It looks like the mental addiction header there. If it is Beau he makes some really nice stuff. But I think if he is planing on doing a manifold for the stock turbo the price will have to be lower. You can already get the dnp, borla, and dc sports headers and they are all under 700 the dc sports one is actually under 500.

 

I agree with you guys 100%. We will likely move forward with this project. The fabricator is confidant enough that he can make some VERY positive gains from this piece and that it will end up selling itself.

I will keep this thread updated with progress, and of course dyno numbers.

 

Is this mani for the stock turbo? If so i would be intrested if the price was a tad bit lower.

 

hard when they didn't invent it.

 

Yes-t his mani is for the stock turbo. Expect a lot of updates during the next week.

 

I just measured my JIC manifold, turns out although its not a Ramshorn design, its very close to having equal length runners..

Can't wait to see what you guys come up with..

 

Typically, equal length tuning is achieved with differences in runner length <1/4" and where applicable, equal radius bends as well.

In any case, a reasonably priced, equal length manifold with efficient collector, all in 321 stainless, will be difficult to beat in performance, longevity, and thus value.

 

That's exactly what we're shooting for. We're very excited to see how this turns out!

 

well let me know when and where i need to send my money.

 

Absolutely!

 

How much hp gain?

 

Just because RnR has this style header, by no means can they lay claim to it as theirs. They sell a kit that they buy themselves. Good luck to you with your project.

 

Are any of these "header" style manifolds really worth it? What is the horsepower increase for the money?
I ported my stock manifold, and it spooled up a bit sooner, but nothing really noticable.
I haven't seen any dyno sheets on these manifolds on a stock turbo compared to stock manifold.
I think you could spend $900 elsewhere for much more bang for buck.

 

I agree

 

A turbo uses the energy present in the exhaust pulse to produce boost, so the faster and more efficiently the manifold can deliver exhaust pulses from each cylinder to the turbo, the quicker the turbo will spool up and produce boost.
The idea behind keeping each exhaust pulse separate to the collector is to control and minimize the turbulence created when the exhaust pulses merge. Uncontrolled turbulence equals lost energy, as the exhaust gas pulses lose their direction and cannot deliver their full punch to the turbine. With a design that creates turbulence inside the manifold, energy is wasted, creating heat instead of spinning the turbine (The added heat will burn exhaust valves)
A collector manifold style is superior to a log manifold style, non-collector style, or cast manifolds for the simple fact that turbulence is limited to one point instead of two, maximizing the energy potential.This results in faster turbo spool up, and potentially more energy to create boost.
Besides the minimizing lost energy, reducing turbulence also has another desirable effect: the creation of a freer flowing exhaust path for the engine. We all know the freer the flow the more HP you will make.
A properly designed collector style manifold will help an engine in its job of evacuating exhaust gasses from the combustion chamber and minimizing energy loss that is normally lost in this process. This also means more of the exhaust gas is expelled on each exhaust stroke of the crankshaft, which is known as cylinder scavenging.
You must maintain exhaust pulse velocity from the cylinder head to the collector in a manifold.This is done by designing a properly sized collector in relation to the primary runner diameter.
The design of the collector itself can play a large role in what happens to the exhaust pulses after they reach the collector. The shape and length of a collector, in relation to the secondary runner, can promote a venturi effect, which positively affects the velocity of the exhaust pulses heading towards it in the primary runners.
Individual exhaust pulses reach the collector at different times due to the way that a four-stroke engine works. For one rotation of the crankshaft, while one pulse is entering the collector, other ones are at different points along the primary runner lengths of a manifold. When a pulse enters the collector, it expands due to the greater volume found there (collector).
The localized expansion of this exhaust pulse creates a suction effect on the other primary runners that converge at the collector, thus further helping the exhaust pulses in those runners to maintain as much velocity as possible.
However, just like how the exhaust pulses under pressure in the primaries seek out the relatively low-pressure collector, the pulse that is expanding in the collector will try to enter the other primary runners at the collector. As the expanding gas from the collector entering the other primary exits would then present a restriction to the pulses moving down the primaries, instead of helping them.
Thus, a necessary component in the collector is an anti reversion wall (4-1 Pyramid).This is the wall (the pryamid) present in the collector design that presents a barrier to the expanding gas in the collector, discouraging it from entering the other primaries. Keeping the expansion in the collector and not in the other primaries that are trying to deliver their exhaust pulses helps low backpressure and restrictions.
Thus, a collector must be much more than just a meeting place of the individual exhaust pulses. Without a 4-1-pyramid collector or equal to, the collector can actually slow down the exhaust pulses in the primaries. Slow it down and you make it hard for the engine to breath freely.
If we keep it basic and look at just restriction ideas you will see why a tubular manifold with a 4-1 pyramid collector will create less resistance and make more power day in and day out (if designed right). Less restriction means more power.

When all this is brought together you get something like this.Click on the dyno video:
http://mentaladdictionmotorsports.co...roducts_id=203

It's a large video so give it a few minutes.