Stainless Header

[gitchesum]

First dyno test revealed no HP gain, or loss.





Since we're only a couple of months into testing, we still have quite a bit of work ahead of us. EGT reductions so far are promising, but more tests have to be done to confirm things.



So far, they have held up structurally, they've even got a couple dozen runs down the 1/4 mile.

 

[Mcarcerano]

Or maybe from heat dissipation of the individual runners. Question is. . will the heat loss affect turbo performance in a bad way?

The good news is that stainless holds heat in better then iron. the heat loss is more likely do to an increase in flow.

 

[Mcarcerano]

Stainless steel typically has a rather low carbon content, in the range of . 08% to . 15%, and sometimes as low as . 03%. The carbon is needed for hardness, but it also can cause the stainless to become susceptible to corrosion at high temperatures. What happens is this: when chromium-nickel steel is heated to a temperature range of 800° to 1590°F, the carbon in the steel combines with chromium to form chromium carbides. This transformation is called carbide precipitation and reduces the corrosion resistance of the steel. The chromium is reduced in this heat-affected area and makes the steel subject to what is known as intergranular corrosion. Some stainless steels are known as low carbon grades to minimize this carbide precipitation; others, such as 321, are special alloys that reduce carbide precipitation by combining and stabilizing the chromium at elevated temperatures



there are companies that coat headers with a thermal barrier, typically some type of ceramic formula, in order to keep the heat inside the exhaust system. Stainless steel performs this function without the need for add-ons because it has a much lower coefficient of thermal conductivity, thereby keeping more heat inside and transmitting it to the header outlet. Radiated heat is perhaps the most important reason to wrap or ceramic coat the headers to protect the car and the driver from excessive, fatiguing high temperatures.



you could still coat the inside of the header and further improve this.

 

[Matt400]

The good news is that stainless holds heat in better then iron. the heat loss is more likely do to an increase in flow.

Thats good and thanks for the class also!



Now with increased or should I say. . less restricted flow you would see also lower boost numbers... hrmm where is that thread, leme look.



Ahh yes. . it was Ryans post #81 where I left off here:

https://www.turbodieselregister.com/forums/showthread.php?t=141254&page=6&pp=15

 

[Mcarcerano]

I think the thing to be concerned about is air speed. the faster the air speed the quicker the turbo comes up on boost. flow alone will not do this. so tube size is the important thing and the Collector is very important. you can do some pretty cool stuff with headers in the form of tuning. I think you guys are on the rite track.



If you need any help let me know I will help with this in any way I can.

 

[Matt400]

Sounds like smaller runners are going to spool better and overall work better for low rpm use than large ones.

 

[Mcarcerano]

mostly that is true but at some point you will end up having a restriction its a fine line between air speed and restriction. and you may have a problem going smaller do to the port size.

 

[seriousdiesel]

I made on out of mild steel header tubing from summit. Worked great in high RPMS, lowered egts, added A little bit of lag, but not much, this was with 40 3b twins, pretty mildly fueled. I consideed it tolerable, heck i even towed with it. Only problem... ... ... even with some bracing... ... . it got hot and bent up. Will stainless get hot and bend, I dont know. will It get hot and crack, I dont know that either but i woud gues at some point it would. For street use would I do it agian... ... ... No because I dont think the gain on the is worth the money and I dont think that the longevity is there. Would I use it for high rpm sled pulling, and racing, you bet your arse I would with some more bracing and maybe some material other than mild steel. And the sound ... ... ... ..... BIG V8 cat diesel... ... ... that cackle... ... thats the sound it makes sounds AWESOME. I am very curious how the stainless turns out, if it would hold up it would surely a worthwhile mod for for some people.

 

[Mcarcerano]

First dyno test revealed no HP gain, or loss

I was going to ask this but forgot. on the dyno run with the header you said no loss or gain. did it show the power coming on in a different spot (up hi or down lower in the rpm)

 

[gitchesum]

It does come on a little later than the stock manifold. But, as mentioned above, it rocks on the top end. MUCH better than the stock manifold.



I was only running the TST box, no timing. I've recently added 275's and a 4" stainless system, and I picked up a little more on the bottom. I might add a EZ or VA to see if the timing changes would reduce what lag I do have.

 

[DMcPherson]

wow I have been debating building something similar for a while. I use similar manifolds on my race car. as far as cracking goes, you need to have a good flex point close to the turbo in the exhaust to take pressure off of the manifold its self. spool time is great and usually much smoother because of the pulse being equaled being an equal length.

because when firing each cylinder through a manifold with different runners you have an overlalap of pressure through the manifold slowing the rpm of the turbine wheel. when the flow is able to be directed in a "timed" manner it greatly affects spool speed, egt's and usually power. looks very good! hope to see them for sale soon

 

[justinp20012500]

Forgot about the pics.



Here's a link for ya.



http://www.hotroddiesels.info/images/Headers/



We're working on a clearance issue right now. As soon as they are perfect, they'll go into production. No timeframe just yet.

Is the site down? Can't bring it up...

 

[Bob Wagner]

justin, its working. I had the same issue yesterday. keep clicking

 

[gitchesum]

It's working for me. May have had a server hiccup.

 

[SHobbs]

Ok I have to ask. Why is there so many twists in this thing? Does not look like a traditional manifold. What is the reason for such a crazy looking design? Just curious, looks like pretty solid part.

 

[nickleinonen]

sure looks pretty...

looks awsome but dosent look like there building one for 3rd gen yet

my first thought too, but how hard would it be to repipe the downpipe, charge air pipe and intake piping to make a charger like a b1 fit with that headder [or other 2nd gen manifolds] on a 3rd gen engine/truck... ? down pipe would need to be lenghtened in 2 spots i think, a new turbo to CAC pipe, and new intake ducting which probably wouldn't be too hard to do with some rubber elbows and steel/aluminum tubing... ???

 

[RustyJC]

Ok I have to ask. Why is there so many twists in this thing? Does not look like a traditional manifold. What is the reason for such a crazy looking design? Just curious, looks like pretty solid part.

It looks like the individual tubes are pretty much equal length - I suspect that was the objective. Curtis or Mike, correct me if that's not what you're shooting for.



Rusty

 

[gitchesum]

Yes Sir, we're going for as close to equal length as possible.



This is just my thoughts on the matter, but I think this is where most of the EGT reduction is coming from. Instead of each cylinder fighting the others for flow into the manifold, they all have a straight shot right into the turbo.

 

[SConklin]

So how long until production?

 

[PToombs]

Yeah! And how much? (ballpark?)