Ls1motorsports is offering a single turbo streetstrip for fbody due spring 2002,on a completley stock car 500rwhp not even an intake,price 5900.00 they will be offering one for a c5 after f body done summer fall.I have not talked to them but if it comes in around 7000-8000.00 that is the mod for me.ps on their project car,375cubic inch are engine heads cam exhaust intake it made 700 rwhp and best pass is 9.94 at 136 mph sounds like compared to ati or heads and cam lpe tt this is the mod for me what do u guys think to check it out, Ls1motorsports.com

 

f-body? I think you are on the wrong forum. I wouldn't bother with a Single Turbo anyway.

 

Well, if it made enough horsepower, I would be interested. Eric :yesnod:

 

I assume this would be a larger turbo running more boost?

 

Sinlge turbos are nice. Twins make more power down low and can build boost faster, that is why people use them. Singles can make tremendous power, look at the Supras. A single would probably be a good match to an LS1 because the LS1 builts good power down low already. Once it spools up and hits around 3-4K RPM, you will be running max boost and will run like no tomorrow. Something like a t66 or t76 would be awesome on an LS1 if done right.

 

It would have to be and thats where the lag comes 'cause the larger the turbo the longer it takes to spool. Thats why a TT is the way to go IMO. I don't think that any Large Single Turbo could perform like two "True" (smaller) Twins. I'm not talking about one smaller one, designed to spool at the low rpm's and the larger one taking over afterwards. This is another application and is still not as effective as TRUE Twins.

 

Or you could go with a large single turbo witha shot of N20 to kick the boost in faster. :p:

Not something I would do, but I've seen that setup on several turbo cars.

 

Ha-Ha,

I would have to disagree... I have a lot of friends with formerly twin-turbo cars that switch to a single larger turbo to get greater "total" power as opposed to the "balanced" output of the twun turbos. Simply put, the aggregate power of the twin turbos never matches a large single turbo. It may very well be that off the line, the LS1 can already lay a patch of rubber, so having a single turbo "staged" as we get into our powerband would be perfect from a traction standpoint.

 

I agree......

Twin turbos are for control as well as low end boost. A single is more violent :D . They make more topend power. That is why the Supra do it to make real power.

I had a 3.6L single turbo Porsche, and I could blow past the twins with very little efford, with small mods. Porsche went to twin for control just like the went to AWD for the same reason. Twin are alot more complex and harder to mod. Smaller turbos have limits to how much they can boost.



[Modified by Brutus0725, 5:39 PM 3/10/2002]

 

I've never understood why a parallel twin setup will spool faster than a single.

Lets say there are two turbos, each half the size of a larger single turbo. A smaller turbo will spool faster, but if each turbo is only getting exhaust flow from 4 cylinders, where is the gain?

Now on a Supra or RX7 that has a Sequential turbo system that pre-spools the larger of the two turbos, I can understand. But in that situation all your doing is transitioning from a smaller turbo to a larger turbo, both turbos are not building boost together at the same time.

 

Ok here is a good explination of the TT vs bigT thing. Lets say that you have two small turbos with a combined weight of 5 (5lbs 5 anything) vs a big turbo with a weight of 5. Whenever inertia is spoken of relative to rotation (rotational inertia) people call it moment of inertia. In simplest terms the moment of inertia = the sum of ( every indevidual atom multiplied by the square of the distance that that perticuler atom is from axis of rotation). So for a solid disk RI = 1/2(mass)(radius of disk)^2. I know its a gross generalization but lets say the turbos are solid disks (really you would need a calculus based equation which varies the mass based on distance from the access of rotation), so if they are solid disk with the exaust turbine ignored (we only really care about the compressor because the exaust turbine will follow the same trend and just enhanse the effect) and the little turbos have radius r while the big turbo has radius (r + any positive number) the sum of the rotational inertia of the little turbos = 1/2(5)r^2 but the big turbo =1/2(5)(r+any pos number)^2. THEREFORE the big turbo will always have more rotational inertia then the two little ones, hense will require more force to spin and produce less imediate power (untell it is moving fast enough).
Disclamer: It is not really this simple here is why: 1) the big turbo might still not have a rotating mass the same as the two smaller turbos for example it could weigh 3 total vs the 5 for the two little ones even though the big one provides the same net air volume and boost. 2) The little turbos might conduct less heat because the shafts turning them (between the two turbines) will be less total mass then the shaft turning the big turbo. This is because as you make things larger as one solid mass they get weaker then two amaller masses (for example a single steel beam suporting a roof will be weaker then two smaller steel beams of the same mass). 3) there are lots of other factors we havent considered such as the way friction in the berings of the turbos works, for all we know it may be less for 1 big one.

 

Thanks, that's a good explanation, it's something I've been wondering for a long time now.

 

I have a twin turbo LS1 and i have a single turbo Eclipse. HUGE difference in the way the turbos behave.
I love the twins for streetability and the single works better for higher rpm(car in motion)-real sharp curve :D )

 

Its not just quicker off the line, the TT's will most likely be quicker in be quicker in the 1/4. We're also talking about street use.

And if my personal experience, what little I have, has not convinced me of this (and I believe that it has) then the many conversations that I have had with HIB Halverson and the articles that LPE has written on the subject does.

That is, if done right, a TT will not only be efficient, but should also be quicker (in a car, that is) than a Single in the 1/4, providing you get the rubber to stick which will be the biggest challenge. Not making things up as I go along hear, just basically listening to what some of the best in the business say.