There are neat pics. Sorry if you were expecting pics of an HTT. No, these are the Stainless V-band housings for the Garrett turbos you might use as a primary in twins.

Check these out:



I'm guessing this would make twins plumbing simpler:





The rest of the pics are here

I'm expecting that these housings and their superior thermodynamic properties will allow me to run a GT4508 and get the spoolup of a GT4202

How cool is that?

 

Hohn, link no worky...anybody else have this problem.
I never heard of these GT type turbos on a Cummins...are they from the rice world?....explain please.

 

Do you expect the stainless housing to yeild a lower egt? I d like to see numbers......

 

I am wondering the same thing about the stainless housings, how are they better?

 

I fixed the link..

I'd expect this to lower EGT's somewhat, but I have not way to prove that until a unit like this is kitted with twins.

jh

 

Purty.
Brandon

 

I thought stainless heats up faster? Maybe because they arethinner they would cool quicker to?

 

If one calculates the time a volume of exhaust gas is in the housing(from when it enters till when it exits) I doubt that there is enough time to reap any benefit from a material change. By a stainless housing because it won't rust as much. Been there, done that, saved the receipt.

Ron

 

I would want the exhuast housing as hot as possible, thus keeping the exhuast as hot as possible. The actual egt is the same, if your comparing the same turbo and size. The energy kept in the exhuast (heat) will help drive the turbo. I deally the housing could be the same temp as the exhuast, but if its cooler, then the exhuast is being cooled by the housing. The exhuast time in the housing is shorter the hotter it gets because of its need to go from a high pressure to low pressure , that being ambient at the exit of the exhuast system.


Luckily out exhuast tracks are so short that very little heat is lost anyways, so in the real world Im confident its not measurerable or even worth going into. The only real world concern is reliabilty.

Hey cppr busa.....I have a candy red busa too.

 

-- lighter weight. This not only means less stress on your mount (manifold, primarily), but also less thermal mass as well. That means that the housing absorbs less heat from the drive energy, leaving more for the turbine to extract.

-- Less thermal conductivity. Even if you had the same mass of Stainless as cast iron, it would conduct less heat, leaving more to drive the turbine.

-- Less restriction. The transition from round piping to T4 divided flange is pretty turbulent and ugly compared to a neat V-band round coupling.

In other words, this should spool better than a 1.15 A/R GT4202, but give you 110lb/min instead of 90 like a GT4202.

For the operating goal I have in mind, this turbo would be right smack in the middle of its center efficiency island pushing 80lb/min at around 2.75PR.

Drive pressure is definitely a concern with this tight of a housing, but I'm hoping that the larger turbine will keep DP manageable, remember that the same A.R on a larger turbine flows more.

I'm expecting that with a smallish A/R like this, I'll need a wastegate plumbed in for the big turbo to keep from overboosting. I could see thing thing pushing things to 60-70psi when you're only wanting 45-55.

Justin

 

Thanks, all makes sence. I will be interested to hear how it works out. I am thinking about going this route as well.