Discussion
I've seen some wacky setups for different applications, some industrial, using twin or multiple turbos with non-return valves to stop reverse airflow/compressor stall or pressure losses should a turbo malfunction and stop producing boost. Not been drinking, i haven't touched alcohol in years. 
Good to know the TT setup works as well as a single turbo. I'm going to start a new project on mine to run two small TT's. Different ball game though with just two exhaust outlets per turbo. Not sure how well it will work.
Good to know the TT setup works as well as a single turbo. I'm going to start a new project on mine to run two small TT's. Different ball game though with just two exhaust outlets per turbo. Not sure how well it will work.
Running turbos in series is very different.
In reality for drag racing launch off the line a 5000rpm and 1bar of boost, using flatshift change gear with throttle fully open up through the box you never drop below 6000rpm.
For sprint or track you drive around it.
You can ise nos to spool turbos nicely but no needs unless turbos v large.
On the old turbos at 1.6bar it was pretty mental.
The advantage I can see fitting two small turbos to a flat4 is the cost of turbos. I would struggle to fit 1200hp's worth of turbos in one big turbo due to the size of the turbo, hence tt works well.
In reality for drag racing launch off the line a 5000rpm and 1bar of boost, using flatshift change gear with throttle fully open up through the box you never drop below 6000rpm.
For sprint or track you drive around it.
You can ise nos to spool turbos nicely but no needs unless turbos v large.
On the old turbos at 1.6bar it was pretty mental.
The advantage I can see fitting two small turbos to a flat4 is the cost of turbos. I would struggle to fit 1200hp's worth of turbos in one big turbo due to the size of the turbo, hence tt works well.
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