S468 on with pics!

4x4 launches take 1/3rd the time they did before! Just another tidbit. I'm spending some time with the gf before heading to oc tomorrow night and possibly the following as work's taken me for 32 hours in the past two days. I plan to address some clearence issues i'm having which are my fault with the valve opening and also a timing demon that's showed it's head via slipping timing (got a new washer). Then to ocean city I head!
 
How does it help with cruising boost and EGT numbers? And off the line around town driving?
 
Cruising boost is higher, egts are about 100 degrees cooler at 70 mph. Around town driving is much better, truck has much more part throttle boost and just drives better. Hope to get some drive numbers this weekend and see if anything else needs adjusted. I will follow up with more details when done.

SOTP says drive is higher but I have an issue I need to look into. I got the timing problem solved so consider that in reporting these items I also increased timing which hurts spool; therefore, this quick spool flange has really really helped!
 
NickTF said:
Cruising boost is higher, egts are about 100 degrees cooler at 70 mph. Around town driving is much better, truck has much more part throttle boost and just drives better. Hope to get some drive numbers this weekend and see if anything else needs adjusted. I will follow up with more details when done.

SOTP says drive is higher but I have an issue I need to look into. I got the timing problem solved so consider that in reporting these items I also increased timing which hurts spool; therefore, this quick spool flange has really really helped!
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How do you think this would work with the primary in a twin setup? is it even possible?
 
Absolutely possible and would likely work well. You will need to keep an eye on drive though to make sure everything is working.
 
NickTF said:
Cruising boost is higher, egts are about 100 degrees cooler at 70 mph. Around town driving is much better, truck has much more part throttle boost and just drives better. Hope to get some drive numbers this weekend and see if anything else needs adjusted. I will follow up with more details when done.

SOTP says drive is higher but I have an issue I need to look into. I got the timing problem solved so consider that in reporting these items I also increased timing which hurts spool; therefore, this quick spool flange has really really helped!
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Nick,

Was there plenty of material in the manifold to "undivide" it? Are you going to possibly go with a larger a/r turbine housing so that you will no longer need the wastegate? Thanks.
 
CatDieselPower said:
Nick,

Was there plenty of material in the manifold to "undivide" it? Are you going to possibly go with a larger a/r turbine housing so that you will no longer need the wastegate? Thanks.
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I undivided the ED wastegate plate for the common area before the qsf.

I don't plan to run a bigger exhaust housing, but for some that may work.

I think you could take a grinder to a cast manifold to open the plenum up but am not sure if this is recommended by the manufacturers of the manifolds. I'd call before doing so. Further, i'd have a close look at the manifold itself to make sure this is not going to create any issues. If it was me and i didn't have a waste gate plate I'd get a t4 undivided spacer to use. If the depth of the spacer is 1" you should be fine. My ED plate is 1" and the qsf is .75". Anything largely over that dimension and you're going to have clearence issues with the shock tower and frame where the discharge elbow comes off the compressor.

I have much to report but not the time to report it. I will revisit the thread when I have some time.
 
PrfrmMetalWerks said:
Nice Nick, give me a shout if you need anything. Get that thing to the track so we can see it run in the 11's.
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I need to verify back pressure/drive before hitting the track. because i'm an idiot I didn't clearence the ED plate as well as I should so i'm having some minimal butterfly valve opening interference. Also, I noticed after the weekend some increase in the coolant overflow tank so before doing anything i'm going to drive it for a bit to make sure I don't have any head gasket issues getting ready to show up. Remember, I also increased the timing so with that and the additional boost i'm seeing (pegging 60psi gauge where before it would be just shy of it) so i'm sure i'm stressing things more. Once I have a chance to verify if head gasket is a problem and post drive pressure numbers i'll chime back in.
 
The actuator I have is set to crack at 4 psi and open full at 10. I also have a boost elbow feeding it so I can increase those numbers.
 
Ok guys, so here is the narrative on this quick spool flange.

