The compressed air leaves the blower and enters the turbocharger to be squeezed even further. How does this relatively small turbo push enough airflow to generate 2400hp? Remember our Turbo Tech lesson on generating compressor maps? The maps show a corrected mass flow value with the inlet condition corrected to atmospheric pressure. But what if you increase the pressure at the compressor inlet of the turbocharger as is the case with this compound setup? The compressor wheel can then flow much greater mass flow. In this case, the supercharger compresses the air enough for the turbocharger to push 2400hp worth of mass flow.
Feeding exhaust gas to the turbocharger is this super-sexy manifold fabricated from Burns Stainless components. You’re not going to find any better merge collectors than the ones Burns Stainless make. Dual Tial wastegates are employed to control turbocharger speed. Take note of the compressor outlet pipe being wrapped in insulation as it snakes its way past the exhaust manifold. While the compressed air is hot, it’s not nearly as hot as the heat coming off the exhaust manifold. Lastly, big turbos are heavy. The team wisely designed some supports to take the weight off the exhaust manifold.
The upper and lower ports on the Tial wastegates are utilized to maximize boost control. Hard lines are used to maximize durability. Also note the extra few bends in the hard lines to help prevent failure from vibrations. I learned this trick from my days of fabricating HVAC systems.
The wastegate signal is controlled with this MAC solenoid.
The turbo and wastegate exhaust flows exit through this triple-shooter of an exhaust.
Back on the compressed air side, two Tial BOVs are used. 2400hp worth of air mass flow is a lot! As the engine is pushing somewhere around 60psi of boost, all of the intercooler tubing joints are fortified with these bars to ensure a pipe never blows off. Two hose clamps on each side are also in place to help prevent leaks.