I'd say probably more like ka-chunka-chunka. If one of the turbines seized on you, the compressor would still be free-spinning, so they would still be manually sucking air. So essentially it would be like running on two cylinders except only about half as bad (when you were under boost). Not to mention the fact that those cylinders would be running dirty, filthy pig-rich.

 

Unless there are two seperate intake plenums (1 per every 3 cylinders), both turbos are boosting ALL cylinders when spooled. The boost from the turbocharger enters the motor at the throttle body. From there, it will enter the cylinders. Unless you have two throttle bodies, all air enters at a common point before making it anywhere near the combustion chambers. When run off the exhuast, you generally use the exhaust from 3 cylinders per 1 turbocharger (1 per bank).

As far as running pig-rich for a failed turbo, are you using a MAF sensor? The computer should be measuring the air. When measuring air in mass-air form, a failed turbo won't pull or push (depending on placement of the MAF) any extra air across the sensor, therefore no extra fuel will be added.

 

Hondas dont use MAF.


Twin turbos arent that great anymore, people juslt like to say it. They were cool back in the early 90s until people invented more efficient single turbines. Alot of the reason the 6 cyl always have them is cause its hard to make a good flowing manifold on a I6.

 

Here ya go

 

<----also learning

wouldnt two smaller turbos spool a lot quicker than one big one?

 

True. A TT setup on a Civic would be pretty much 100% custom, and unless you want to program your own ECU/FMU to support a MAF with fuel cutoffs, it ain't gonna happen.


I'll give you the fact that they aren't as great as people say, and that it works pretty well to convert a sequential system to a single, but you really need to drive something GTR-powered before you dismiss them altogether. The amount of boost you can feed that engine with parallel spools throughout the whole powerband is something you just can't get with a single (at least not with a reasonable spool time). And since they're light-*** ceramics, they spool crazy-fast. That's why single-turbo conversions are preferred more for drag applications. But I also think you're right about the manifolds not being the greatest.

EDIT: Bunny, though it may seem that way at first, it's not necessarily true. With a single, you have the exhaust charge from all 6 cylinders spooling one big turbo, while with parallel turbos, each turbine is only being fed by 3 cylinders. Sequentials setups use control valves to dictate which turbo receives what amount of charge at what engine speed.

 

If im not mistaken, hondas use MAP sensors, which do the same thing in a diffrent way. Instead of measuring the air, they measure the manifold pressure and compare it to the barometric pressure and calculate how much air is entering the engine.