After 7 years of development this is our latest Quick spool Design, -Compact design -CNC one Piece Shaft/Flap -Water cooled -Rebuildable Buy a QSV below dieselpumpuk.com/products/qui...
With QSV installed he must make 2 videos, one with as he put it closing the inducer side of turbine and another video 180º QSV fitted, closing the exducer side of turbine. Previous video about QSV he fit QSV flap closing inducer side (big diameter), I think is not the correct way to fit, QSV is for fast spool, then flowing air to big diameter turbine is as you move the turbine fast, fast than blowing air to small diameter, less radius, but dyno has the numbers , I can be wrong.
This boy spends his time making sure the old school engines from the 90's keep a step ahead of all the modern day crap that is made today common rail etc and for doing that so well he is a national treasure and should be given a medal. He also puts videos together really well. Good bloke plus.
@@chrisfleming5109 hugely disagree there 😆 common rail with direct injection high comp pistons variable valve timing and hydraulic lifters 👌 none of that rickety old camper van shit 😆 taking 20 minutes to start up WITH glowplugs then sounding like a flapjack till it's warmed up.
@@MaNNeRz91 you have never had a Hanomag diesel engine then. Been working with diesels for 40 years and all their problems and common rail cost more money to fix than old school diesels. Got many many customers who prefer them. Good that you like the modern ones tho.
@@chrisfleming5109 I can vouch for my engine being robust enough. I've absolutely abused it in the 5 years I've owned it. The only problems I've resolved with it is got rid of the egr system and updated the turbo to a more efficient one. And the only thing I'm planning on doing is the timing chain just out of precaution. Kept her oil changes regular too 👌 I do like an old diesel but I think most pre 90s are dogs. Dieselpump are currently working with an American youtuber who's planted a 90s Merc diesel engine in a Datsun. They've done a few bits to modernise it and it's an absolute weapon.
It’s a testament to your work that the only thing Team Boosted have blown up on their OM606 240z (equipped with your pump and manifold) so far is the clutch.
You need need NEED to get someone to animate this for the layman to see. I can picture it, and my lower jaw, chin, t-shirt, and the floor are covered in drool but I do think it'll be a bit tricky for a layman to completely envision. This is amazing because, as you may have notice, you actually have 3 modes here. 1. all exhaust to inner scroll 2. exhaust divided (as, with a 6 cyl., it should be) and 3. all exhaust to the larger scroll. Do not discount the fact that some want the low-rpm exhaust going to the smaller scroll and some want it to the larger. It's none of your concern and they may be right or wrong, but the point is that you cater to both camps! Well done. This is seriously awesome and I hope you come up with some cool turbo staging designs based on this technology.
Professor L. is at it again! I see lots of folks asking for comparison dyno tests, and it made me think that a sort of compilation video might be a grand thing. Revisit previous dyno test videos for the data, and do sort of a compilation and comparison. Luke has already convinced me to change from a Cummins to a 606 in my 1951 Dodge M37CDN build. I'm still leaning towards a Magnacharger supercharger though, which is also inspired by one of his builds. Nice thing about Canada is the donor cars rust out so much faster due to all the salt spread on the roads every winter!
I see in the description of your hx40 turbo kit that I should expect it to start spooling at 2700 rpm. What should I expect with this valve on that specific kit? I would be very interested to see some before and after dyno videos with this valve on your various turbo kits so we can really see the difference in spool up time and the increase in low end power. Cheers Luke.
I'm willing to bet that he can't. That flap is literally blocking off half the exhaust system. Variable vane technology turbos are a far better design than this and they are notorious for failing. This is simply added complication, save your money and live with turbo lag. The reason people love older 90s cars is because they are simple and reliable.
Love It All of that BEAUTIFUL MACHINE work. A one piece valve But PLEASE do me a favor & put those BARBED FITTINGS in the trash & put some PROPER AN FITTINGS on that valve..... With stainless hardware too...... KEEP UP the GREAT WORK
My only concern on this would be drive pressure, and if the valve possibly fails and over speeds the turbo. I think is fairly neat, but my curiosity is with longevity, and possibly carbon build up
I like the concept but it would be exceptionally helpful to see some back pressure measurements , egt, turbo speeds, dyno sheets. If you need someone to test it on a borgwarner twin scroll 6758 let me know. Cheers
Super cool design great explanation felt like o was back at school...only this time I was actually interested 😂 this is possibly a silly question could this work on a 4cyl petrol? Reason I ask is am going to be building a high Hp Mercedes M111 2.3 for our Turbo Slk, although a GT35 is good we will be running very low compression with high boost so being able to use a larger turbo would be ideal. + We all know a big turbo looks sick 😉 but less rice more sushi.. the biggest thing I know we will face is gas flow as the head and Cams are going to be the biggest headache. Appreciate any help or advice you could give 🙂
Great video. What is the largest recommended twinscroll turbo (preferably journal bearing turbo) for used with this product on a high performance LS engine?
