Tubular Exhaust Manifold Options for NC
#1
Tubular Exhaust Manifold Options for NC
Moderator Edit: This thread has been split from the other. Please keep separate topics separate if at all possible.
I have a 2013 PRHT myself and have been researching the FI route. I'm a turbo "*****'" myself from my good old SE-R days so I know what route I want to go. I won't make excuses, so to make a long story short I need to pay someone to fabricate a manifold for me. Can anyone here recommend a legit vendor where I can get something like this done? I'm not looking for a crazy equal length blah blah. I'd like to fit a T3/T4 type turbo with an external wastegate, right now the only pre-fab option I see is a log manifold which I'd like to avoid if possible. I live in North Central FL, so removing AC/PS is not an option.
Last edited by sixshooter; 10-18-2013 at 11:41 AM.
#3
It's mostly from personal experience. My previous car started with a log manifold, made good power for what it was, but it made more at the same boost when I went with a "tubular" manifold. I don't know a ton about the MZR motor, but if I'm starting off with 10.8:1 compression, I'd like to stack the deck in my favor backpressure and flow wise.
#5
Yes.. Tuning aside better manifold design equals more power at less boost pressure. High compression motor would probably prefer not to have as much hot air shoved down its throat longevity wise. Anyway your line of questioning has nothing to do with my ask. I'm all for bro science discussions, but I would really like to buy a manifold
#8
I appreciate your input and opinions. I used to have lots of time and zero money. I ended up cutting corners to save cash etc. And ended up changing bits out later after the fact, turbo manifold etc. Being "older" now I'd rather do what's right for me. I want to do it the best way the first time . It's not a 2000 dollar car with a "disposable" engine for me anymore.
#10
>2013: 10:1 high compression.
Right.
Spend money making it as complicated as possible and then try to impress people with your old guy antics.
Whatever man. The thing will be intercooled, the extra 1psi of boost required to have the log keep up with the tubular will come with worse spool, less reliability, and install and maintenance headaches. There is a time and place for tubular manifolds, and it isnt a car with **** all space to work with, heat affected components inches away in almost every direction and with a low power goal, in a street car that needs good response and a lot boost threshold.
Im currently building an equal length genuine twinscroll (fully split, twin external wastegate, no cheating) GTX3076r manifold for a Suzuki samurai that already has a supercharger, I know all about making **** too complicated. I pointed all of this out to that customer also, and he is doing it because he wanted to do it. Where as you are giving bro science answers with a condescending tone and answering with the same answers as everyone else who comes on and wants to run stuff that is more complicated than their goal requires.
Whatever.
Right.
Spend money making it as complicated as possible and then try to impress people with your old guy antics.
Whatever man. The thing will be intercooled, the extra 1psi of boost required to have the log keep up with the tubular will come with worse spool, less reliability, and install and maintenance headaches. There is a time and place for tubular manifolds, and it isnt a car with **** all space to work with, heat affected components inches away in almost every direction and with a low power goal, in a street car that needs good response and a lot boost threshold.
Im currently building an equal length genuine twinscroll (fully split, twin external wastegate, no cheating) GTX3076r manifold for a Suzuki samurai that already has a supercharger, I know all about making **** too complicated. I pointed all of this out to that customer also, and he is doing it because he wanted to do it. Where as you are giving bro science answers with a condescending tone and answering with the same answers as everyone else who comes on and wants to run stuff that is more complicated than their goal requires.
Whatever.
#14
Luis what is your time frame? Most of the fabricators here are (at least a month ago they were) really busy and backlogged with work.
I will be building a custom tubular mani to fit an EFR 6758 in the next few months hopefully. If you haven't looked into the EFR turbos you should check them out. The integrated recirc valve and internal wastegate design outperform any external option, and make packaging much simpler. Only problem is the EFR is a bit bigger in size than a gt turbo, but I'm pretty optimistic it will still fit. Hopefully once I get mine done the other tuners and fabricators in the NC game will realize the EFR is doable. Until I get mine going though, I'm all talk .
I will be building a custom tubular mani to fit an EFR 6758 in the next few months hopefully. If you haven't looked into the EFR turbos you should check them out. The integrated recirc valve and internal wastegate design outperform any external option, and make packaging much simpler. Only problem is the EFR is a bit bigger in size than a gt turbo, but I'm pretty optimistic it will still fit. Hopefully once I get mine done the other tuners and fabricators in the NC game will realize the EFR is doable. Until I get mine going though, I'm all talk .
#16
thenuge I've had a hard enough time trying to get my own setup going I don't predict I will have the time to build manifolds for any customers, but I will definitely make the final design available to those who deserve it! I'm hoping to mock up the final design in my cad program, using all the correct weld-el radiuses. That way it will be very easy to cut all of the angles first, and piece the runners together.
#17
Luis what is your time frame? Most of the fabricators here are (at least a month ago they were) really busy and backlogged with work.
I will be building a custom tubular mani to fit an EFR 6758 in the next few months hopefully. If you haven't looked into the EFR turbos you should check them out. The integrated recirc valve and internal wastegate design outperform any external option, and make packaging much simpler. Only problem is the EFR is a bit bigger in size than a gt turbo, but I'm pretty optimistic it will still fit. Hopefully once I get mine done the other tuners and fabricators in the NC game will realize the EFR is doable. Until I get mine going though, I'm all talk .
I will be building a custom tubular mani to fit an EFR 6758 in the next few months hopefully. If you haven't looked into the EFR turbos you should check them out. The integrated recirc valve and internal wastegate design outperform any external option, and make packaging much simpler. Only problem is the EFR is a bit bigger in size than a gt turbo, but I'm pretty optimistic it will still fit. Hopefully once I get mine done the other tuners and fabricators in the NC game will realize the EFR is doable. Until I get mine going though, I'm all talk .
#18
On a less aggressive note than before... And I apologise for my bluntness.
Just putting parts on because you are familiar with them is not the recipe for success, the devil is on the details and you ALWAYS want to put on the bare minimum parts to suit your goals otherwise its just a waste of money and adding failure points and complication.
An efr6258 on a log or shorty semi tubular is the way to go, there is just too much that is easily heat affected on a road going NC and no advantage at all whatsoever doing to a tubular on an NC that is keeping its stock internals. What the tubular will give you is a lower peak boost figure for the same HP(completely irrelevant to anything, there is no real world advantage in having this), it will be much more expensive and difficult to work on, more prone to cracking, radiate more heat off its much larger surface area onto your alternator and ABS and all of the lines in the area, and spool at a higher RPM in the vast majority of cases.
Just use conventional parts.
Dann
Just putting parts on because you are familiar with them is not the recipe for success, the devil is on the details and you ALWAYS want to put on the bare minimum parts to suit your goals otherwise its just a waste of money and adding failure points and complication.
An efr6258 on a log or shorty semi tubular is the way to go, there is just too much that is easily heat affected on a road going NC and no advantage at all whatsoever doing to a tubular on an NC that is keeping its stock internals. What the tubular will give you is a lower peak boost figure for the same HP(completely irrelevant to anything, there is no real world advantage in having this), it will be much more expensive and difficult to work on, more prone to cracking, radiate more heat off its much larger surface area onto your alternator and ABS and all of the lines in the area, and spool at a higher RPM in the vast majority of cases.
Just use conventional parts.
Dann