Stian1979

Well it would have helped if they stoped working on a 70yo design. It's greatly improved, but still a 70yo base. Catterpillar 4 strokes would also be poluting pices of iron had they continued there design on a 70yo base. A 2 stroke has a advantage off 50% less mecanical friction since it's producing power on each revelution. The large B&W and sulzers use less fuel per kW than any other engine and emmisions are not a problem, but the fuel they often use is nasty stuff. It resembels asphalt and need to be heated to 80C for pumping and 120C if you want to inject it. But this engines has seperate lubeoil forcylinders and crank so engine lube oil don't get into the combustion. Am I getting off topic?

I think the general advice is to pick a turbo that is half the size of the LP unit(low pressure unit) so you will have about half the increase ower each turbo. If the turbo you pick is too small I would worry about it overspeeding. I deffently think you need to go for wastgates to make this work. EDIT: I found something interesting here and here Just imagine the possebiletys here. You could inject fuel two times per cycle. You could inject at tdc and inject a second time once the exhaust valve was about to open creating lots of power to spool a turbo.

I have all the schools needed for sailing chief engineer and spent my time in school calculating termal efficensy of diesels with variations in operational conditions. It's a nice understanding that helped me understanding alot, but I have no interest in ending up behind a desk(again) The idea to remove the blower is quite old. It's been done on sulzer and B&w engines for 50years++. To be honest I'm disapointed that detroit stoped the development on two strokers since both the tiny twostrokes from bombardier and the large ones from sulzer can compete both on emisions and efficensy.

I got a 6V53T on my hand and I'm walking around with the same thoughts as you. I have some practical experience with turbos building a 2L gasoline with turbo, but for diesels I have only done maintenance, but I had a heavy interest in the subject and have read some turbo theory and had to do some calculations on it while I was studying for becoming a marine chief engineer. Because of my background in marine I have taken a different approach than you and instead looked at the large B&W and sulzer diesels where the construction is quile similar to the detroit, but the root's blower is gone. Instead they have a electrical blower that supply the engine on low load and at startups. I have also looked at man diesels jet assist system where compressed air from 30bar bottles are injected to help spin the compressor wheel. I think that trowing off the blower would benefit the whole construction since it would save some weight and some hp. My last idea(it's all in my head at this stage) was to use twin turbos merging into one collector supporting the larger turbo with exhaust. Doing this would allow me to use a crossover from the bank to the other so that one turbo could be sealed off using throttle bodies using only one turbo witch would give a good low end response. Once at a certain rpm and boost level the second turbo could be engaged by opening the throttles so it would become a sequential compound setup using 3 turbos. This could be combined with a low budget electrical supercharger (I know they are piss, but they could be used for this) to start the circulations of air at startup and a 12V compressor could provide compressed air to spool the turbo. Advantages would be good fuel economy. Less parts that could break. Less maintenance. More power with same mechanical load. Disadvantages would hight cost of buying the turbos. Much tuning time to make it work, Probably require some programing skills if a sequential should work without too much trouble. You would become the freak for thinking out of the box.