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Old 07-11-2013, 03:35 PM   #401
Maxwell Power
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it's true that I rather have one gate per side, but really, it's only going to be about total flow rate.
In an ideal world, I would actually have a swooping pipe come off the primary into the wastegate which I would angle in such a way that the 90 degree turn through it would provide as little restriction as possible since the gates are going to be full open anyway under power.
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Old 07-11-2013, 05:35 PM   #402
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Quote:
Originally Posted by armyssoldierboy View Post
Am I the only one that sees the one wg on the twinscroll piping? I'm curious as to how the adapter piece looks without the wg on it and how efficient it is as opposed to running 2 wg's.

And why is everyone driving so fast daily? Mine open at 12psi and it's already on it's way to oh **** speed so I don't get to hear mine often :/ It's been a while so I opened her up today I actually like the sounds a car makes...the turbo spooling, wg's yelling, bov hissing...I guess it's the ricer in me lol
No we all see it


Last edited by KillerBMotorsport; 07-11-2013 at 05:55 PM.
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Old 07-11-2013, 05:54 PM   #403
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Quote:
Originally Posted by Maxwell Power View Post
it's true that I rather have one gate per side, but really, it's only going to be about total flow rate.
In an ideal world, I would actually have a swooping pipe come off the primary into the wastegate which I would angle in such a way that the 90 degree turn through it would provide as little restriction as possible since the gates are going to be full open anyway under power.
I think what you want there is a butterfly gate. Flow through a 90 wastegate is just crappy.

There have been used with marginal success. We (me and my friend Garrett) looked long and hard at going serial sequential looking at OEM examples/parts, aftermarket componentry, etc. It can definitely be done, but the boost control will not be as effective as you'd like. A Jekyll and Hyde, with a some or all mentality, and no middle. It's the transition that's a bear. I could ramble on an on as I spent a good amount of time and research there. It just didn't make sense once you start adding the dollars it takes to make it function. There are other routes that can be had for WAY less money, similar results, and better drivability. Just a quick 2 cents
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Old 07-12-2013, 01:51 PM   #404
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Quote:
Originally Posted by KillerBMotorsport View Post
You live in VA beach, you are in traffic 24/7 there's no way you can have the WG open all the time, you'd always be in the triple digits!

I'd have to look at the calculation, but IIRC I think it would go from 3" to 3.5 at the WG merge. I don't know of anyone that sells an OEM location 3.5" cat-back.



This is true and I agree. I'm sure angling it backward instead of straight down would help too. I think we can make some changes pretty easily.



This is also my plan and I have the same Trapp you do, I just haven't done anything with it yet. When going TS the WG will be on top so that will change the routing some, but for our shop car I was actually thinking of going out the side of the bumper with the super Trapp poking out just a wee bit with a stainless surround riveted in (I have a thing for rivets). This should quite things down for me, but really annoy the people that have annoyed me by driving slow for sooooooo looooong in the fast lane




All that matters is results, but from an engineering perspective, the wastegate is angled the wrong way.
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Old 07-12-2013, 02:06 PM   #405
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Originally Posted by faeflora View Post
All that matters is results, but from an engineering perspective, the wastegate is angled the wrong way.
HUH?
no, you're wrong.
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Old 07-12-2013, 02:46 PM   #406
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Jeesh I panicked for a second there. It's the right way.

Nothing irks me more than a 90 (or the wrong way!) stubbed WG
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Old 07-12-2013, 03:03 PM   #407
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Quote:
Originally Posted by KillerBMotorsport View Post
Jeesh I panicked for a second there. It's the right way.

Nothing irks me more than a 90 (or the wrong way!) stubbed WG

LOL hahha sorry B I was looking at it backwards myself
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Old 07-12-2013, 05:38 PM   #408
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Originally Posted by KillerBMotorsport View Post
No we all see it

I guess thats close enough to a divided wastegate. Do you know how much cross talk you get with those? It seems like a wicked easy button for a TS setup that doesnt have room for a proper 2 wastegates.
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Old 07-12-2013, 07:27 PM   #409
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There should be very little since the divider goes right up to the WG valve.
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Old 07-13-2013, 11:03 PM   #410
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Any updated ETA on the kit?
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Old 07-20-2013, 09:50 PM   #411
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and do you need a GR testbed?
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Old 07-20-2013, 10:58 PM   #412
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and do you need a GR testbed?
They already have a tester. I already asked
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Old 07-22-2013, 01:47 PM   #413
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Well, at least they have a tester GR now which means progress~
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Old 08-21-2013, 08:42 AM   #414
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Quote:
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Any updated ETA on the kit?
We've had a larger than expected increase in demand for our products and that has definitely had an impact on the speed at which this project has moved forward. I don't see any reason why we won't start preparing for production after our next dyno session. The move to TS has been fairly smooth and the new Garrett turbine housing should only bring good things.

