I feel better now. I thought I was the only one who rubbed one out to car parts.

 

The port matching looks nice but doesn't mean it will recover lost horsepower.

The stock ports are plenty big for the airlfow of the stock turbo. I am waiting to see the dyno. I hope it helps but dont have high hopes.

 

You can clearly see the added flow it will pick up. Plus I always notice that some of the stock ports are not aligned with the ports on the head. You can tell by my marks. As stated before if all goes well tomorrow I should have a before and after on a dyno.

 

Rev, that is some awesome work you did on that manifold.


I also looking forward to the before and after dyno information. I still haven't decided what to do with the manifold I bought, I guess the information might help me make a decision.

 

Dyno?

 

Here are some of my pics:

Looks at that gross carbon lipstick


Close up:


Better pics to see how much is taken off




Cleaned up the hotside (smooth as glass)


Sandblasted and tapped for EGT (tapped underneath for teh stealth ):



Coated:


Final products:

 

Nice work

 

Thanks Rev. My roommate did all the porting since he has way more experience, i just fed him beers and did the sandblasting.

 

What coating did you use on that buddy? Looks awesome!!

 

Techline Coatings Black satin: http://www.techlinecoatings.com/Exhaust.htm

 

Thanks!!

 

About to get my stock one ported, is the coating worth it?

 

This thread has gone nowhere.

 

True,

I'd like to point out that just because you make the internal area of a part better and that theoretically it should flow better does not mean that it will make more power. Many people read that backpressure is the enemy in turbo cars and that the most free flowing exhaust will gain the most power, period. While this is true, this is concerning post turbine exhaust pieces. You want a lot of pressure and not necessarily the largest area possible pre turbine. From what I have read (although I haven't seen this myself) the ports on the stock manifold are just as big as the ports coming out of the head which would make porting the stock manifold at the head not only pointless, but also could possible cause turbulence from not being equally sized. My point of posting here is to say that when dealing with turbo manifolds, you don't want to biggest runners possible. You want a smooth flow from the head into the runners but you do not want extremely large runners. The smaller runner will keep keep the energy (heat and pressure) up so that you can have the maximum amount of energy spinning the turbine. Im not here to start crap, I just like people to get a chance to learn and like to do so myself.

 

The ports on the manifold are smaller than the ports on the head. I have done logs with a manifold ported to match the head and one that match's the gasket and they showed basically the same outcome. Also after porting countless manifolds I have seen many variations on where the ports are located. Not every manifold is the same. I want to get a car on the dyno to prove that but that has become a challenge since the car I was using is now wrecked. For the DIY type it is more cost efficient to match it to the gasket. For a company it is less time porting it to match the head which is also the best way to do it. That requires you to have your own flange to port off of and too expensive for somebody who is only doing it once.