Tubular exhaust manifolds

COMP461 said:
they spool quicker , and sould different , with the pulses reaching directly to the turbo .
just got a call, from one person on her , I'll let him tell more if he want , but he is very impressed with the power , and the sould is way cool
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Prices I need one with a flange to bolt a ht4 up on it ASAP !!!
 
stock600 said:
Ive never understud these, sure they look great but...."heat" is your friend when it comes to driving that big turbine wheel. Its why many coat and wrap thier heavy thick cast manifolds... heat retintion.
I could even def. see them out flowing the manifolds but the question would be does this increase in flow off set the loss of drive from heat? No idea.
Ryan
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the stainless header doesn't really radiate more heat IMO... Michael Watkins data-logged 150-200* EGT reduction on the dyno. I thought it was because the thing was radiating the heat out, but his header was ceramic coated and the pyro ports were like 1" from the head flange.

the EGT reduction is due to a substantial reduction in backpressure between the head and the turbine wheel. MORE of the energy reaches the turbine wheel!!! initial spool is reduced due to slightly larger primaries, but the powerband is wider and moves up.

If you're wanting to hold the heat in, you can either ceramic coat or wrap the stainless header.

You should hear the exhaust note on this thing. It's so sharp. It sounds like the engine is turning twice the RPM it really is.

I'm running the Smarty TNT-R tune on level 9, and I'm just touching 1300* at 3000RPM locked up in OD coming from about a 50mph punch. I'm only making 35psi of boost till it locks in OD and it goes to 37psi. The TNT tune ain't no joke. It's not a plasma cutter, but it's not "cold" by any means, and I mean I've only seen 1300* maybe 2 times?
 
oh, and before someone chimes in on drive pressure... remember, most people take their drive pressure readings at the inlet of the turbine flange... at the tail of the manifold. That doesn't tell what kind of restriction is between the head flange and the turbine flange!!!!!
 
Forrest Nearing said:
the stainless header doesn't really radiate more heat IMO... Michael Watkins data-logged 150-200* EGT reduction on the dyno. I thought it was because the thing was radiating the heat out, but his header was ceramic coated and the pyro ports were like 1" from the head flange.

the EGT reduction is due to a substantial reduction in backpressure between the head and the turbine wheel. MORE of the energy reaches the turbine wheel!!! initial spool is reduced due to slightly larger primaries, but the powerband is wider and moves up.

If you're wanting to hold the heat in, you can either ceramic coat or wrap the stainless header.

You should hear the exhaust note on this thing. It's so sharp. It sounds like the engine is turning twice the RPM it really is.

I'm running the Smarty TNT-R tune on level 9, and I'm just touching 1300* at 3000RPM locked up in OD coming from about a 50mph punch. I'm only making 35psi of boost till it locks in OD and it goes to 37psi. The TNT tune ain't no joke. It's not a plasma cutter, but it's not "cold" by any means, and I mean I've only seen 1300* maybe 2 times?
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Good to hear some positive feedback from someones that used it. Did you ever dyno before it, a re-dyno would tell the tale, I seem to remember you just rec. went to a ball bearing style charger also, good to hear they work well together.
Ryan
 
COMP461 said:
they spool quicker , and sould different , with the pulses reaching directly to the turbo .
just got a call, from one person on her , I'll let him tell more if he want , but he is very impressed with the power , and the sould is way cool
Click to expand...

i will let jp post his findings but if they spooled faster , wouldnt you think you would make power sooner since you would get ontop of the turbo faster? he lost 200hp under the curve with no mod changes except the header.
 
Honestly I notice slightly earlier spool when putting my header on but that's my experience. Notice Bodie discusses the possible low rpm power difference being related to the CR non symetrical primary arrangement.
 
Here is the 2nd gen version installed of Bodies.

0214090002.jpg
 
I think the 2nd gen headers will be a different story when compared to the 3rd gen style.

I will dyno the crap out of mine to see just what they will do and what they can handle. I will post graphs for everyone to see as I will not sell something that does not perform. I think there are things to be learned about volume verses velocity here, I will see how other testers do and maybe try 1.25id runners.

We here are to make power.:rockwoot:
 
SPEEDSHIFT said:
I think the 2nd gen headers will be a different story when compared to the 3rd gen style.

I will dyno the crap out of mine to see just what they will do and what they can handle. I will post graphs for everyone to see as I will not sell something that does not perform. I think there are things to be learned about volume verses velocity here, I will see how other testers do and maybe try 1.25id runners.

We here are to make power.:rockwoot:
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That's right and until someone actually tries it instead of just talking about it no one's going to ever know! Thanks for the efforts Bodie, hope to dyno my truck soon!
 
Forrest Nearing said:
I don't think his are equal length
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they are not , nice work, but the two center cylinders are 2 inches long , I feel this is the problem.
The guys that designed and built the headers I sell and run , did their research.



P1010005_edited-1Small.jpg


0214090002.jpg
 
COMP461 said:
they are not , nice work, but the two center cylinders are 2 inches long , I feel this is the problem.
The guys that designed and built the headers I sell and run , did their research.



P1010005_edited-1Small.jpg


0214090002.jpg
Click to expand...

I'm just curious to your thought process. Why do you think the 4 and 3 primaries being 2" long causes issues?
 
The intire reason for individual headers , is to have a primary tube length to allow the 1st order wave to clear the primary before the 2nd order wave , the one that heads back up the tube to reach the valve.
The primary tube is a long as practical, within the confines of the space available . .

There in more to headers then a copy of a log manifold in tubing , the primary objective is to let the pulses created when the exhaust valve opens strike the turbine wheel , and use this to aid in driving the charger , this is the most efficient when all the pulses are keep separate and then brought together in a collector,. After the collector the length of the pipe is not near as critical.

The least efficient way to drive a charger is to use drive pressure .
 
COMP461 said:
The intire reason for individual headers , is to have a primary tube length to allow the 1st order wave to clear the primary before the 2nd order wave , the one that heads back up the tube to reach the valve.
The primary tube is a long as practical, within the confines of the space available . .

There in more to headers then a copy of a log manifold in tubing , the primary objective is to let the pulses created when the exhaust valve opens strike the turbine wheel , and use this to aid in driving the charger , this is the most efficient when all the pulses are keep separate and then brought together in a collector,. After the collector the length of the pipe is not near as critical.

The least efficient way to drive a charger is to use drive pressure .
Click to expand...


Yeah, there sure is alot to headers and I agree totally about that!

Do you think the loss of heat which i'd imagine is minimal from the increase in primary length is offset by the 2nd order wave timing advantage? I'm guessint that's a yes.
 
Are you not happy with yours Nick? From what I've seen looking at mine from Bodie, it looks well built and i'm confident it will do more than what I asked for.
 
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