![]() ![]() The more complicated a system gets, the more opportunities for things to go wrong.įor instance, the sequential system’s flap or valve (vacuum-operated or otherwise) could easily be considered a vulnerable item. However, it does have the potential to have more problems. The added weight and complexity could bring about reliability concerns as well.Ī sequential setup might not necessarily have more problems than a parallel setup. Mazda definitely splurged on their 3-rotor sequential turbocharged 20B Engine as seen in the Eunos Cosmo This increases cost and brings in packaging constraints, two things that OEMs don’t really like. Unlike parallel turbos, which are very common these days, sequential turbos require a myriad of pipes to keep both turbos connected to all cylinders. The simple answer is cost and complexity. ![]() Why Aren’t Sequential Turbos Used Nowadays? The switchover varies between manufacturers but usually happens around the 4000 rpm to 5000 rpm mark. It’s worth noting that both configurations use a turbo intercooler system, unless they are used for quick competition use, where lag can be the difference between winning or losing. An important difference between parallel and sequential arrangements is that turbos in the parallel setup are fed separately, whereas, sequential turbos share the same exhaust gases.įor instance, a parallel twin-turbo straight-six will have exhaust gases routed in a way that cylinders 1-3 will feed one turbo, while cylinders 4-6 feed the other.īut in a sequential setup, at low engine speeds, exhaust gases (from all the cylinders) are sent to the primary turbo and then to the larger turbo via a flap or valve.
0 Comments
Leave a Reply. |
Details
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |