Final shots of my manifold
02-11-2003, 12:52 AM
#52
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Re: Final shots of my manifold (Midwestrider)
H-T teachs me something new again.. 
http://www.sliderules.clara.net/coll...-mears-hyd.htm That things pretty cool. I'm going to get one. Thanks Geoff.
[Modified by BudaKai, 3:58 AM 2/11/2003]
02-11-2003, 07:11 AM
#53
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Re: Final shots of my manifold (FFgeoff)
[QUOTE]cool dave -- good points
a few things tho, the runner length will not affect anything in terms of frictional losses. They are all dependant on bends. Saying that the losses are diminutive is just not right. Each 90 degree bend has a huge effect on airflow. Of course every manifold has to have bends, and we have to keep compromises in mind, but to say that they are diminutive at best is not an accurate statement.
the port and valve area dont really have much to do with the restrictions of the manifold... differnt animals completely. " Unquote
Thanks Geoff, I truly appreciate your input.
But let me make a couple other points, first off, being diminutive is a valid point.
It is valid because, for practical purposes, the header flows enough CFM to not be a restriciton in 99% of the applications, We want to keep velocity up too...If our goal was only CFM, then we would put on 1 3/4 or 1 7/8 and we would be able to achieve some HUGE CFM numbers, but for the guy running around with his 400hp honda...its going to be way too large and lose spool and even possibly peak HP...the runner CFM is simply too large...
Also, you stated that "the port and valve area dont really have much to do with the restrictions of the manifold... differnt animals completely"
I have to disagree...
The head and the exhaust are very interelated and it is extremely important to match the two. Knowing the CFM of your head and its flow capabilities are extremely important in matching the correct tubing diameter for your header. If your head flows 200cfm and the exhaust pulse exits the head and hits a passage that flows 350cfm, you are going to slow the exhaust pulse down, which leads to stacking...which will effect power and spool...it is fine line between CFM and Exhaust velocity. Im only saying this because I dont want people to be mislead into thinking that all they should pay attention too is Large CFM numbers...that is a misleading game to play.(especially with turbocharging)
Do bends restrict, yes...minimizing the bends and not "cheater cutting the pipe" and having a properly designed merge collector without excessive area(once again which slows down the exhaust pulse) are the best ways to combat this. My runner designs are smooth, fairly short and use as few turns as possible. My merge at the collector as at a fairly upright angle and minimizes velocity loss. I have bought and examined several headers the past year...the worst being a Gredddy for the toyota supra...the collector area actually had the runners overlapping and hitting the back of the turbine mounting flange(exhuast pulses would actually hit the back of the flange) It was very poor design. Many of the runners on the Greddy and others have excessive cheater cutting(pipes not being cut perpendicular) Obviously, sometimes in very tight confines, a little cheater cutting is necessary. The most amazing thing though, despite the designs of these headers, they still make enormous HP...cleaning up the design can only lead to better HP numbers...
At any rate, I feel you and I are getting into a little bit of a pissing match...we both have Valid points and both bring relevant information to the topic. Thank you for your input, it is welcome and appreciated.
Regards,
Dave
[Modified by SuperT, 4:12 PM 2/11/2003]
[Modified by SuperT, 4:15 PM 2/11/2003]
a few things tho, the runner length will not affect anything in terms of frictional losses. They are all dependant on bends. Saying that the losses are diminutive is just not right. Each 90 degree bend has a huge effect on airflow. Of course every manifold has to have bends, and we have to keep compromises in mind, but to say that they are diminutive at best is not an accurate statement.
the port and valve area dont really have much to do with the restrictions of the manifold... differnt animals completely. " Unquote
Thanks Geoff, I truly appreciate your input.
But let me make a couple other points, first off, being diminutive is a valid point.
It is valid because, for practical purposes, the header flows enough CFM to not be a restriciton in 99% of the applications, We want to keep velocity up too...If our goal was only CFM, then we would put on 1 3/4 or 1 7/8 and we would be able to achieve some HUGE CFM numbers, but for the guy running around with his 400hp honda...its going to be way too large and lose spool and even possibly peak HP...the runner CFM is simply too large...
Also, you stated that "the port and valve area dont really have much to do with the restrictions of the manifold... differnt animals completely"
I have to disagree...
