New Header design for stock location applications

[boostedbruiser]

I'm sure Jim for MD will talk about this but i thought i would post up some info for those wondering.

Looks really nice. waiting on a few items to be worked out and of course outside testing, but looks really promising, and Pretty.

1. Designed for turbo to fit in stock location.
2. Will work with a stock turbo and most T3/T4 turbos.
3. Has provision for stock EGR adapter in stock location.
4. There is a support brace for the turbo flange.
5. Must be used with stock turbo to block support bracket.
6. It will clear the stock AC compressor, but some line re-routing may be necessary.
7. Primary tubes are 1.5” mild steel tubing with .060” nominal wall thickness.
8. Equal length primary tubes 21” long.
9. Primary tubes are welded where direction of tubing is changed.
10. The primary tubes feed into a custom 4 into 1 collector.
11. Head flange is 3/8” thick mild steel.
12. Reasonable access to all flange to head bolts.
13. Recommend stainless braided oil feed line.
14. Supplied with Stage 8 locking bolts.
15. Supplied with copper header to head gasket.
16. Supplied with stainless turbo mounting studs.
17. Supplied with OEM locking, turbo mounting nuts.
18. Supplied with large opening, steel turbo to header gaskets.
19. It will be coated with Jet Hot 2000 black.
20. The stock oil return line should work, but not fully confirmed.
21. Revised routing of the water feed, for water-cooled turbos, will be necessary. We are working on final details and plan on including all needed parts.

Header Pic

Header pic 2.

PRICING............. TBD

[fengler]

wow that is sweet, wont the long primaries reduce exhaust velocity? what are the advantages and disadvantages of long primaries?(note, i know nothing about exhaust theory)

[yeahloh]

wow that is cool i want one .

[tateg]

wow that is sweet, wont the long primaries reduce exhaust velocity? what are the advantages and disadvantages of long primaries?(note, i know nothing about exhaust theory)

In a NA engine longer or shorter isn't really a factor directly. A header that is properly "tuned" will scavenge the cylinder during the exhaust stroke where a shorter or longer header will not. If the exhaust pulses travel the length of the primary in synch with the ignition of the cylinder it will aid in pulling the exhaust out of the cylinder.

Generally speaking though a longer untuned header (with a good collector) will be better than a shorter untuned header with the ball/socket collector. I'm not at all sure how the lack of a collector and the longer tubes effect a turbo or the exhaust flow.

[Jim W]

We are putting a complete data package (including dyno sheets) together and sharpening the pencil to offer the best price we can, but it won't be cheap. We have prototyped 4 different versions and have a ton invested in this project. We will have dyno data compared to a mildly ported E6 and with a variety of turbos from stock on up. May take us a week or 2 to complete the dyno testing as the time to change over parts is significant.

I've had one on my tired old '86 SVO motor for about a month now and love it! The low end torque, out of boost, feels like I went one step lower in rear end gears, plus it really pulls hard under boost.

Jim

[svobrown]

How hard is it to get to the spark plugs. How much room is left for the plug wires?
Good looking header.
Any pic's installed on the 86?

[chalkys_explorer]

Sounds sweet. You guys should do it in silver ceramic coat as well. Silver....pretty Installed pics and a price would be great to. Can't wait to see the dyno sheets.

[Ted B]

wow that is sweet, wont the long primaries reduce exhaust velocity? what are the advantages and disadvantages of long primaries?(note, i know nothing about exhaust theory)

Longer primaries and sharp bends aren't optimum design characterstics, but this is a stock location piece. A manifold that preserves the tightly positioned stock location must contain some compromises. One just can't have it all in this instance.

In a NA engine longer or shorter isn't really a factor directly. A header that is properly "tuned" will scavenge the cylinder during the exhaust stroke where a shorter or longer header will not. If the exhaust pulses travel the length of the primary in synch with the ignition of the cylinder it will aid in pulling the exhaust out of the cylinder.

The primary length most certainly plays a huge role in Helmoltz resonance, and exerts a direct effect upon VE vs. rpm. To say that length isn't part of tuning is like saying the length of a wind instrument has no effect on its pitch.

[tateg]

Longer primaries and sharp bends aren't optimum design characterstics, but this is a stock location piece. A manifold that preserves the tightly positioned stock location must contain some compromises. One just can't have it all in this instance.




The primary length most certainly plays a huge role in Helmoltz resonance, and exerts a direct effect upon VE vs. rpm. To say that length isn't part of tuning is like saying the length of a wind instrument has no effect on its pitch.

What I was getting at is that longer isn't necessarily always better nor is shorter. Each engine has it's own optimum length.

[usturbo4me]

looks cool. Will the dyno test motor have any port work or will they be stock.

[Ted B]

What I was getting at is that longer isn't necessarily always better nor is shorter. Each engine has it's own optimum length.

Actually, 'optimum length' is determined by factors such as number of cylinders, firing order, and desired peak torque rpm. The optimum length for any engine will vary depending upon desired VE vs. rpm, and therefore there is no single length that is optimum for any engine. It would be great if it were that way, but unfortunately, it isn't.

What is fortunate is the fact that with turbo engines, much of that is of diminished importance. What we want in virtually all cases is short, equal length with a minimum of short radius bends, and efficient, low angle entry into the turbo-flange collector.

[tateg]

Actually, 'optimum length' is determined by factors such as number of cylinders, firing order, and desired peak torque rpm. The optimum length for any engine will vary depending upon desired VE vs. rpm, and therefore there is no single length that is optimum for any engine. It would be great if it were that way, but unfortunately, it isn't.

This I knew.

What is fortunate is the fact that with turbo engines, much of that is of diminished importance. What we want in virtually all cases is short, equal length with a minimum of short radius bends, and efficient, low angle entry into the turbo-flange collector.

This I didn't. Thanks for the info. So there really is no "tuning" of a header for a turbo application? There would be no "scavenging" of the chamber as with a NA setup in that case. Given what you said I guess it really doesn't matter the length for these apps.

[Ted B]

. . . So there really is no "tuning" of a header for a turbo application? There would be no "scavenging" of the chamber as with a NA setup in that case. Given what you said I guess it really doesn't matter the length for these apps.

With a normally aspirated engine, if we want to tune for peak torque at 4000rpm, there is a specific optimum primary length. If we want to tune for peak torque at 5000rpm, that length will be different (shorter).

With a turbo engine, we aren't dependent on the influence of negative pressure waves to improve VE. We want to get as much 'free' energy from the exhaust pulses in order to get the turbine wheel spinning, and the power takes off from there. Conventional primary length tuning causes too much pulse energy to be lost due to cooling, so that costs more power than it delivers. The equal length strategy still holds merit (reduces energy robbing pressure fluctuations), but we want the primaries to be as short as possible. Good collector design rationale still holds true however, as low angle entry presents minimum pulse energy loss into the turbine housing. Split turbine housings further improve efficiency.

[bob tweedy]

header

because you continue to describe the exhaust functions of a na motor you might also mention the intake tuning function of a na motor vice the turbo/supercharged motor.
bob

[tateg]

because you continue to describe the exhaust functions of a na motor you might also mention the intake tuning function of a na motor vice the turbo/supercharged motor.
bob

That might be helpful for carbureted old me since this is my first performance FI engine. My other mustang is a ~300RWHP carbureted 302...