Audi blowing minds!
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From: KC, MO
Audi blowing minds!
this is the first ive seen of a dual single turbo exhaust housing thought id share for all you v8/v10 turbo lovers out there... I know bmw is running the reversed "v" layout with the exhaust ontop of the engine would be cool to see a huge single turbo with this setup...
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From: KC, MO
For one heat rises. Don’t know if it would help with engine temps. And im guessing physics, for the same reason tri-y headers usually make more power than 4 to 1 headers. That’s a lot of air that your forcing into one pipe before the impellor so why not go from 4 to 2-(impellor)-1 through the turbo. make sence?
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Yeah, I dont see how itll benefit underhood temps unless you're running a vented hood thats venting air out as opposed to in, but even then the airflow wont reach the back of the engine bay. And the piping point is moot since that can be applied to any car, but I guess it does make for a cleaner package for a single turbo setup. But again airflow and heat I imagine will be a bear.
I can see this working well though in an MR setup without a turbo though, you can have ITBs with the car's side vents feeding air straight to them and then routing the headers straight back to the exhaust outlet. Man... thatd look sweet too under a visible hood like a ferrari seeing beautifully crafted headers looking like organ pipes glowing red while youre hitting the gas. Imagine that, between the two heads in the valley, instead of an intake manifold you'd see polished pipes that glow...
I can see this working well though in an MR setup without a turbo though, you can have ITBs with the car's side vents feeding air straight to them and then routing the headers straight back to the exhaust outlet. Man... thatd look sweet too under a visible hood like a ferrari seeing beautifully crafted headers looking like organ pipes glowing red while youre hitting the gas. Imagine that, between the two heads in the valley, instead of an intake manifold you'd see polished pipes that glow...
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In a typical V configuration you have the intake ports in the valley and the exhaust ports on the outside of the head. This results in exhaust manifolds on opposite sides of the engine (with the engine in between). Thus, if you wanted to run a single turbo setup with a conventional V engine, you only really have two options:
1) Plumb the exhaust manifolds to some central location.
or
2) Put the turbo in some location that is convenient for packaging reasons and run non symmetrical exhaust manifolds to the turbo.
The problem with option 1 is that the more plumbing you have to deal with, the greater the complexity and, more importantly, the greater the manifold volume which means that you have to flow more exhaust gas to get the turbo to spool than you would with a lower volume manifold (read: it lags).
Option 2's problems are self evident.
With the method Audi has employed, they are basically taking advantage of all of the open space in the valley of the cylinder heads and they have reversed their heads' configuration such that the exhaust ports open to the inside of the V rather than the outside. This means that you have a nice area to physically accommodate the turbo and you can run a more simplistic and overall shorter (in terms of runner length) manifold to the turbo.
In case it's not obvious, this is a race engine for their LeMans car (it's also a hybrid). I believe BMW has a similar single turbo setup on some of its road cars.
1) Plumb the exhaust manifolds to some central location.
or
2) Put the turbo in some location that is convenient for packaging reasons and run non symmetrical exhaust manifolds to the turbo.
The problem with option 1 is that the more plumbing you have to deal with, the greater the complexity and, more importantly, the greater the manifold volume which means that you have to flow more exhaust gas to get the turbo to spool than you would with a lower volume manifold (read: it lags).
Option 2's problems are self evident.
With the method Audi has employed, they are basically taking advantage of all of the open space in the valley of the cylinder heads and they have reversed their heads' configuration such that the exhaust ports open to the inside of the V rather than the outside. This means that you have a nice area to physically accommodate the turbo and you can run a more simplistic and overall shorter (in terms of runner length) manifold to the turbo.
In case it's not obvious, this is a race engine for their LeMans car (it's also a hybrid). I believe BMW has a similar single turbo setup on some of its road cars.
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From: Montana
Don't the new BMW Turbo V8s have reversed heads with the turbos in the V? I believe the new Ford turbo diesel in the F150 has the same configuration.
Having 1 turbo is new, but 2 turbos in the V...not ground breaking.
Having 1 turbo is new, but 2 turbos in the V...not ground breaking.
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In a typical V configuration you have the intake ports in the valley and the exhaust ports on the outside of the head. This results in exhaust manifolds on opposite sides of the engine (with the engine in between). Thus, if you wanted to run a single turbo setup with a conventional V engine, you only really have two options:
1) Plumb the exhaust manifolds to some central location.
or
2) Put the turbo in some location that is convenient for packaging reasons and run non symmetrical exhaust manifolds to the turbo.
The problem with option 1 is that the more plumbing you have to deal with, the greater the complexity and, more importantly, the greater the manifold volume which means that you have to flow more exhaust gas to get the turbo to spool than you would with a lower volume manifold (read: it lags).
Option 2's problems are self evident.
With the method Audi has employed, they are basically taking advantage of all of the open space in the valley of the cylinder heads and they have reversed their heads' configuration such that the exhaust ports open to the inside of the V rather than the outside. This means that you have a nice area to physically accommodate the turbo and you can run a more simplistic and overall shorter (in terms of runner length) manifold to the turbo.
In case it's not obvious, this is a race engine for their LeMans car (it's also a hybrid). I believe BMW has a similar single turbo setup on some of its road cars.
1) Plumb the exhaust manifolds to some central location.
or
2) Put the turbo in some location that is convenient for packaging reasons and run non symmetrical exhaust manifolds to the turbo.
The problem with option 1 is that the more plumbing you have to deal with, the greater the complexity and, more importantly, the greater the manifold volume which means that you have to flow more exhaust gas to get the turbo to spool than you would with a lower volume manifold (read: it lags).
Option 2's problems are self evident.
With the method Audi has employed, they are basically taking advantage of all of the open space in the valley of the cylinder heads and they have reversed their heads' configuration such that the exhaust ports open to the inside of the V rather than the outside. This means that you have a nice area to physically accommodate the turbo and you can run a more simplistic and overall shorter (in terms of runner length) manifold to the turbo.
In case it's not obvious, this is a race engine for their LeMans car (it's also a hybrid). I believe BMW has a similar single turbo setup on some of its road cars.
But yeah, the other option not only creates lag issues but it will also increase head loss through the exhaust, meaning less net power. This design might also allow for the engine to be mounted lower depending on constraints with packaging (a more traditional set up might force the engine higher). This leads to a lower CG.
@Beyond_Redline: Higher or lower really has nothing to do with it. Gravitational effects, free convection (heat rising), and potential energy are negligible when you look at the kinetic energy and the enthalpy involved.
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From: Palo Alto
Ford, GM and BMW all have engines with this basic layout. If you are planning on doing a V8 in turbo only form this layout makes sense because it allows you to save money on turbos and/or have shorter runs from the cylinders to the turbo. With that you lose less heat before gases hit the turbos.
All around this seems like an interesting new direction in packaging though I bet if we look back at less common historical examples we could find this setup on at least some engines from long ago.
Here is a Ford diesel with such a setup
And GM's diesel V8 with a similar setup
All around this seems like an interesting new direction in packaging though I bet if we look back at less common historical examples we could find this setup on at least some engines from long ago.
Here is a Ford diesel with such a setup
And GM's diesel V8 with a similar setup
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