The head and the exhaust are very interelated and it is extremely important to match the two. Knowing the CFM of your head and its flow capabilities are extremely important in matching the correct tubing diameter for your header. If your head flows 200cfm and the exhaust pulse exits the head and hits a passage that flows 350cfm, you are going to slow the exhaust pulse down, which leads to stacking...which will effect power and spool...it is fine line between CFM and Exhaust velocity. Im only saying this because I dont want people to be mislead into thinking that all they should pay attention too is Large CFM numbers...that is a misleading game to play.(especially with turbocharging)
Do bends restrict, yes...minimizing the bends and not "cheater cutting the pipe" and having a properly designed merge collector without excessive area(once again which slows down the exhaust pulse) are the best ways to combat this. My runner designs are smooth, fairly short and use as few turns as possible. My merge at the collector as at a fairly upright angle and minimizes velocity loss. I have bought and examined several headers the past year...the worst being a Gredddy for the toyota supra...the collector area actually had the runners overlapping and hitting the back of the turbine mounting flange(exhuast pulses would actually hit the back of the flange) It was very poor design. Many of the runners on the Greddy and others have excessive cheater cutting(pipes not being cut perpendicular) Obviously, sometimes in very tight confines, a little cheater cutting is necessary. The most amazing thing though, despite the designs of these headers, they still make enormous HP...cleaning up the design can only lead to better HP numbers...
At any rate, I feel you and I are getting into a little bit of a pissing match...we both have Valid points and both bring relevant information to the topic. Thank you for your input, it is welcome and appreciated.
Regards,
Dave
[Modified by SuperT, 4:12 PM 2/11/2003]
[Modified by SuperT, 4:15 PM 2/11/2003]
..nice
02-13-2003, 10:49 AM
#59
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Re: Final shots of my manifold (yellowsub)
Turbo kit price(as pictured above) Available for both D and B series- $1975.00 Compare and you will see this is buy far the highest quality, best bang for the buck kit available, bar none-
-Aircraft certified 321 stainless steel(321 is alloyed with titanium!) TIG welded turbo manifold with full 1/2 inch thick computer CNC machined flanges for exact fit and no warpage(most other kits use cheaper 304 ss or plumbing store weld els made of mild steel or 304 which eventually crack. 304 and mild steel do not have the heat resistant properties that 321 has. 321 is simply the best turbo header material available)
-Full 3" diameter stainless steel TIG welded downpipe standard on all kits(most other kits come standard with a 2.5 or smaller downpipe)
-Garrett T3/T4 Hybrid turbocharger
-Tial 35mm wastegate
-Braided Stainless steel Oil feed and drainback lines with Anodized Blue and Red AN fittings and weld on bung for the oil pan for the turbo drainback.(no cheap rubber lines that always melt away possibly ruining your motor and turbo)
-Turbo and wastegate gaskets.
Introductory price 1975.00
Regards,
Super T Motorsports
http://www.supertmotorsports.com
1-507-536-9164
[Modified by SuperT, 7:53 PM 2/13/2003]
[Modified by SuperT, 8:01 PM 2/13/2003]
-Aircraft certified 321 stainless steel(321 is alloyed with titanium!) TIG welded turbo manifold with full 1/2 inch thick computer CNC machined flanges for exact fit and no warpage(most other kits use cheaper 304 ss or plumbing store weld els made of mild steel or 304 which eventually crack. 304 and mild steel do not have the heat resistant properties that 321 has. 321 is simply the best turbo header material available)
-Full 3" diameter stainless steel TIG welded downpipe standard on all kits(most other kits come standard with a 2.5 or smaller downpipe)
-Garrett T3/T4 Hybrid turbocharger
-Tial 35mm wastegate
-Braided Stainless steel Oil feed and drainback lines with Anodized Blue and Red AN fittings and weld on bung for the oil pan for the turbo drainback.(no cheap rubber lines that always melt away possibly ruining your motor and turbo)
-Turbo and wastegate gaskets.
