Turbochargers require a good amount of high energy exhaust gas to rotate a turbocharger turbine. This gas energy is a function of the mass flow rate of the gas, gas temperature as well as velocity. The high each of these gas parameters, the greater is energy available to drive the turbines. This implies that the exhaust manifold design as well as the immediacy of the turbocharger to the exhaust ports is decisive in the overall performance of the turbo kits.
Concerning Various Configurations
The “V8” configuration engine for instance LS1 twin turbo kits has 4 cylinders on a bank and another four on the other bank. This implies that for the best turbocharger functioning in terms of turbocharger response and resulting engine power over the complete RPM range, a turbocharger should be located in close propinquity to every bank of cylinders – that is twin turbochargers.
In any twin turbocharger system, each turbocharger is situated very near to the respective cylinder bank for the most favourable exhaust gas energy transfer to every turbocharger.
A single turbo configuration on the other hand requires the exhaust gasses from each bank pass through a longer distance in comparison with twin turbochargers situated at each bank. The complete distance travelled is found out by the placement of the single turbo but in short, gasses from one bank must go through the width of the engine bay and combine with the gasses from the other bank before ultimately going into the turbocharger. This has a pessimistic impact on the overall exhaust gas energy existing to spin the single turbine.
To counteract the effect of lower exhaust gas energy accessible to spin the single turbine, the size of the single turbo must be condensed when evaluated to the total turbo capacity of twin turbo in order to attain similar low to mid RPM engine performance in contrast with a twin turbocharger configuration.
We can consider following 3 different scenarios:
- To achieve same low to mid RPM power and turbo response as the APS Twin Turbo kits one would require to indicate a single turbo of around 3/4 the size of the entire turbocharger power of the twin turbo configuration.
- To attain the same outright horsepower like the APS Twin Turbo kits, one would necessitate specifying a single large turbocharger of equivalent (or a little higher) capacity – which is an enormous turbocharger for the LS1 twin turbo engine. The negative aspect is that the low to mid RPM retort would be seriously compromised.
- To attain higher horsepower to that of the APS Twin Turbochargers, one would require specifying an even bigger single turbocharger. Such turbocharger would contain an operational range initiating relatively elevated in the RPM range (no useable power to talk of beneath that point). In such case, the engine would have to turn out to engine speeds well beyond the standard RPM limit to attain a valuable power band. This solitary turbocharger may be workable in a competition engine which expends little time at low to mid RPM, but be distasteful on the road in many driving conditions.
Here we had a little discussion about single or LS1 Twin Turbo Kits on a V Configuration Engine, you can know more about the same to have a great knowledge further.
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