Does anyone have any experience with the Sound Performance 'Quick Spool Valve'. I stumbled across it and it appears to be a rather crude yet practical variation of a 'Variable Nozzle Turbine(VNT)' design. It works by mating a divided turbine housing to an un-divided manifold. A butterfly valve sandwiched between the turbo and the manifold flanges closes one volute when manifold pressure is below a certain level, re-routing that airflow to the single open volute, creating nearly(theoretically) double the normal air velocity and pressure seen at this volute. When a practical manifold pressure is reached, the second volute opens and the airflow is equally distributed to each volute, like in a normal setup running a divided turbine housing and un-divided manifold, and allows the air to flow unrestricted and able to make normal maximum air velocity.

I know, it sounds kind of jank, but VNT's, VVT's, etc are all not 'new' technologies and have all been tried and proven. This valve would essentially turn a .82a/r housing into a .41a/r housing for the crappy part of the RPM range, then opens it back up when necessary.
Thoughts? Opinions? Flames?

http://www.spracingonline.com/store/...ool_Valve/3659








I also mentioned this in this thread:
https://honda-tech.com/forums/forced-induction-16/got-laggy-spool-blues-help-2687307/

 

i know this was discussed before.
there is a thread burried somewhere, but i look at it this way, if the guys deep in the 8s arent using it, i dont see where it is really needed, but im still on my t3 hahaa.

 

this valve is used my tons of guys in the supra community, I should have mine here shortly, the only issue is you have to have an UNdivided manifold. This valve pickeup about 150hp earlier on a 42R and 1k rpms sooner, if thats not enough i dont know what is. The worse thing is you could be out a few hundred bucks but I have been out way more than that with parts before. SP is a good company

 

well you wouldnt want it on a drag car, this is more for a big turbo street car.I like it, lets see some results...................

 

i like this

 

I was asked to comment about this device. Honestly, I have to say that I do not know much about its capabilities other than how it is supposed to alter the behavior of the turbocharger by changing the volute size similar to a VNT-like turbocharger. on larger displacement motors that run a very large framed turbo, I can see a benefit. But not for a smaller turbocharger that's mid-framed sized for a Honda, DSM, Mazda, Subaru, etc.

But, maybe I am just old, but I would rather spend my time and money on making sure that I understand the purpose of my car when choosing the correct turbocharger, then trying to have everything in the world work together with one big giant Turbo in an attempt to make the turbo do several things beyond what it was designed to do in an effort to possibly, maybe , save a few bucks in case I want to "grow" later.

But, I've been wrong before. I say just try it out if you have the equipment and the parts ready to go.

 

Talk about pricey lol $650 everything

 

I hate to bump an old thread but I have seen some people using this over on ls1tech.com and was wondering if anyone on here has ACTUALLY tried it with a mid/large frame turbo on a Honda engine? I have been tossing around a few ideas and would like to see some real world experience before I invest time and money!

 

No one on this forum has experience with this product or something similar?

 

I don't think anybody wants to shell out the 500 and time to be the guinea pig..something like this would only be benefical on the STREET(I think its pointless on the track) on a car with a poorly matched turbocharger..its purposes is to generate quicker spool, so given the ff platform many off us are I don't think it would help with traction issues on the STREET,However if you can get it to hook more power to you.That's prolly why those ls1 and supra guys would benefit more on fr platform

 

I have seen what they do on the LS family motors and would like to see how our cars would respond to them. Basically I would like to buy a top mount undivided manifold and replace the flange with one of these and use a large divided turbine housing. Maybe a 1.0 A/R or something close to it and see how it acts on the street. I was thinking it would work well with the boost by gear tech along with this.

Just looking for some knowledge and trying to bounce this idea off of some heads that know more than me.

 

That car was a guy in my schools car club. Car was fully built by sound performance but still slow as *****.

 

i would like to see the diffrence between this and a true devided manifold

 

You mean true "twin Scroll". You won't see this comparison, because they are different phenomenon. What you're trying to compare is one person using a spool valve vs. a Variable Vane turbocharger.. Doubt if you'll ever see that happen.

 

sorry, thread from the dead. but my friend was looking into this...

won't this just make all our little engines make those big turbos cross that surge line even worse? or is the reason so that we can use a massive a/r turbine to have the same boost threshold and make more power up top?

 

I fail to see how these would work with a true divided setup... each bank is separate and doesn't meet until the turbine wheel... all this would do is hinder spool on a divided setup

Now a divided turbine housing is a different deal but it still seems stupid, size the turbo right in the first place and the valve becomes pointless

 

ever see how intake butterfly's work on newer style intake manifolds?

 

Mike, stop giving away serects.. you always tell me that

 

its not to be used on a divided manifold.. if you did, your engine would not run..

a negative i see is now all the gasses have to try and pass a massive square stepdown when entering one of the twin scroll scrolls. so coming onto boost is going to have less power per psi until you reach enough boost to have the valve open.

 

Exactly, not only that your going to have a massive obstruction in general in that confined area where the turbo and the manifold meet. In fact when using this on a turbo that doesn't utilize a divided housing, I would not be surprised if this was more harmful, the exhaust gas still is going to fill the housing in general, so what is going to happen right behind that little butterfly valve when closed inside the housing itself?

 

Yes I know all about newer variable runner length manifolds.. I also know how why and where they suck :p

As far as the turning on gasses, a boundary layer "should" form in the exhaust circuit and dampen any ill effects of the 2 90 degree turns, and any negatives from that are easily overshadowed but the altered power band