And that 600k may include the 5 manifolds and turbos the car is expected to go thru ;-)

No kidding, they dont look cheap! But I dont think they go through them all that often.
Much of the engine, including the turbo, is sealed and tech keeps a record of how many changes there have been.

I wonder if it would be any harder on parts than what we already have?
Guessing close to the same and very dependent on how it is used.

I must be missing something here 
Lets make sure we are on the same page with the differences between this and our current systems.

This one can work in two modes. The normal one we have now, and a bypass mode.

The normal mode shouldnt need any further explanation. Im fairly certain you know more about this part than I do anyway 

The bypass mode is the interesting one. It is not just bypassing the throttle blade or holding it open, it pretty much bypasses the entire engine.
This lets the turbo basically run itself, kinda like this vid  https://www.youtube.com/watch?v=KI5wAeJUbsA

I think this allows them to do (at least) two things that we are currently not able to.
Close the throttle blade for engine braking (overrun for the guys on the other side of the big water?) and still maintain spool.
Kick in to help spool the turbo when you are at an rpm lower than the turbo would normally spool.


I wasnt at that race as a spectator. I mean it when I say they dont go through that stuff all that often.
Turbos and manifolds are most often changed due to an engine problem.

I think that is how inconel tells you it is happy, it glows.

Shits hot, yo 

It

Is

Not

Needed

with an electronic throttle.

follow this link to some detailed info about "umluft" on the audi S1 rally car. it even has pictures of all of the hardware that audi used in specific to make their setup work.
http://www.bufkinengineering.com/Umluft.htm

 i do agree with PRJ that there are better ways to achieve this sort anti-lag through retarding ignition. the retarding of the ignition along with wide open throttle is a hair safer than the way audi used to do it although its going to ruin engine parts eventually. over all what audi did was use a porsche wastegate as a diverter valve which in turn vented the boost air from the charge piping directly into the turbo manfold when at the same time they would either stop the ignition or retard the timing allowing the fuel that was supposed to be burned in the cylinder to enter the turbo manifold with the oxygenated air from the charge piping and the heat from the manifold would cause it to comubust in the manifold. the cut was activated by a closed throttle switch as well. i have seen pictures of the inside of an S1 and they have an umluft switch to enable the feature if the proper hardware is bolted to the engine.

i've seen people attempt to do this on old DSM's a few times over the past 10 years or so and every single time was a large fail. either their turbo blew the turbine wheel out the exhaust or literally blew apart the turbine housing, the manifold blew right off the front of the head or it burn the exhaust valves out of the head. either way the end result was not good for the engine at all.

I would think displacement would matter to air going through the motor, no? Not a prob if you go around it. This is where I think the biggest prob would be, ports in the heads are pretty small.
Lets try and forget about the pedal. I think it is safe to say that most here understand the differences between dbw and dbc.


I hear what you are saying and agree with most of it.


This volume is why I am guessing they use it. You can throttle the motor by other means, but only up until you are giving all shes got.
Being able to circumvent the engine should let you run full tilt, and supplement this volume to keep the turbo in its happy place.


I dont doubt you know your shit here, but there are reasons top level teams with unlimited budgets are currently running this.

The books and spoonfeeding comments are a little uncalled for, especially from someone who thinks friction is what primarily slows a car down when engine braking   (just ribbin ya, I know you know better)