Underneath car pic needed?

[333pg333]

I am having an exhaust system made up in the US now, but I just need to check if anyone might have a picture specifically of the crossover going up to the turbo from under the car. The RHD and LHD exhaust systems are the same funnily enough so that they suffer the kink where our steering shaft goes and we suffer a 90 degree bend in the c/over where their steering shaft goes (albeit rounded) and this could be a smoother curve if there is nothing else in the way. I don't have access to the workshop at the moment so I need this pic asap if anyone has it. See the pic which you can just make out the LHD steering shaft on a US car. If that wasn't there it could be made more of a sweeping curve if you see what I mean.
Thanks for any help.

 

[333pg333]

Here's a teaser pic of the larger exhaust manifolds.

 

[pauly]

Looks very impressive, I'm not up to date on exhaust technology but years ago the theory was that unequal length headers gave a broader power spread, and larger bore primary pipes tended to lose bottom end torque ?, maybe less so on a turbo engine though.

 

[homesea]

I had mine all apart not long ago, as I put a new wastegate on. I am 100% that nothing is there. Only engine mount, oil feed to the turboand the dip stick.

The manifold looks lovely, if its not to rude what would you pay for a one off like that?

 

[333pg333]

Thanks for the reply Pauly.
Those primaries are surprisingly almost the same length. I think the object was not to restrict the flow in the bends just to keep them exactly the same. These are 1/4" larger than stock in dia. The 4-1 merge is also superior to our 4-2-1 setup. The merge is slipjointed and each one can be replaced or repaired at a later date. The crossover pipe will also be larger but we're just trying to figure out the curve in the bend hence this post. It is being built as we speak.
This is going onto a 3L motor so any loss of torque will be more than made up for.

 

[333pg333]

ORIGINAL: homesea

I had mine all apart not long ago, as I put a new wastegate on. I am 100% that nothing is there. Only engine mount, oil feed to the turboand the dip stick.

The manifold looks lovely, if its not to rude what would you pay for a one off like that?

Tom, not rude at all. I'd ask the same thing. At this stage I don't know. It is very much a one off. The closest thing to it is from Speed Force Racing in the US and I think their Stage II headers are in the $2500 range. The ones on my car will be a bit different and would cost more. There is a LOT of time involved working with thick high quality S/Steel.

As far as the space is concerned, I think you're correct but we have to allow for a larger downpipe too so it's a bit touch and go.

Thanks for the input.

 

[Diver944]

Hi Patrick. I can't find any pics in my files that shows everything you need at the right angle, but here is one from the side of my original 2.5 engine.

I like the look of the turbocharger intake, it seems to have the same extra 3 intake ports around the side of the blades like mine. Is it a 4 inch intake? They had all sorts of problems getting mine to fit around the alternator, or are you planning to use one of these new tiny Nissan alternators that bolt straight on, produce less heat and give loads of clearance?

 

[pauly]

ORIGINAL: 333pg333

Thanks for the reply Pauly.
Those primaries are surprisingly almost the same length. I think the object was not to restrict the flow in the bends just to keep them exactly the same. These are 1/4" larger than stock in dia. The 4-1 merge is also superior to our 4-2-1 setup. The merge is slipjointed and each one can be replaced or repaired at a later date. The crossover pipe will also be larger but we're just trying to figure out the curve in the bend hence this post. It is being built as we speak.
This is going onto a 3L motor so any loss of torque will be more than made up for.

Hi Patrick,
Yes I thought they looked equal hence my opinion about header length, exhausts are a bit of a black art what with scavenging and anti reversion technology and also water formed expanding header diameters, nothing that can't be matched with extra capacity and boost pressure though [].

 

[333pg333]

ORIGINAL: Diver944

Hi Patrick. I can't find any pics in my files that shows everything you need at the right angle, but here is one from the side of my original 2.5 engine.

I like the look of the turbocharger intake, it seems to have the same extra 3 intake ports around the side of the blades like mine. Is it a 4 inch intake? They had all sorts of problems getting mine to fit around the alternator, or are you planning to use one of these new tiny Nissan alternators that bolt straight on, produce less heat and give loads of clearance?

