This is not even close to industry standard...let alone "the best." It's pretty clear that who ever is making these for ET is very new to making manifolds.

 

Just curious, what material would you use to make a header for stock turbo location and stock radiator? I tried to make a 321ss manifold fit, but the radius on the bends aren't tight enough. As far as industry standard, 99% of the manifolds I see for stock location and stock radiator use weld els.

 

Just spent about 3 hours reading every damn page. Simply unreal. Now I just want to be able to access what's available at Extreme Tuners. Website needs to be finished asap.

 

The quality of the manifold is what I'm referring to, not the Pipe used.

 

I went through your entire build, some of the best work I have seen and great attention to detail. I agree they don't look like they were made at ToxicFab

However, I don't see why there would be an issue with the stability of the welds and once its coated you can't tell anyway. It certainly looks better than mine, but it works

 

Looks like the welds are dual pass with an aesthetic cap pass. Weld quality looks to be poor for many reasons... I'd rather not educate them on how to build a manifold properly... or the several ways in which their process will cause failures. Let's just say they're visually and obviously very new to this game.

 

Yea, I'm no pro, but I'm seeing the same things you are.

 

Hi,

As u might know we built manifolds last 12 years for many race cars and race aplications. Any kind of material. Stainless steel 304,316L,321 and Inconel 625 and Titanium CP-2 also. If u look some pages back you will see some. The above manifolds are made from 316 or 321 and we wanted to keep the price as low we can. We don’t even use Mildsteel or 304 materials, the cheapest we use is the 316L. There are huge differences between materials. 304 stainless has tensile strength of 85k lb/in2 and 316 90K, inconel 625 that we use also 140K. Yield strength lb/in2 35k and inconel 77k, coefficient of thermal expansion 304 is 9.9 in/in and 316 is 9.6 and inconel is 5.5.

Some words about stainless steel 300series. Stainless steel is similar to mild and alloy steel. It is an alloy of iron that contains at least 12% chromium. This high chromium content retards corrosion giving the steel its “stainless” quality. There is many alloys of stainless steel, which are broken down into two basic categories:
1. Chromium-nickel grades, 2. Straight chromium grades.
The chromium-nickel grades are the more common stainless steels used in race car fabrication compared to the straight chromium types, due to the nickel content which provides excellent weldability and corrosion resistance. Also, this nickel improves some mechanical properties such as fatigue strength, toughness and ductility. People sometimes refer to stainless steels based on their chromium and nickel content: for instance, 18-8 stainless has 18% chromium and 8% nickel in it.

Now technically, “Stainless Steel” is strictly a trade name applied to what are known as corrosionresistant steels. It's a fabulous material that outperforms mild and alloy steel in so many different applications in racing that no other material can match it, and I think all racers should consider it as a vital element in their fabricating efforts. However, stainless steel have some unique properties that the fabricator needs to know about before launching into a project.
An interesting characteristic of many types of stainless steel is that they are non-magnetic, a quality that makes them very important in the aerospace industry. Compared to mild steel, stainless steel has superior high temperature characteristics. It is an excellent material for headers and exhaust systems, or any application where high heat is encountered. Ofcourse is worst than Inconel but better than mild steel.

A three-digit numerical classification system is used throughout the industry. The racer needs to be familiar with only one of these three-digit series within the system - the 300 series. They offer the fabricator a wide array of choices, from ornamental quality up through the highest-temperature and closest tolerance aircraft quality. So the 300 series of stainless steels, there are four types that are suitable, available and cost effective.These are 304, 316L, 321, and 347.

304 is the most inexpensive and available stainless in the 300 series. It is suitable for normally-aspirated header applications, and has been successfully used by many racing teams. It does not have the high temperature fatigue resistance that 316-321 does, but is considerably less costly and much more available.

316L is an extra low carbon (ELC) grade of stainless that has only .03% carbon, making less carbon available to precipitate with the chromium. It is used extensively in marine exhausts where salt water corrosion mixed with diesel exhaust particulates and electrolysis create such a hostile environment that even other grades of stainless have difficulty coping with it.

321 and 347 are known as stabilized grades of stainless and are alloyed with either titanium (321) or columbium (347), both of which have a much stronger affinity for carbon than does chromium at elevated temperatures. This eliminates carbide precipitation leaving the chromium where it belongs for corrosion protection...remember our discussion of intergranular corrosion? Both 321 and 347 are top choices for exhaust headers, especially turbocharger systems and rotary engines. Since 321 is much more available than 347, that leaves 321 as the first choice, with no sacrifice in needed qualities.




Spyros

 

Who ever welded that manifold does not have more than 12 hours of actual TIG welding experience.... let alone 12 years.

 

Its the same person.










Spyros

 

I call absolute bull****.

The first one was NOT welded by the same guy, unless he has a split personality... one where he's a good welder, and the other which he is not

The second one is a burns stainless collector. I've seen them and used them over and over...and I've actually met Jack Burns. Your fabricator did not make that. Double slip collector huh? I wasn't born yesterday.

Third manifold has polished runners... hard to judge weld quality when they're ground smooth and polished huh?

I'm astonished that you think you can come to this forum and try to pass off Burns Stainless' work as your own. You have successfully made it to a new low.

 

It’s all in house, we built from a colector to the flange, We have the facility and machinery to build anything.
As we speak now,we built a frond face T4 4g63













Spyros

 

those runners are huge

 

Like the rest of this thread - X2. 3 years of BS pictures half of which aren't even parts for evo engines and still no product, no website, no testing apart from supposed ET dyno charts which are already proven to be grossly overexagerated, monthly promises of results that never materialise and everytime a real engineer questions something they get shut down or called a hater. BOOOOOO. The mods should shut this thread down as its deceiving genuine people and wasting bandwidth.

 

Here we go again...





I guess that while "welding", there has to be lightning, smoke, etc somewhere arround the enviroment, otherwise he's not welding the "already welded" manifold, he's just caressing it.


Such as:



Or:



Or maybe:




Oh, and also inform the "welder" that while "welding", the gas botlle faucet has to be on. Otherwise, change the gas-air pressure indicators. They don't work!



Just a thought.






P.S.:
I wonder if McLaren knows anything about E.T....
Oh, silly me. They sure do.