turbo progress
Sep 16, 2005 | 05:47 PM
#21
I am no frabricator...don't even play one on TV...but I thought that all the primaries in the header had to be the same exact length....for obvious reasons of equalizing the gases and sound waves. I mean, otherwise everybody would just short cut the rear primaries instead of making them look like snakes on acid.
Work looks freaking fantastic....buuuutttt....
"When designing the tube pack routing, consideration should be made for equal length primary pipes (± 1/4" is good). This is much harder than it seems at first blush and when equal length is achieved, it is the mark of an accomplished header fabricator."
http://www.burnsstainless.com/TechAr...struction.html
Work looks freaking fantastic....buuuutttt....
"When designing the tube pack routing, consideration should be made for equal length primary pipes (± 1/4" is good). This is much harder than it seems at first blush and when equal length is achieved, it is the mark of an accomplished header fabricator."
http://www.burnsstainless.com/TechAr...struction.html
Sep 16, 2005 | 07:14 PM
#22
Originally Posted by TIRBRNR
It's the 53 trim compressor which is the 74mm inducer. The turbine side is the T-4 .128 A/R housing. On Garrett's website I only see two options for the 42; a 56trim w/ a 70mm inducer/94mm exducer and a 53 trim with what I have already stated. I don't see 76mm inducer 42. Is that new?
Heres a pic of the hoss
Kyle
Sep 16, 2005 | 10:36 PM
#23
Teching In
Joined: Sep 2005
Posts: 27
Likes: 0
From: B'ham
Originally Posted by dewmanshu
I am no frabricator...don't even play one on TV...but I thought that all the primaries in the header had to be the same exact length....for obvious reasons of equalizing the gases and sound waves. I mean, otherwise everybody would just short cut the rear primaries instead of making them look like snakes on acid.
Work looks freaking fantastic....buuuutttt....
"When designing the tube pack routing, consideration should be made for equal length primary pipes (± 1/4" is good). This is much harder than it seems at first blush and when equal length is achieved, it is the mark of an accomplished header fabricator."
http://www.burnsstainless.com/TechAr...struction.html
Work looks freaking fantastic....buuuutttt....
"When designing the tube pack routing, consideration should be made for equal length primary pipes (± 1/4" is good). This is much harder than it seems at first blush and when equal length is achieved, it is the mark of an accomplished header fabricator."
http://www.burnsstainless.com/TechAr...struction.html
First off, thank all of you for the compliments on the work on Curtis's truck. I'm very happy with it. I'll post more pictures soon.
If you look at most headers manufactured in the OEM/Aftermarket realm you will see that it is WAY more common to have unequal length header than not. Most of the time this is due to cost and space limitations holding precedent over maximum power potential, but even with these limiting factors most vehicles seem to get along just fine. That is not too say that equal length doesn't have its merits, but it seems to be more important with N/A applications than with turbo applications because of the pulses acting on each other ,in the collector, to induce scaveging. This intern aids in a N/A motors ability to breath. By stuffing air down the engine's throat with the aid of a turbo charger and the fact that it hard to "scavenge" anything out of the engine when there is a cork in the exhaust system, i.e. the turbo, the merits of equal length are reduced. Space limitations on this particular truck and my own beliefs (above) are why I built the headers the way I did. I'm sure Curtis will have more than enough power to scare the crap out of himself with this system.
One last thing. See if you can wrap your head around this one. Almost always a tubular manifold is better than a "log" style manifold, whether forced induction or N/A. Parrish has a "log" style manifold on his current set up I believe. It doesn't seem to be holding him back at all.
Last edited by Walker Morgan; Sep 17, 2005 at 04:44 PM.
Sep 16, 2005 | 11:06 PM
#24
Teching In
Joined: Sep 2005
Posts: 27
Likes: 0
From: B'ham
Sep 16, 2005 | 11:25 PM
#25
Originally Posted by Walker Morgan
Sep 17, 2005 | 09:47 PM
#28
Originally Posted by Walker Morgan
One last thing. See if you can wrap your head around this one. Almost always a tubular manifold is better than a "log" style manifold, whether forced induction or N/A. Parrish has a "log" style manifold on his current set up I believe. It doesn't seem to be holding him back at all.
You really don't think you can post pics of this and not expect to produce them.
Sep 17, 2005 | 09:48 PM
#29
Originally Posted by Walker Morgan
Apparently your not a speller either
First off, thank all of you for the compliments on the work on Curtis's truck. I'm very happy with it. I'll post more pictures soon.
If you look at most headers manufactured in the OEM/Aftermarket realm you will see that it is WAY more common to have unequal length header than not. Most of the time this is due to cost and space limitations holding precedent over maximum power potential, but even with these limiting factors most vehicles seem to get along just fine. That is not too say that equal length doesn't have its merits, but it seems to be more important with N/A applications than with turbo applications because of the pulses acting on each other ,in the collector, to induce scaveging. This intern aids in a N/A motors ability to breath. By stuffing air down the engine's throat with the aid of a turbo charger and the fact that it hard to "scavenge" anything out of the engine when there is a cork in the exhaust system, i.e. the turbo, the merits of equal length are reduced. Space limitations on this particular truck and my own beliefs (above) are why I built the headers the way I did. I'm sure Curtis will have more than enough power to scare the crap out of himself with this system.
One last thing. See if you can wrap your head around this one. Almost always a tubular manifold is better than a "log" style manifold, whether forced induction or N/A. Parrish has a "log" style manifold on his current set up I believe. It doesn't seem to be holding him back at all.
First off, thank all of you for the compliments on the work on Curtis's truck. I'm very happy with it. I'll post more pictures soon.
If you look at most headers manufactured in the OEM/Aftermarket realm you will see that it is WAY more common to have unequal length header than not. Most of the time this is due to cost and space limitations holding precedent over maximum power potential, but even with these limiting factors most vehicles seem to get along just fine. That is not too say that equal length doesn't have its merits, but it seems to be more important with N/A applications than with turbo applications because of the pulses acting on each other ,in the collector, to induce scaveging. This intern aids in a N/A motors ability to breath. By stuffing air down the engine's throat with the aid of a turbo charger and the fact that it hard to "scavenge" anything out of the engine when there is a cork in the exhaust system, i.e. the turbo, the merits of equal length are reduced. Space limitations on this particular truck and my own beliefs (above) are why I built the headers the way I did. I'm sure Curtis will have more than enough power to scare the crap out of himself with this system.
One last thing. See if you can wrap your head around this one. Almost always a tubular manifold is better than a "log" style manifold, whether forced induction or N/A. Parrish has a "log" style manifold on his current set up I believe. It doesn't seem to be holding him back at all.
I was just asking...it's very obvious by the pics, you know what you're doing. My bad for not noticing you were a spelling teacher as well.!
Again...nice freaking work man. I'll try harder on checking my post for errors next time.