Introductory price 1975.00
Regards,
Super T Motorsports
http://www.supertmotorsports.com
1-507-536-9164
[Modified by SuperT, 7:53 PM 2/13/2003]
[Modified by SuperT, 8:01 PM 2/13/2003]
02-13-2003, 12:17 PM
#60
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Re: Final shots of my manifold (SuperT)
Turbo kit price(as pictured above) Available for both D and B series- $1975.00 Compare and you will see this is buy far the highest quality, best bang for the buck kit available, bar none-
-Aircraft certified 321 stainless steel(321 is alloyed with titanium!) TIG welded turbo manifold with full 1/2 inch thick computer CNC machined flanges for exact fit and no warpage(most other kits use cheaper 304 ss or plumbing store weld els made of mild steel or 304 which eventually crack. 304 and mild steel do not have the heat resistant properties that 321 has. 321 is simply the best turbo header material available)
-Full 3" diameter stainless steel TIG welded downpipe standard on all kits(most other kits come standard with a 2.5 or smaller downpipe)
-Garrett T3/T4 Hybrid turbocharger
-Tial 35mm wastegate
-Braided Stainless steel Oil feed and drainback lines with Anodized Blue and Red AN fittings and weld on bung for the oil pan for the turbo drainback.(no cheap rubber lines that always melt away possibly ruining your motor and turbo)
-Turbo and wastegate gaskets.
Introductory price 1975.00
Regards,
Super T Motorsports
http://www.supertmotorsports.com
1-507-536-9164
-Aircraft certified 321 stainless steel(321 is alloyed with titanium!) TIG welded turbo manifold with full 1/2 inch thick computer CNC machined flanges for exact fit and no warpage(most other kits use cheaper 304 ss or plumbing store weld els made of mild steel or 304 which eventually crack. 304 and mild steel do not have the heat resistant properties that 321 has. 321 is simply the best turbo header material available)
-Full 3" diameter stainless steel TIG welded downpipe standard on all kits(most other kits come standard with a 2.5 or smaller downpipe)
-Garrett T3/T4 Hybrid turbocharger
-Tial 35mm wastegate
-Braided Stainless steel Oil feed and drainback lines with Anodized Blue and Red AN fittings and weld on bung for the oil pan for the turbo drainback.(no cheap rubber lines that always melt away possibly ruining your motor and turbo)
-Turbo and wastegate gaskets.
Introductory price 1975.00
Regards,
Super T Motorsports
http://www.supertmotorsports.com
1-507-536-9164
So all you need to complete the turbo kit is buy a intercooler, piping, couplings, and clamps?
02-16-2003, 09:14 AM
#62
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Re: Final shots of my manifold (RyanAutry)
Nice price! Can i get just the manifold, turbo and downpipe for a B18c1? I have everything else 
. Hit me up at pu3s@hotmail.com or send me a PM. BTW will that 3" DP clear my a/c or no?
. Hit me up at pu3s@hotmail.com or send me a PM. BTW will that 3" DP clear my a/c or no?
02-16-2003, 09:05 PM
#63
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Re: Final shots of my manifold (B18Flip)
The kit will not work with A/C. You would have to remove the A/C compressor. Yes, I can sell it minus the parts you dont need. Feel free to give us a call-
1-507-536-9164
Regards,
Dave
1-507-536-9164
Regards,
Dave
02-20-2003, 01:00 PM
#65
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Re: Final shots of my manifold (SuperT)
Any pics for the b18c ? Are the runners the same size as the D-series? Would a 46mm w/g be ok hanging out there like that? Damn, I guess im askin too many questions...
02-20-2003, 02:54 PM
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Re: Final shots of my manifold (Turbologist)
No pictures of the B series, but they look identical. The runners are bigger on the B series 1 5/8 and the flange is a little different(bolt spacing and port size) But, for all practical purposes, they look identical...
Regards,
Dave
Super T Motorsports
Regards,
Dave
Super T Motorsports
02-25-2003, 09:40 AM
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Re: Final shots of my manifold (SuperT)
SuperT.. Can you make a manifold for a D16Y8 that will clear the A/C compressor?
And make the DP 2.5"-->3" so I can just bolt my 3" cat up..
If so cost? Also I have a Tial35mm WG. And with you manifold do you build using a 4 bolt or 5 bolt style turbine housing?
I tried to call be got a busy signal...
And make the DP 2.5"-->3" so I can just bolt my 3" cat up..
If so cost? Also I have a Tial35mm WG. And with you manifold do you build using a 4 bolt or 5 bolt style turbine housing?
I tried to call be got a busy signal...
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