results from guys running diesel variable geometry turbos (VGT). Instead of using a computer to electronically control the vanes in the exhaust housing, they use a waste gate actuator. Those let you adjust from 3cm^2 up to 24cm^2. I forget the AR equivalents.
They let the boost build to about 5-7psi then start to open the vanes for more flow. There are a few DSMs trying to use them for ****s and giggles. Too bad they are all backyard builds and have never seen a dyno. |
I heard the main problem with the variable geometry turbo's is that they can't take the heat... I "think" the only gas powered car running one is the 997 Porsche Turbo..
|
Quote:
Diesel guys try to keep it under 1400*F while gas guys seem happy under 1500*F. Some of the Cummins trucks actually had problems at first with carbon build up on the vanes because the turbo wasn't getting hot enough. It caused the mechanism to stick. I'm tempted to try one and rig up some method to control it, but those VGT housings are pretty large. Until then, a divided manifold or a reasonable AR are probably better methods. |
ghetto twinscroll.
|
Quote:
Explain. |
Well this is a direct competitor with a legit twin scroll manifold (divided to provide proper exhaust pulses to a divided turbine housing inorder to utilize the benefits) well this requires....
You will need the following in order for this valve to work - Undivided exhaust manifold - Divided exhaust housing on your turbo The key thing is the undivided exhaust manifold....(no exhaust pulse matching, turbulent gases then divided and forced through an actuated gate into a divided (twin scroll housing))-Ghetto twin scroll. Instead of just ponying up for the proper manifold and set up, one would try and match those effects with this actuated gate. Unfortunately, works great in theory but not actuality and is a rather janky set up. |
| All times are GMT -4. The time now is 04:28 AM. |
Powered by vBulletin® Version 3.8.11
Copyright ©2000 - 2026, vBulletin Solutions Inc.