Tubular exhaust manifolds

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 .
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Comp461...do you have any dyno results no your header? I build mine bout a year ago and yours and mine are made just alike!!! Just wondering how close our style header compair in HP gains... We do differ in that i consintrated on air speed to drive the turbo...witch worked well on mine!
 
ride42 said:
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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No, i'm very happy with it especially for a first round effort! Had to modify a few things such as bolt modifications (fasteners I purchased) but wasn't a big deal at all and I expected that. I'm just always interested in getting more out of the truck and based on some claims i've seen on this thread and others I like to know people's thought process and if there is actual evidence to back it up.

Like I said in my other thread, i've noticed quicker spool and egt reduction with mine. Can't comment much on how sotp feels as i put it on before the goerend trans went on. The stock trans wasn't doing a whole lot when I put this header on lol.

Something else I didn't notice though before but have since having more time to play with the truck is the increase in above 3000rpm pull. Don't get me wrong, it's not exactly like a solid roller gas motor but it pulls a good bit harder above 3000rpm then it ever did with the stock manifold. Before it used to feel like hitting a wall about 3200.
 
Yeah, I purchased some fasteners just like you did. Stuck with the allen head on the bottom and then went to hex for the top row. Only problem I ran into was the oil feed line but I had to make a new one for the new turbo I purchased so no big deal there either. Hopefully I'll have everything torn down this weekend and then finish it up next weekend then dyno the first of March.

I'm anxious to see if there is a difference between this and the ATS 3-piece I had.
 
ride42 said:
Yeah, I purchased some fasteners just like you did. Stuck with the allen head on the bottom and then went to hex for the top row. Only problem I ran into was the oil feed line but I had to make a new one for the new turbo I purchased so no big deal there either. Hopefully I'll have everything torn down this weekend and then finish it up next weekend then dyno the first of March.

I'm anxious to see if there is a difference between this and the ATS 3-piece I had.
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I'd be real interested to see your results too let us know!
 
brushpuller said:
Comp461...do you have any dyno results no your header? I build mine bout a year ago and yours and mine are made just alike!!! Just wondering how close our style header compair in HP gains... We do differ in that i consintrated on air speed to drive the turbo...witch worked well on mine!
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Your on the right track , where in air speed and pulse are the same, and manifold pressure is the least efficient method to turn the turbine.

I have ARP fasteners for headers and manifolds stainless studs and 12 point nuts and washer.
Just like the rocker stud kits I developed , pm me anytime if you need them. I am sure they are a few sets extra in the 750 lbs shipment of ARP due this week.
 
hey how much are ou sellin one of those manifolds for a 1st gen then? cuz im interested in buyin one of those
 
If I help you work on your truck Clint and we run into as many problems as I'm running into with mine I'm going to kick your balls. Just to let you know.
 
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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This comment is useless with a sound clip and pics........:)
 
Can I have some prices for the 2000 24V in my sig please. & how is fitment? Bold right up or do you have to fanagle things to get it to fit? But PLEASE get me some pricing. TIA
 
COMP461,
I may have overlooked it in this thread but do you have and dyno graphs?? If 80 people have a set then surely there are some dyno comparisons.
 
fjbiker86 said:
COMP461,
I may have overlooked it in this thread but do you have and dyno graphs?? If 80 people have a set then surely there are some dyno comparisons.
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I ask com461 the same question... i think he is avoiding that question!!!
 
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