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LARGE vs SMALL-TUBE HEADERS

THANX, <font color=navy>Reeve</font>! :thumbup:

C'ya - RAY
Placerville, California
(former)  '78 2.3T Courier w/blow-thru Autolite 2bbl carb ~ (current)  '87 2.3T Ranger w/PiMP’d EFI
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:offtopic:
Hey Reeve, Single WG with a split pipe, right?
Can you update on how that's working?
"Be who you are and say what you feel, because those who mind don't matter, and those who matter don't mind". Dr. Seuss
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This is a great topic, dont get me wrong but you are forgetting one major thing

most people never get their cars running to their full potential as they sit...lol.. "yup my car runs 13s with a GT35R because i dont have a tuned header"..gimmie a break lol

take that tenth of a second you are arguing about now and go work on your car instead and use the time for better use :cheers:

:tfrules: :popcorn:
Function before form. Going fast is looking good!
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To keep it on topic... Don't you loose energy every time to change the speed or density of a gas? Also and I may be wrong I'm no expert but if you have a high velocity pulse running into the turbine there will be a high pressure area right at the turbine. With lower velocity through the header that pressure would be more even all the way from the turbine to the exhaust valve.

Back off topic... Yes I have a single Tial 38mm gate with a divider running all the way to the waste gate valve between the two merging tubes. It's almost a seal when the gate is closed. Boost creep seems to be an issue but I don't know where the restriction is. My best bet is right at the merge at the waste gate flange. The tubes coming off the collector seem big enough and exit at a smooth angle. The pipe out of the gate is mandrel bent 1-3/8 and goes into the downpipe and a smooth angle. I plan to take the grinder to the choke point where the waste gate flange is and see if I can make it flow more. Other options are to go dual gates, one larger gate or go larger with the turbine housing 18.5cm2 or 21cm2 (I have both) My setup is far from wild. 54mm 12cm2 HX-35W, custom upper on a ported inline lower, home ported big valve head and an A-237. So it's not a massive flowing motor causing me to overrun the waste gate. It's making near 400 at the crank so it's either a really efficient header or I'm way worse than I thought at making a waste gate system. The springs I have in the Tial should give me about 25 psi but I have seen 30 in high gears in cooler air temps.
11.42@120 no wideband.
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Ran across an old interesting thread worth review.

TF Thread
9.25 @ 145 in 2002 ?.?? in 2015.
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Joe,

Sorry I didn't respond to your post asking if I was coming to St. Louis. I just got home from the U.S. Nationals in Indy. Ellis won the stock automatic combo with the T-bird and I won the O/SA class championship with the Mustang. Ellis will most likely be harvesting corn and won't be able to come to St. Louis. I would really like to come to St. Louis. My wife has had some medical issues and if she is doing OK, I will try to make it. Thanks for thinking of us, Joe.
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https://www.minutefob.ca/key-fob-copy-new-york

Nice job
Your first post basically gibberish and you include a phishing link
Geoff - 85 XR DD back in service - with a vengeance!
"Beyond the Palace, Hemi powered drones scream down the boulevard" - Bruce Springsteen
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this is still going on Smile 1.25 EL FTW!
Function before form. Going fast is looking good!
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.
Since the link in Jon Dell Blair's [1-1/4 header tubes, 9.25 ET = 3200lb SVO] 9-year-old post, above, no longer works......I'll share a thought that he sent me long ago via PM, (paraphrased): "The 1984 Kawasaki 750 turbo bike had small-tube headers and the 750 N/A version had large-tube headers.......end of discussion!"  <shrug>
Placerville, California
(former)  '78 2.3T Courier w/blow-thru Autolite 2bbl carb ~ (current)  '87 2.3T Ranger w/PiMP’d EFI
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