I dont know why people are confused to me it just look the turbo is closer to the airbox and is more visible which is better way to show it off to ppl.

 

Where can I find this information regarding R&D and testing behind longer runners producing quicker spool time, and better boost recovery? Unless of course you did all the R&D yourself, then I am sure you can explain why.

Scorke

 

with the runners being longer and more towards the drivers side were you able to keep the a/c? i know i could jus roll the windows down but just wanted to know.

 

This build retained ac, ps, and oem radiator and fans. You might look towards burns stainless for some info on header design, i think Casey might have a little bit of inside info there.

 

What info are you looking for 99% of the info I have is proprietary and confidential, if i could release it I would. Yeah i know it sucks but thats the price we pay for working with the customers we do. The best reference I can give is look at Formula 1 turbo headers, they don't use more materials and a tuned runner length because it looks nice.

 

what else has to be done to the EVO? Lets get this bad boy on the dyno.

 

Nice...a true work of art!

 

I can understand going longer for top end flow, but I do not see where the low end spool is picked up that is lost with increasing the volume of the area that must be filled before it builds up pressure before the turbine. Is the amount of heat that is retained by using a far better metal that much of a gain to make up for that loss? If your using something like inconel then maybe I would believe it but I would love to see the work behind it. Your header design is open for us right in front of us. Anybody that wanted to could use your pictures and draw it up to scale on something like solidworks. The merge collector design seems to be similar to the ones on the websight provided by your fabricator Tony1, and the wastegate plumbing design is pretty out in the open, so why not share these "Secrets" with us.

Scorke

p.s.- My belief on header design, it is probably wrong but I will just let you know my stance, is that an optimal header design has equal length headers and a properly designed merge collector that allows for a smoothe transition into the turbo. Also the radius of the bends must be kept to a maxium, the smaller and shorter the runner the quicker the spool and increased low end the longer and bigger diameter runners the bigger the top end. Am I mad, or have I missed something completely. Most of what I am going by is what I learned from the guy that used to run a shop called ATS Performance, they did lots of GN turbo design stuff and he appeared to be quite knowledgeable about it.

Scorke

 

thats because it is from burns. I'll let Tony answer the rest of your questions because he is much more knowledgeable than me

 

Think about what you're saying for a minute. How long do you really think it takes to "fill" a header? If you realize how much air is being moved through an engine, then you'll likely realize not very long at all. I really can't get into the science behind header design, because i am not an expert on the subject. Burns Stainless however, is. I talk to them about my goals and combination and they tell me specs for a header. Maybe Casey can go into more detail as to why it all works. All i know is that it does, this isn't the first header like this in a turbocharged application. And realistically, if i had to loose 500rpms of spool for 30+hp once it was spooled, i'd do it in a heartbeat assuming my gear ratios were right to take advantage of it.

 

You are absolutely right. I guess to me 500 rpm over an already, what I feel to be a laggy turbo under stock displacement circumstances is too much to give up to be a fun car for me to drive, diffrnt strokes for diffrnt folks. I do agree if going for top end that would be definately worth it, there merge collector design does look quite nice, I was just imagining what it would be like to have a more conventional Full Race type header, with a vband flange on the end of one of those burns collectors. Imagine the ease of swapping out one turbo for the next, would be sweet for drag racers going through turbos or anybody beating the hell out of their cars.

Scorke

p.s. thank you for at least answering my questions, its nice when you get your ?'s answered promptly and upfront.

 

Very nice work Tony, i'm excited to see numbers.

 

I originally planned to put a v-band after the collector, but it just wouldn't fit. It would've taken a tighter radius 2.25" bend after the collector to make it happen and it wasn't available in 321 stainless, only 304. I didn't want to sacrifice the quality of the material for that. Either way, the turbo is actually pretty easy to get on and off as it is, wouldn't really be too much easier with a v-band. Trying to fit a header with a good collector and the proper length runners while keeping the oem rad. and fans is alot harder than i expected it to be!

 

looks mean! Nice job...

 

I'm sorry it seems I have offended you, my aplogies that wasn't my intent. To make it simple and straight to the point longer runners will create reduce spooltime, in the early stages of rpm on a turbo charged engine you are sitll dealing with an application that can benefit from scavenging during the overlap period. Typical rule of thumb is for lower rpm engines a longer header, so by using a longer header you can increase the scavengine in the lower rpm range and keep the header sitll short enough to produce good top end power. We always recommend using thw diest bend radii possiblle. Stainless steel retains roughly 240$ more heat then mild steel. The secret is that every header is different for every application, well with exception of stock evo to stock evo being the same get what i mean?

example 1

PRO RWD racecar inline 6 engine using a 6:1 design with short diameter runners that were not too small not too big. Was switched over to a 6:2:1 (2 3:1 collectors and one 2:1 as the final) with tuned length equal length runners, they realized a gain of 60 Peak HP and decreased spool time.


why are turbo headers short from the factory? Manufacturing conveinence. Why were they of a tuned length on a formula 1 car, well for the reason stated above.

I have a really good project i'm in the midst of putting togther where I will be able to provide the proof that you need.

Aplogies for the typos it's late


Thanks Casey