Quote:
Originally Posted by Tyrial View Post
Well, at least they have a tester GR now which means progress~
Correct, we have a shop 2012 STi hatch. I have just started discussing the engine with our builder. Nothing like the 2005 STi build since this is a more low key car. I'm thinking of going back to the GTX3071 with the mid-size TS Garrett turbine housing. If my calculations are correct it will be very close to OEM responsiveness and close, if not exceed, the 400whp mark.

Some progress pics....










Also, will be bumping up the intercooler size a bit and considering going with cast end tanks. They do offer an advantage as far as reduced turbulence, but they come at a cost

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Old 08-21-2013, 04:06 PM   #415
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Initiate boner...

BONER!!!!!!! Love it.

Quick question for you. If one where to keep the tubes equal length and one would not be going for max power, could you merge 1&3 and 2&4 on a twin scroll turbine and mount it transversely right at the front of the engine? I realize this isn't the way to make max power and efficiency, but how much would one lose by routing that way?
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Old 08-21-2013, 04:49 PM   #416
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You might as well mount twin turbos right at the exhaust ports. It's been done, with lackluster results.
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Old 08-21-2013, 06:26 PM   #417
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Twice the turbos twice the money.

So I'd be better off 4-1 el then?
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Old 08-22-2013, 06:56 PM   #418
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Quote:
Originally Posted by KillerBMotorsport View Post
You might as well mount twin turbos right at the exhaust ports. It's been done, with lackluster results.
Don't need to tell you this so this is more for the rest of the crowd:

The pulses are improper if you put a turbo under each head. The timing is way off. It'll work, but not well. The only kits that didn't perform were ones without a balance pipe for pressures from bank to bank. I have a friend who did one with a balance tube and it helped a lot. The car performed very well. Better than a single turbo twin scroll setup? No.
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Old 08-22-2013, 08:20 PM   #419
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Quote:
Originally Posted by Maxwell Power View Post
The pulses are improper if you put a turbo under each head.

What about mounting a twin scroll under each head?

Advantage over a single t/s?


D
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Old 08-22-2013, 09:27 PM   #420
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Originally Posted by D K View Post
What about mounting a twin scroll under each head?

Advantage over a single t/s?


D
wouldn't change anything. The pulses would still be out of time. You'd need to get the front cylinders on one turbo and the rear cylinders on another.
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Old 08-22-2013, 09:34 PM   #421
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I want to run a Killer B front mounted manifold with my 6262
I really like the cast ends Chris! See ya this weekend.
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Old 08-22-2013, 11:39 PM   #422
Tyrial
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I'm planning on stopping by your shop on my way to SC Chris, I'll have to bug you about this kit then and really get some info on it in person. Just did my short block build at MPS and going back next Tuesday to build the heads. This turbo setup would compliment my '11 STI very well... We'll have to seriously sit down and chat about this kit while I'm at your shop lol
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Old 08-23-2013, 10:58 AM   #423
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Quote:
Originally Posted by Maxwell Power View Post
You'd need to get the front cylinders on one turbo and the rear cylinders on another.
^ sayin it like it is

Quote:
Originally Posted by robbieshonda View Post
I want to run a Killer B front mounted manifold with my 6262
I really like the cast ends Chris! See ya this weekend.
I've been putting some deep though into doing more cast products. We'll see. We'll talk, see ya soon!

Quote:
Originally Posted by Tyrial View Post
I'm planning on stopping by your shop on my way to SC Chris, I'll have to bug you about this kit then and really get some info on it in person. Just did my short block build at MPS and going back next Tuesday to build the heads. This turbo setup would compliment my '11 STI very well... We'll have to seriously sit down and chat about this kit while I'm at your shop lol
Of course you're more than welcome to stop by. GR (2008-2014) development is going to start after we get these final changes set and tested. The GR kit will require a different radiator, intercooler, brackets, down-pipe, etc... so there is definitely some engineering time to put into it before metal is even cut. Many months before a GR product will be ready.
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Old 08-23-2013, 11:33 AM   #424
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Quote:
Originally Posted by KillerBMotorsport View Post
You might as well mount twin turbos right at the exhaust ports. It's been done, with lackluster results.
Yah, that's just not going to spin the turbine well.

I think two simple log style manifold would whoop ass, two td04's on a 2.6L-2.7L Wrx would be a sick autoX or short course car. The log type mani's are sweet, I really like how they spool. Cheap to do, relatively, too, beats tubular, surely. I really want to learn how to weld (properly, with proper school training) it's on my bucket list. /ot

Looking forward to more of your kits coming to the street!
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Old 08-23-2013, 07:39 PM   #425
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Couple more pics...



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