I'm not sure if I really understand why it is so important to merge the 1-4, and 2-3 runners. Why does it really matter if log, and some cast manifolds just combine all 4? why is it not prefered to combine the 1-2, 3-4?

Any info would be appreciated.

Bryson

 

Although this topic has been covered multiple times.......

firing order is

1-3-4-2

by pairing the cylinders that are 360 deg. apart you do create a "crowded collector" situation. If you pair 1-2 and 3 and 4 you have pulses flowing one right after the other potentially creating a crowded collector situation. with cylinders 1-4 and 3-2 paired you do not have this occuring. If the header is built correctly with proper length and diameters, then you will have a wonderful header that creates a broad useable power range. If you merge other cylinders well who knows it's going to be up in the air.

Hope this helps

 

Ok...so basically what I got out of that, is that I shouldn't have any "problems" per se, with making a manifold that has the 1-2 and 3-4 runners merged? It's only the crowded collector situation that causes that design to benefit?

My manifold design is fairly "new" from what I've seen in the last 6 years, but that doesn't always mean thats a "good" thing...

I'll just make it, slap it on my car, and see how it does...

 

yea, casey has it covered - it isnt that it wont work, its more a question of efficiency.

but; let me throw in a visual of whats happening in reguards to the firing order. youre standing in front of your motor, the its running in ultra slowmotion, your manifold design is clear like glass. now every time a cylinder fires, it spits out a little cotton ball of energy, (the pulse) which starts it way down the pipe. so, the ideal is to get the pulses to occur in a consecutive manner, ie the cotton ***** all in a row with the same value in terms of energy and the same relative spacing. if a tube is the wrong length, volume, or merges in at the wrong point, you can get; two pulses turn into one bigger one, then a weird time gap, then two little ones, some turbulence, and so on.

some argue that once the exit volume is pressurized, (such that the turbo acts like a check valve) then it dosent matter. on NA applications, its a different story, and more obvious in terms of good and bad design.

good luck

 

so why does this header make so much power? because the lengths are properly measured? question for Casey: are those called "anti-reversion chambers"? and do you guys sell them? i can't seem to find them anywhere, but then again i haven't looked that hard.

 

What can happen and i'm not saying this is correct for all cases or even this case, but with a header that is not designed correctly. MEaning too much length, too large of primary, too many steps, improperly sized collector, is that by pairing other cylinders you seem to mask the problem.

I dont know that the header makes more power then anything else out there?

As far as the anti reversion chambers we do not sell those John @ Hytech has a patent on those. However we do not incorparate any type of Anti reversion device on any of our race winning headers designs, from drag to road race, we do not use them

 

but we could see papadakis civic pair the divided runner by 1-2 and 3-4 ..
why is that???
is that something new in tech world on it??

we know papadakis make lot of winning race, mean make lot ton of power with that uncomon turbo manifold pairing..

please discuss this

 

http://www.superchargeronline.com/im...l/DSCF0073.JPG

look at this.. this must be sequential pairing, just like long tri y on all motor..

why is that?????

 

Get a life....

 

what d u mean?

 

I think he means this thread is 4 years old...

 

get a life??
yes, its life, live from the event.

for me its not deat thread, since im building my exhaust started from last week but still cant find any information about how good is 1-2 and 3-4 pairing,
even though i've search this whole thread there is no honda guy in here that able to explan this papadakis pairing method,

oh ya, just not papadakis only, but T4 divided be FFTEC also do sequential pairing for twinscroll turbo....

last time my 2.3 S366XL 0.91 hitting 615AWHP dynodynamics (this was evo) with simple log manifold, so if i could do some learning i hope i could make better exhaust for it on for my turbo'd honda....




but yeah, nobody here want to discuss 1-2 and 3-4 sequential pair vs 1-4 and 2-3 pair....