Inlet and exhaust upgrades???
- Thread starter 333pg333
- Start date
Patrick,
I think my mount is about all I can offer. SFR offers an exhaust thats pretty straight foward. I can do the same ( price +-) It always get back to demand. If we were talking about a car still produced today, I'd make 1000 of them but the people doing GT swaps is low. I hope it picks up after Travis starts posting. Then I can see making more than 1 or 2.
I do a lot of one off things but its usually for myself. Lots of people can't justify the $$ for all the R&D time it takes me to go from concept, drawing, comos testing and redrawing, to machining to testing, to final product.
Its a labor of love for me.
I think my mount is about all I can offer. SFR offers an exhaust thats pretty straight foward. I can do the same ( price +-) It always get back to demand. If we were talking about a car still produced today, I'd make 1000 of them but the people doing GT swaps is low. I hope it picks up after Travis starts posting. Then I can see making more than 1 or 2.
I do a lot of one off things but its usually for myself. Lots of people can't justify the $$ for all the R&D time it takes me to go from concept, drawing, comos testing and redrawing, to machining to testing, to final product.
Its a labor of love for me.
Indi9xx
New member
"NZ951/Machtig Turbo on Rennlist did some testing before he was banned for good and he showed an improvement (6bhp rings a bell) with a vent to atmosphere wastegate on his car."
Wastegate exit is something that is often overlooked.
People look at me as if I am mad with the amount of time we spent developing our ones. I cant take all the credit though, as with most things, we had help from some big players in top level motorsport.
The interesting thing is that most people missunderstand exhuasts, especially on turbocharged cars. The wastegate is often overlooked.
Wastegate exit is something that is often overlooked.
People look at me as if I am mad with the amount of time we spent developing our ones. I cant take all the credit though, as with most things, we had help from some big players in top level motorsport.
The interesting thing is that most people missunderstand exhuasts, especially on turbocharged cars. The wastegate is often overlooked.
Indi9xx
New member
Get one made in Australia.. Shipping costs of an exhaust to Australia would kill.. I also know of some really good exhaust shops in Australia. What part are you in again?
I think I can remember one is Melbourne, but I will have to dig out the details from the file, they did some interesting work on a 996 turbo for a customer of mine in 2003 as well as I seem to remember a 928 pre 2001... But they understand their stuff.
Some rules of thumb I stick to... Aim for a pressure ratio of pre and post turbo as close as possible to the turbo designer specified when you spec'ed your turbo... Unfortunately, this could involve some trial and error... But I am happy to swim against common opinion with tuners and say that in some cases (depending on the application of the car) a little back pressure post turbo can be beneficial... Not beneficial for drag runs on a dyno in 3rd gear, but in real world applications, such as a track car.
The next rule of thumb is turbo exit... Your turbo will already have an exit bore size.. I would recommend that once you have settled on an exhaust bore size, that you then make the transition from turbo exit bore to exhaust bore size as close to the turbo as you can and in a maximum/ideal cone shape of 11 to 12 degrees for the transition.
In the new year I am thinking of buying a SFR system to evaluate on a DD dyno and decide if its worth recommending and seeing if we can beat it.. if we can, then we may end up making our own exhausts... if not, we will recommend the SFR systems. In any case, we will be sticking with our wastegate dump pipes for the Tial's, as some serious investment in time has gone into them with the assistance of some serious people in Motorsport and not wanting to sound big headed, I dont think it can be beaten. [
]
We have recently been evaluating a H&S system but findings will not be conclusive until we have done some back to back testing on the dyno... But I suspect it has been designed with more audio quality in mind rather than power.
I think I can remember one is Melbourne, but I will have to dig out the details from the file, they did some interesting work on a 996 turbo for a customer of mine in 2003 as well as I seem to remember a 928 pre 2001... But they understand their stuff.
Some rules of thumb I stick to... Aim for a pressure ratio of pre and post turbo as close as possible to the turbo designer specified when you spec'ed your turbo... Unfortunately, this could involve some trial and error... But I am happy to swim against common opinion with tuners and say that in some cases (depending on the application of the car) a little back pressure post turbo can be beneficial... Not beneficial for drag runs on a dyno in 3rd gear, but in real world applications, such as a track car.
The next rule of thumb is turbo exit... Your turbo will already have an exit bore size.. I would recommend that once you have settled on an exhaust bore size, that you then make the transition from turbo exit bore to exhaust bore size as close to the turbo as you can and in a maximum/ideal cone shape of 11 to 12 degrees for the transition.
In the new year I am thinking of buying a SFR system to evaluate on a DD dyno and decide if its worth recommending and seeing if we can beat it.. if we can, then we may end up making our own exhausts... if not, we will recommend the SFR systems. In any case, we will be sticking with our wastegate dump pipes for the Tial's, as some serious investment in time has gone into them with the assistance of some serious people in Motorsport and not wanting to sound big headed, I dont think it can be beaten. [
] We have recently been evaluating a H&S system but findings will not be conclusive until we have done some back to back testing on the dyno... But I suspect it has been designed with more audio quality in mind rather than power.
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