Headers! True tubular coming from MBRP Exhaust?

[HoleshotHolset]

"Diesel Performance Unlimited"?

Isn't that the former "Dr. Performance" shop?



Matt

 

[Forrest Nearing]

I believe the cummins racing header is home built

 

[Muleskinner]

After 30 plus years in the automotive repair field, including building numerous high performance vehicles, I would be interested to know what kind of metal they are using and what the tubing wall thickness is.



Headers work great for higher RPM use in gasoline engine applications, but our trucks run at low RPM's. The resulting gains are most likely not worth the money you will pay for them. Not to say they won't flow a bit better than the stock manifold. I'm taking about HP gain VS cost.



I also have a concern about the turbo unit being too heavy for the header to last the life of the vehicle. If you do some research, you will find most turbocharged vehicles use a cast iron exhaust manifold. A racing application on gas engines will use a custom fabricated tubular header, but this type of vehicle is not designed to be a daily driver. Strength is the issue.

 

[Forrest Nearing]

if you use schedule 40 weld el's, they'll hold up to a pretty fair amount of weight.



I prefer mild steel if you're going to be hanging a bunch of weight off of it... it doesn't expand/contract as much as stainless and it's not as brittle... stainless looks sweet, but mild steel can be ceramic coated and will look very nice for a long time.



Forrest

 

[SConklin]

Would a PDR Twin kit still fit with headers? 2nd Gen 24v?



Skyler

 

[1dslram]

If it is a replacement for the stock manifold you should still be able to turn it upside down and bolt PDR twins to it. Just my guess.

Bruce

 

[Vaughn MacKenzie]

Originally posted by HoleshotHolset

Isn't that the former "Dr. Performance" shop?



Matt

Yes, however 2-3 years ago they broke ties with Dr. P and are a independent shop now.



As far as the strength of the header I don't know the answer to that; I do know they sell them with B1s mounted to them.



Vaughn

 

[CumminFast]

I vote for someone to be a guinea pig

 

[sbentz]

Be Careful....

Yes, the diesel dragster header is one I built myself, and it was (note the word was) equal length and JetHot coated inside and out.



It actually lost heat energy more than the ATS manifold and adapter I am running now. The header was a good engineering exercise, I spend 30 hours building and $400 in parts and coating.



On the dyno, it overheated during a wastegate tuning session, and hit 1900 or so. No longer in good shape.



I really suggest a cast manifold for any serious power, and if you really want a header, go stainless, or inconel. Equal length? No real gain seen. I am building more headers for the dragster for a VG twin setup up, VG on the HP and VG on the LP, and another with a stupid big LP and VG HP... .



We will be testing it all after the truck drags... July 25.

 

[sbentz]

One more thing...

I should add, we did run it for 2 years on the track with no issues. Only the dyno killed it. It would take 2400 F for 8 seconds, OK... .

 

[nickleinonen]

Originally posted by CumminFast

I vote for someone to be a guinea pig

if mbrp would ship me one for a good price, i'd install it heck, if they would sell me one for a good price, i would drive up to huntsville and pick it up in person [just a few hours north of me]



i think it looks way cooler than the ats manifold, but if it isn't better than the ats, is it worth it? [maybe if it was coated and wrapped a few times to keep the heat in]

 

[HoleshotHolset]

I'd slap one on my '98 if they need a test pilot...



I'm looking forward to seeing the results of your VG testing - after the initial headaches of getting them all setup right... I'm sure you'll love 'em.



Matt

 

[sbentz]

vg results

We learned a bunch on Clint's 03, at Muncie. I now have a VG40 in addition to a couple VG55's. Dragster is next to test.



The 55's are too big by thmselves, unless you do a little "custom" work to them.



More later as we test.

 

[HoleshotHolset]

I saw the VG on Clint's truck at TiM '04... what size was that beast?



The VG mechanism looked like it was actuated by air pressure... what are you using to provide this pressure and regulate it to control drive pressure/boost?



Have you or Clint tried to reverse the VG mechanism while running/decelerating to see if it will give you an 'exhaust brake' effect?



I'm totally psyched about VGT's/VNT's... Oo.



Matt

 

[CRoth - BD-Power]

It will give you an exhaust brake condition by closing the vane, its done on the motorhome ISBe already.



If I remember correctly ATS did not have a computer controller for the VGT, just a couple of limit screws and one pressure setting. Its pretty easy to make the controller, then you just need a common voltage to pressure converter.



Heck Banks did it, how hard could it be?

 

[sbentz]

simple test

We just were trying it out to see the difference from Denver to real air.



Yes, it was a simple limited stroke and air control. Amazing how well it worked, for being way too big. .



It was a 55. The 40 looks much better, but will need to keep an eye on shaft speeds...

 

[HoleshotHolset]

Come on Christian - give Banks some credit...



I have heard that reversing the blades would give an exhaust brake effect on vehicles already in production... sounds like it works pretty sweet.



I don't want to run an HKS VPC (Vein Pressure Controller)... they're way too expensive... but work really slick.



How does the VG-55 compare to a normal 55 in terms of reliability (shaft size, oiling, etc. )? Do these things have ball-bearing CHRA's?



I'd LOVE to test a VGT/VNT for someone - *hint, hint*!!



Matt