I got the flange from Richard at Performance Metal Works. Basically the idea is to shut off half the dual volute turbine housing to make gasses accelerate really fast to the turbine wheel under low/part throttle conditions. As the boost builds an actuator opens the butterfly valve to allow almost a full open exhaust gas passage to both volutes. I say almost full as the shaft and butterfly are still in the path of the one volute but with it full open it is a minimal restriction.

Now, this is how I have mine setup

I have a pdi t4 manifold which is obviously divided. I have an ED t4/t4 1" spacer plate which my wastegate is welded to. This spacer was previously divided. I removed this spacer and undivided it with a combination of sawzall and cut off wheel/die grinder. Because of the wastegate tube interfering I had to run the quick spool flange with the actuator portion facing down not up. It was no problem to run it this way and have pleanty of room. Now, in clearencing the ED plate I didn't quite remove enought material so I get a little bit of interference as the plate tries to open all the way. Further, I placed a return spring on the opening lever of the flange to aid in returning the flange to the closed posotion in case of any interference. So far it's worked out wonder full for me this way. The actuator comes with a 4psi cracking pressure and a 10psi open pressure. I run a boost elbow with the adjustable allen screw in the air path to reduce the signal even further if I want for later cracking pressure. I have it pretty much backed all the way out for full air and may divert this regulating device over to wastegate regulation in the future, more on that later.

Driving impressions:

This turbo now spools better then the ball bearing t66 that was on the truck (s468 as the thread implies). Cruising egts at 70mph are about 100 degrees cooler and cruise boost is about 5 psi there, before it was about 2 psi. The turbine screams all the time now where as before the flange it was barely audible. Flooring the truck while not shifting manually now results in 60+ psi pretty quick. Before the valve the turbo would barely get to 60 psi. Now it pegs the gage in a hurry. I need to verify drive with this valve as my gut says it has increased and I may need to start using my wastegate. Without using the wastegate I previously had just under 60psi boost for 64 psi drive.

Keep in mind that I also bumped the timing when putting this flange on. I was fighting a timing issue which had me around 15 degrees at the time just prior to putting the flange on. I am now at 26* and the turbo still lights this much faster.

I honestly think these flanges have the ability to make large s472 and up charger more realistic for the street strip guy with some tuning. That too me is awseome being the idea of having small twin air with the same driveability all out of one turbo. Now, in a custom twin setup you could cover a much larger range of power.

Things that had to happen to fit the flange.

I had to make a spacer for my down pipe which consisted of welding two s400 v-band flanges together to move my down pipe 1" farther back. You will have clearence issues with the trans and frame if not atleast in my combination. Everything else required no modifications other then modifications I previously did to fit this turbo and gate (having to trim intercooler pipe on both ends to use current discharge elbow).

I believe there are going to be a few versions of this flange offered in the near future and if you were in the same boat I was in (wanting better spool out of a big single with the big single air) then imho you need to give one of these a shot!!! All that's required is a small small bit of fabbing and some ingenuity! :Cheer:
 
How much does the quick spool flange cost? How thick is it? Where can I get one? Do you have any pictures?
 
I need to get pictures up. .75" thick. Pm poster of post #149 in this thread, he created mine. I don't have any pictures but plan to get a few on the truck.
 
How does the rotating shaft seal up to the flange? Just a tight fit, no exhaust leaks?

Sounds like it works really well for you...
 
I'll have to go back over it in details but no, it's not leaking! Yes, i'm very happy with it thus far, has really made the truck loads more fun to drive!
 
Does the butterfly go on the volute that leads to the big side of the turbine or the small side of the turbine wheel?
 
NickTF said:
Brett, it clears and that's how I have it run, wastegate spacer then qsf. It spools waaaay faster but need to tune somethings and keep tinkering. I'll report back soon guys! So far i'm happy with the improvement!
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Faster than the T66?

I've never heard about these QSF's until now. Looks like must have for people streeting the larger turbos.
 
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