Thanks for the compliments! Unlike past sequential turbo systems, as used on a limited few foreign car designs, which used (1) small turbo feeding (1) large turbo with way too many inefficient controls and really didn't work too well and the design was abandoned. My system uses a radically different approach. The prerequisite being that the turbochargers cannot be mounted directly on the exhaust manifolds, they must be mounted downstream of the exhaust, either mid location or rear mounted.
Though mid mounted turbos would have met the criteria for my design, I decided to rear mount them using modified muffler hangers where the factory mufflers were located. On the 5th gen Camaro, when you remove the mufflers, there are huge voids which is a perfect location for turbochargers, with room to spare and they can be tucked up far enough so you can't even see them and there is no possibility of ground clearance issues.
Now, before we proceed in the discussion, we need to explain the theory of operation of a turbocharger. We all know that turbochargers operate off pressure of exhaust and mostly, the wasted heat energy generated by the combustion process in the engine. As we move turbocharger further away from the heat energy source, we will begin losing some turbocharger efficiency due to temperature drop from the exhaust manifold thus, exhaust pipe insulation is indicated to reduce that loss. Insulation is not absolutely necessary but gives that extra bit for spool up.
My sequential design begins by mounting the turbos in place of the mufflers, as STS does. Instead of running (2) charge pipes from the turbos to the front mounted intercooler, I only use (1) charge pipe, saving a whole lot of $, fabrication and logistics. Each exhaust bank feeds (1) of the turbos. Left bank, left turbo, right bank, right turbo. Note: YOU MUST USE AN EXHAUST H-PIPE UPSTREAM OF THE TURBOS. The exhaust feed on the drivers side turbo is cut and a special fabricated valve is inserted just before the turbine inlet. This sequential valve allows the exhaust to be turned on or off, much like a cutout. The exhaust to the passenger turbo is unobstructed and conventionally plumbed.
On the turbo compressor discharge sides, the drivers turbo compressor discharge is then connected to a Y-pipe at the passenger side turbo and then connected to the single charge pipe that runs forward to the front intercooler. The secret here, is that in the charge pipe that runs between the (2) turbos, a one-way valve (check valve) MUST be installed so that as the passenger turbo spools, the pressure doesn't blow out the compressor of the drivers turbo. That takes care of plumbing theory.
Operation is as follows: Let's first define the passenger turbo as #1 and drivers, #2. On acceleration, the sequential exhaust valve on turbo #2 is closed, diverting all exhaust gases into turbo #1, it spools twice as fast as normal due to excessive gases, when specially designed control systems sense preset conditions, the sequential exhaust valve on turbo #2 opens and that turbo spools, thus allowing maximum HP. As conditions change, (TPS position, Boost, exhaust back pressure and RPM) my custom designed controller interprets these inputs of data and chooses the most efficient way to control the valve opening or closing, thus making the competed system operate at maximum efficiency in all conditions of HP demand. And it is all done automatically. It is a flawless design resulting in Roots Blower acceleration, no turbo lag and throttle response that is unbelievable in normal driving. Mileage is hardly effected and the turbos act as mufflers resulting in very low noise levels except for "jet" whine in the outlets of the turbines, which is so cool!
Hope this explains how this system functions. It may sound complicated but in theory, it is really quite simple. Everything is out of sight and with no ground clearance issues. 30,000 + miles of trouble free driving!
A very powerful machine.
opcorn:
