faq

AMF was able to fit this manifold under the hood of a 3000GT VR-4 which doesn’t have very much room to begin with. If you are able to fit two turbochargers, it is likely that you will be able to fit it to your vehicle but just to be sure, here are the dimensions:  Height(RED)~ 8.375”, Width(Yellow/ Front of Manifold Body to Back of Bridgepipe)~ 5”, Length(Blue/ Inlet V-band 1 to Inlet V-band 2)~ 12.125”

The actuator spring rating should be relative to an area of the applied primary turbocharger’s turbine MAP’s pressure ratio where it begins to become effective.  This ensures localization of an efficiently effective area per its Turbine MAP and can be incrementally adjusted from there if needed.

Absolutely! If you have an engine that is designed to work with forced induction, you can benefit from having the Hlava Sequential Turbo Manifold.

If you want to use the apparatus in a traditional form to attain a target boost you can. You would use a highly restrictive secondary turbocharger turbine housing relative to your engines air flow capability, as you do today, to generate a response that requires a wastegate to properly remove exhaust gas away from the system throughout most of your RPM band to push your secondary turbocharger to achieve an increased “boost level” beyond the efficient areas of its MAP. An option would be to use the same single turbocharger application you’d apply to your vehicle in a “Big Single” setting and use a wastegate either along the Bridgepipe, or if preferred an internal wastegate in the secondary housing.  You would then require a significantly smaller primary turbocharger, as your primary should have an exhaust gas corrective flow maximum that is a minimum of 5lbs less, relative to where your secondary begins to operate at.  However, this is application specific and may require an increased gap between the ending corrective flow capability of the primary turbocharger relative to the effective area of the secondary depending on the size of your engine and what you look to achieve with your turbocharger application.   

NOTE: This takes away the designed intent of this manifold, leaving you utilizing a restrictive forced induction system as turbochargers have efficiency zones that provide effective and efficient pressure ratios designated for your turbocharger. Remember, More Boost is NOT synonymous with More Power

The utilization of a one-way flap/swing valve on the charge piping of the initial response turbo allows the compressor to flow unrestricted and closes once the larger turbocharger’s pressure takes over, ensuring that the pressure from the large turbo is not backing out through the smaller turbocharger’s compressor housing. These valves can be found at various hardware stores such as McMaster Carr. (Be sure the valve is rated accordingly for temperatures and pressure relative to your application)

You can start with a PSI rated spring based on the amount of boost the initial response turbo will likely be around when in it’s predetermined efficiency area of its MAP, and make slight PSI adjustments from there if needed (-/+ 1-2psi). An additional aid in valve operation but likely not be required is running a vacuum line off the intake manifold or large turbo at its pressure port to allow boost pressure to help. Start with a spring setup that is 1-2psi lower than the amount of boost the initial response turbo will likely be around when in it’s predetermined efficiency area of its MAP, and make slight PSI adjustments from there if needed (-/+ 1-2psi). For example, the GT2554R is in an efficient area of it compressor MAP around 11psi, and we found a 10psi spring setup worked best for our application. An additional aid in valve operation but likely not be required is running a vacuum line off the intake manifold or large turbo at its pressure port to allow boost pressure to help.

The dual-valve manifold was designed to be installed on an ICE operated vehicle by utilizing one exhaust bank per inlet on the Hlava Sequential Turbo Manifold or by dividing the cylinders at the end-user’s discretion. Also, this manifold does NOT come with mounting flanges for the turbochargers. This allows the end-user to incorporate the necessary flanges for their choice in turbocharger application.

If you have any questions that were not answered in this section, please feel free to give us a call or email us at rfq@absolutemanfab.com