Thanks Paul. Any bit of info or image could help. I think in the end we're going to be safe rather than sorry on this. It's not like you can just rebend all this welded s/steel.

Yes you're right re the 4" intake and I was going to ask you about that as I remembered that you had the same. The guy who is making the exhaust (evil 944t on Rennlist) also has a bracket that allows you to shift the stock alt about an inch away from it's normal position which will permit the intake. He is fitting all this on his own car now. The other problem lies in fitting the V-Band connection on the outlet to the downpipe. It is all very close to the engine and he has to make an alteration to the actual hotside so it will fit. This will then fit into this crazy exhaust I had made by Tim at SFR. 3"- 4"- 5" out. Hopefully with the high flow racehead and cam, larger throttle body, big i/c and tubes and now all the exhaust components increased, the system will work as a whole unit much better with all the increased VE. Well that's the plan.
I hope both you and Lil are doing well. Are you not fitting a larger exhaust soon?

 

[333pg333]

ORIGINAL: pauly

ORIGINAL: 333pg333

Thanks for the reply Pauly.
Those primaries are surprisingly almost the same length. I think the object was not to restrict the flow in the bends just to keep them exactly the same. These are 1/4" larger than stock in dia. The 4-1 merge is also superior to our 4-2-1 setup. The merge is slipjointed and each one can be replaced or repaired at a later date. The crossover pipe will also be larger but we're just trying to figure out the curve in the bend hence this post. It is being built as we speak.
This is going onto a 3L motor so any loss of torque will be more than made up for.

Hi Patrick,
Yes I thought they looked equal hence my opinion about header length, exhausts are a bit of a black art what with scavenging and anti reversion technology and also water formed expanding header diameters, nothing that can't be matched with extra capacity and boost pressure though [].

Pauly,
Yes black art indeed and well above my station so I leave it to those guys. As I mentioned in my reply above, this is going to be working on a car that has had everything increased and therefore the system should all work as a whole unit. I don't believe you have the Ethanol fuels there yet do you? If so, I would advise people look into this E85. It allows you to run a lot more boost and timing. I know guys running 30 degrees advance on their cars in the US! Crazy numbers and no knock counts. They also run well over 30psi. My plan is to run this motor on a daily basis at 1.5 bar +/- and pump it up from time to time. Should be good for some decent numbers.

 

[Diver944]

ORIGINAL: 333pg333

I don't believe you have the Ethanol fuels there yet do you?

Saab started selling BioFuel cars back in 2005 and there were a handful of E85 pumps all here in the East. of the country back in 2006. Now there is a whopping 21 pumps in the UK - nearest to me is 9 miles away [8D]

I'll let you early adopters iron out the niggles first []

 

[333pg333]

I'm using it (E85) now in my car with the stock 2.5L engine and Vitesse S 5 kit. I started off with small doses and played with the fueling via the SMT6. Don't you have one of these now? The cost of the fuel is, or should be, cheaper. You do use quite a bit more of it (approx. 25%) but as opposed to race fuel it will be much cheaper and burn in many cases better. You may have to increase inj size and fuel pump too, but there's not a lot more you need to do. However as mentioned, you have to have a way of adj the fuel amounts. An adj FPR would also be my next move. Lastly a simple knock counter. They're cheap and will give you some peace of mind when you're running some healthy boost numbers. []

 

[pauly]

There were some water injection systems around to suppress detonation I think, but I don't know how good they were/are.

 

[333pg333]

The worry about something like that would be one of the components failing or running out of water of course. With the fuel providing the anti detonation you can't fail.....don't quote me on that.[]

 

[Diver944]

Yes I have the Vitesse Piggyback so can adjust the fueling (or even make a seperate map) to allow for the roughly 25% extra E85 you need.

But.......and here's the rub. I really do not need any more power right now so there's no real need to go down that route. It could be fun to do it for a glory run at our next UK Dyno Day.

Longterm useage I really want to see what happens to other peoples fuel lines and seals with this new fuel on our older systems