Can you elaborate how twin scrolls are more restrictive? There is many dyno tests that show that with the same AR twin scrolls make more bottom and top end.
The valve looks pretty thick. When its open it looks like only 50% of the other port is available for flow because the valve is in the way. Is there a way for both scrolls to get equal exhaust flow or that one scroll will get less?
I want one... I've always wanted one... I just didn't want to ruin the turbo. I do a lot of open track events and my Turbo glows orange. are you sure can take the Heat?
nice video. Quick question, this new design of QSV allow the use of twin scroll manifold to twin scroll turbo which is great. but when the valve is open, you have this little area at where the QSV is, that allowing the exhaust gas from either of the divided manifold to go either side of the turbine housing, which means it kinda acts like open scroll exhaust manifold with a quick spool valve. So, what i am thinking is that, what if you make a valve that when the valves is open, it will also complete the divided exhaust at the same time, that is you have completed dedicated path to turbine housing just like when you are using twin scroll exhaust manifold + twin scroll turbo without quick spool valve in between ? I hope this make sense. In case i didn't describe the scenario well enough, let's call those divided runners on the exhaust manifold collector into RUNNER A and RUNNER B. when the valve is open, gas from RUNNER A can still go to either side of the turbine housing, same goes to RUNNER B since there is this small open area in the spool valve that allow either side of the exhaust to pass thru. so what i am thinking is what if you have a new spool design where you could open the valve and at the same time close off the shared path so you will end up with complete dedicated path from exhaust manifold to turbine housing ?
I was thinking the same thing. This would also get the valve out of the way of the other port. It looks like the thickness of the valve takes up about 50% of the port. Hopefully they will redesign it this way for V3
Has anybody thought about it possibly stifling the flow? This is just a question I'm not trying to be a troll or negative, but at wide open throttle at the top end it would seem like it would be a small obstruction.
Is there a threshold of sorts for needing the water cooling? Love the idea, but don't want to add a water cooling circuit (thinking about air-cooled motor application.)
Another improvement would be to put the valve slightly offset so it gets flush when opened fully, current design still is really restrictive. Another thing that some customers would love to see is the commonrail and direct injection conversion to om606
Quick question. Could you build a billet manifold and integrate this valve as one complete unit? I’m considering a setup like this and space is an issue. However, if they were one complete unit, that would cut down on space...please respond! Great product!
Yes it could be done but it adds a lot of complication to an already very complex component, I would prefer to keep them separate at this stage, it would be possible to machine some material off the manifold to lower that section but you will loose a little of the nice transition curve
@@DieselPumpUK thanks for for responding. I understand that the design would be complicated, but it’s doable. I’m working out some of the details about my build but something like this would be a key component. I’m building a 2500hp 5.4L IL6, with a 98mm turbo. So as you could imagine, cutting down on spool times is one of my primary concerns. I will be in touch.
Turbos don't have valve timing at all, what do you mean "VVT turbos"? xD I assume you misspelt VGT, which does not need "turbo" afterwards, as it stands for Variable Geometry Turbosupercharger; "VGT Turbo" is like "ATM machine" or "smh my head".
i've been curious about using high pressure compressed air injected directly into the turbine housing. That way you don't have to wait for the engine to ingest it.
Would not expect that with a diesel, not having a throttle valve and all. And think the flap would be closed when inlet manifold pressure drops, which would only be when the turbo spools down enough due to lack of exhaust pressure. And thus would not expect pressure to build in exhaust manifold in a peak manner. (Revised this answer to make it more clear)
@@Tomi4170 Both are connected through the turbine shaft. If the turbine stalls it could build up pressure in the exhaust manifold. It was the only possibility I could think of. The flap would only close when exhaust pressure is too low for the twinscroll turbo manifold to generate pressure.....so either way would not expect any problem with peak exhaust gas pressure in the manifold. And I would expect the pressure to push the flap open when high enough.....
With that kind of capability and motivation I wonder why did you discard twin scroll effect? I would encourage you to start designing V3 which would have two more big improvements: - Twin scroll effect (same closed position, open position would create a seal between two chambers of turbocharger and exhaust manifold) - 2x Exhaust pressure or EGT ports (possibly for sensors or for compressed air aid spooling, there are examples of this helping spool tremendously) These two improvement would make this ultimate product and possibly make big turbos ultra responsive Just my two cents in this. I would definetly buy this if this product would still utilize twin scroll effect.
@@patriotFPS So you want to source the parts, swap the turbine and housing plus add a quick spool valve to a... standard 2nd hand compressor wheel, housing and chrg? Why? A CT26 is good for like 10psi in a 4.2L. Just put on a better turbo, like an EFR6758 which will be pushing 28+psi in there by 1800rpm.
@@patriotFPS And they'll be right out of their efficiency map too, blowing hot air, while a modern turbo will still spool faster and be flowing more air at a lower temperature, while at lower boost pressures.
