With a parallel twin-turbo arrangement, each turbo handles half of the cylinders’ exhaust. So how do you avoid these issues? The most straightforward way to solve exhaust pressure and lag problems-and really, most problems one might encounter in life-is to simply add another turbocharger. In a traditional single-scroll, single-turbo setup, every cylinder’s exhaust gas must flow through the same manifold.ġ989 Nissan 300ZX Turbo, which uses a parallel-twin turbocharged V6 engine. Instead, exhaust pulses in rhythm with the firing order of the cylinders, and it ebbs and flows with engine RPMs. One of the largest problems engineers have to grapple with is that exhaust gas is not a continuously even flow of air with constant pressure. ![]() Turbochargers inherently have numerous issues that impede consistent power delivery, thanks to the fickle nature of exhaust gas and manifold pressure. There Are Problems With Replacing Displacement However, those no-replacement-for-displacement die-hards weren’t all wrong about turbo tech it isn’t flawless. It seemed like the replacement for displacement that the old-guy car shows told us didn’t exist. With the concept finally proven for passenger cars in the real world, automakers and buyers began to flock to smaller-displacement and fuel-efficient turbocharged cars. ![]() The first real successes in the market were the Mercedes-Benz 300SD and the Saab 900 Turbo, both in 1978. Mercedes-Benz W116 S-Class in Monaco, 1975 Mercedez-Benz
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