*The following turbos can be upgraded to the Turbonator® VGT *All turbos include a Wastegated Exhaust Housing unless upgraded You will be able to put all that power to its absolute best use that way.DPS Sequential Turbo Kit | Sequential Twin Turbo Kit Setup for 5.9 & 6.7 Cummins Make your Cummins run like it was meant to with DPS Compounds. $10k in engine upgrades = $10k in high performance driving school. Oh, and for the first two years match every dollar spent on power with a dollar spent in racing school. None of this is remotely cost reasonable and building a car is an expensive and frustrating hobby where you get a lot of joy pushing the car, followed by a lot of money repairing the car and buying another. You will sacrifice ultimate power, but gain so much more. If you are going to daily it and use it as a canyon carver, spend the money on safety, suspension, brakes, engine and a large twin scroll turbo. Make it a bit less complex and spend the cash savings on a beefier engine build. Since you won’t be spending much time at low RPMs I wouldn’t worry about turbo lag and just build for the top end. If you are looking to drag the car and want amazing top end power, I would do a large single turbo. And run a fiddly ECU, and are constantly tinkering. It will cost a lot, but you can make as much power as your engine will handle, even if you have to cut a hole in the hood to fit the turbo setup. If it is a dedicated track toy and you are okay with it being less reliable - go sequential and make big power. There is also a “twin scroll” turbo which is designed to combine the best of sequential turbos and reduce the complexity by having two scrolls - one that builds power at low rpms and a larger one that builds power at higher rpms.Įverything is a trade off and I would consider what you are building the car to do. Generally this is seen as the best method to make really big power, without the complexity of twin turbos. Then there are “big turbo” kits, which are exactly what you would think they are. However, this comes at the cost of some efficiency, a high cost, and increased complexity.Ĭompound handles the same problem a different way, by forcing the output of one turbo to drive the other turbo, doubling up on compression to allow for higher compression in a “smaller” package. The smaller one kicks in at low RPM and builds pressure while the larger one kicks in where the smaller one reaches peak efficiency, so you get strong turbo power through the rev range. Sequential are designed to compensate for this by using different sized turbos, one smaller with less pressure required and one larger. The larger the turbine, the more pressure required to spin it. Since turbos use the exhaust pressure to spin a turbine the size of the turbine = power creation. The goal is to push more air volume into the engine. The goal of both is to overcome one or more limitation to using turbos for forced induction. It would be a turbo feeding into a turbo ,so one turbo will be making X amount of boost into the next turbo and that turbo will take X amount of boost and pressurise it more It's used in cases where the space is either limited or you want the absolute maximum pressure with the smallest possible size and efficiency level It's used to make maximum boost pressure that is usually out of a given turbos efficiency range It's a more linear power progression mimicking a normally aspirated engineĬompound turbo charging is running turbos on a progressive multi stage pressure increase So smaller turbo will work from its low end to its max then the bigger turbo will take over after the smaller turbo is out of its efficiency range Turbos have efficiency ranges based on size and pressure ectĪ smaller turbo will have a better lower end efficiency than a big turboįor instance one turbo will be at it's maximum efficiency from 1000 engine rpm to 3000 rpm and a bigger turbo will have its maximum efficiency from 3000 rpm to say 7000 rpm Sequential turbo charging is the act of having 2 different turbos working in a relay relationship
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