Boosted Performance V 2.0

Boosted Performance

Yeah, sorry guys. I do have 4 V1.5 kits that are 75% complete...just need to find a bit of time to get the rest of the parts fabricated.

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wheee!

How's that diff bracket coming along Sasha? Going to have any for sale at the Dyno Weekend in June?
Time permitting of course... Gotta get those Boosted kits out!


Sent from Canadia

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MoulaZ

Have a couple of questions.

Love this kit immensely and it seriously has me questioning my original Stillen SC plan. But something just sprung to mind and it's mostly just nit-picking and likely to have very little effect one way or the other.... but this is a Twin Scroll Turbo setup.

Given the nature of the design and why it was thought up in the first place, Single Twin Scrolls are typically most effective with 4 Cylinder Engines (and Dual Twin Scrolls on a V8) where the exhaust gasses can be easily split up in pairs. I've not really seen any V6 engines using Twin Scroll setups given their cylinder firing order. Is it really worth using a Twin Scroll Turbo rather then a traditional one for our application? Or was the Turbo selection not made with it's Twin Scroll function in mind?

This illustrates what I mean:



For those curious, this is a great explanation of a Twin Scroll Turbo application & purpose:

https://www.youtube.com/watch?v=T7JTRRlSEYI

Also, being that close to the Gearbox/Transmission, I'd really feel much more comfortable with wrapping every bit of exhaust down there in the best insulating wrap available, and even look around for a suitable Turbo Blanket/Jacket to slip over that thing. Do you foresee any issues with this? Or any tips?

Cheers,
MoulaZ

Mitco39

Ill let Sasha answer this, but for what its worth the BMW N55 engines have a dual scroll charger on their inline 6's.

Also I have about 20,000 bagging kms on my kit with 0 issues where it is placed. You can wrap it if you want but the amount of air moving around it doesnt allow enough heat to build up.

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N0SL3N

I was also going to mention that the BMW went from a twin turbo N54 to a twin scroll N55, although some say the N54 made more power.

Also, the advantage of a twin scroll has to do with the order of firing pulses. Because the Z uses 1-6 firing order on alternate banks and Sasha made sure to keep each header equal length, the pulses will enter the split turbine housing alternately which adds to the efficiency.

I'm sure Sasha can chime in here with more info.

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Boosted Performance

That essentially sums it up. Each exhaust pulse is able to travel independently through it's own bank/runner. Because of this, one exhaust pulse will scavenge the exhaust out of the following combustion chamber once the exhaust valve opens...allowing more air to enter it on the next compression cycle. More air in = more power. There is simply no exhaust interference between exhaust pulses, allowing for a very efficient flowing system.

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whiteZ34

Sasha,
If you still have any of those 1.5 kits available let me know.
Thank you.

BlkNismo

Does this mate with the nismo exhaust yet or still only fast intentions?

jwick

Currently you can get the Fast Intentions or the OEM single mid-pipe flange for a Z. Only the OEM mid-pipe connection works on a G.

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Cell

Just have it custom fab like most of us did.

Sasha will send you extra piping without the flanges welded so you can take it ot a shop to have it cut to size and flanges welded on.

I had mine done just like that and connected to the second to last section of my CNT exhaust. I feel like getting rid of my CNT exhaust and looking for something with no resonators.

Joepro

I wrapped my silicone wastegate/controller lines, JWICK did everything.... other than that, nothing is by the manifold pipe that would not be subjected to normal exhaust heat, I have inspected the setup many times to ensure I see no heat problems, thus far none, I just hate what exhaust wrap does to the pipes, a guy a work may ceramic coat the manifold over winter for me. As for the twin scroll, I believe it works, Sasha has 3 cylinders feeding one side and 3 feeding the other, its not one collective exhaust mass moving into the turbo. I will dig up a vsr dyno graph, if you compare that to the BP kit, you will se how much sooner this kit builds tq, I just attributed that to the twin scroll, but I guess I could be wrong, Sasha will tell all!

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jwick

I wrapped everything but I'm an engineer and don't like to take chances. There's pictures of header wrap and thermo-tec on all wires and hoses in my build thread (link below). I also check zip ties all the time to make sure they aren't melting and I've not seen any issues

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MoulaZ

As I was writing my response, it dawned on me where I was becoming confused. I'll explain it below for those curious.

All of this stems from a natural occurring issue, Exhaust/Intake Valve overlap.

Had this been a twin Twin-Scroll Turbo setup, the Twin-Scroll Turbos would fare no better then standard Single-Scroll Turbos. This is because by the simple nature of the V6 arrangement and using 2 separate exhaust manifolds to feed each Turbo completely independent of the other bank.

...............................................Time: --------------->

Turbo 1 / Scroll 1 would see Cylinders: 1-NP-3-NP-5

Turbo 2 / Scroll 1 would see Cylinders: ....2-NP-4-NP-6

(NP = No pulse)

The above is ideal, as it provides that necessary time to avoid that brief negative pressure window (through valve overlap), introduced into the exhaust manifold impacting the next flow/pulse that is set to come out. This happens because the Cylinder pulses are spread out, from a time perspective, as they occupy different exhaust manifolds. This design allows for better scavenging and better exhaust efficiency.

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The below is the most unideal scenario involving a single Single-Scroll Turbo and using a single exhaust manifold to collect all gasses and push them through said Turbo. Had Sasha not selected a Twin-Scroll Turbo, this is what our scenario would be.

...............................................Time: -------------->

Turbo 1 / Scroll 1 would see Cylinders: 1-2-3-4-5-6

The problem here is while Cylinder 2 is pushing out it's exhaust gases, Cylinder 1 very briefly introduced negative pressure in the exhaust manifold which slows gasses from Cylinder 2 down, which reduces scavenging effectiveness and Turbo efficiency. Repeat this many times over and suddenly you've reduced your Turbo's efficiency quite a bit.

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The solution is a Twin-Scroll Turbo to 'mimic' a traditional twin Single-Scroll Turbo setup. This is what the Boosted Performance Turbo kit is. Even though both exhaust manifolds go to the same Turbo, they are kept separated throughout... until they finally meet at the Turbine when exiting the Turbo.

Thus you have:

...............................................Time: -------------->

Turbo 1 / Scroll 1 would see Cylinders: 1-NP-3-NP-5

Turbo 1 / Scroll 2 would see Cylinders: ....2-NP-4-NP-6

Even though the above is actually just one Turbo.

Look familiar? ^^^


Hope this clears it up for others that were wondering.

Cheers,
MoulaZ

MoulaZ

Also yes, BMW went from a twin Single-Scroll to a single Twin-Scroll setup from N54 to N55 in '09.

Technically as far as the engine is concerned, nothing changed. The exhaust of the Inline 6 engine was still split into 2 channels, 3 Cylinders each, and fed to a separate Scrolls, instead of separate Turbos.

I suppose this could have been for simplicity, or weight saving, or space saving reasons?

This is a diagram of the N54:

You can see what I mean where the Cylinders are split. Important to note though, the diagram is not 100% accurate. They show Cylinder 1-3 going to one Turbo & Cylinder 4-6 going to the other. I don't believe this is actually correct, it was merely for the diagram's sake.



Cheers,
Emile

AlexRaymond19

I'm putting up a portable garage in anticipation for this kit. I can't wait!

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