don i do hope he gets his whatsit out off his you know what and gets this fitted ASAP so we can see the transformation to the 400+ club.
Hutch

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Please take your nails out of my dash..........501.1 Whp

You've probably heard of cams refered to as 256, 264, 272 etc. I believe the stock ones are less than 256. This corresponds to the numer of degree's they have the valve open for. The longer duration, or larger number of degrees of rotation it hold the valve open for, the more gas can get in or out.

IIRC "open" is anything more than the valve being out of its seat by either 10 thousands of an inch or 100 thousands. It was referenced in a video I watched of Two Brothers Racing building the engine for their Supe-dawg project.

Could be wrong though, I'm tired, its early and I've been in work basing the computer for 3 hours today already.

emicen,

Thanks for the clarification, I had heard of 264 & 272 cams but hadn't really worked out how they worked or the benefits they could provide.

Something new I have learnt today

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Loosey
Loosey@gt4dc.co.uk
Storm Blue JDM ST205
Super White JDM ST205
http://www.gtfours.co.uk

Some people are like a Slinky .. Not really good for anything, but they make you smile when you shove them down the stairs!

looks like its hanging low, would this not cause problems to air intake,


heat from wastgaste to water pickup pipe, & oil filter blanking plate/ oil warmer thing.

prob be better getting a better manifold, running un equal lengths without cylinder trim will end in tears..

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Black UK 96 205 shed with heater full on telemetry.

project six million dollar 185, faster, stronger, lighter than before.

400 club, what about the 800 club...you guys..

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Black UK 96 205 shed with heater full on telemetry.

project six million dollar 185, faster, stronger, lighter than before.

lol...

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1995 ST205

800 Club yeah right !!! who has the funds to go for the 800 ? Although i could just up the fuel set up and add direct port nitrous.Race fuel, HELLO 800 BHP
Have got about 30 gearboxes and diffs ready for every time i put my foot down. ha ha ha
WWWWWHHHHOOOOOOOOOOOSSSSSHHHHHHHHH BANG
Hutch

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Please take your nails out of my dash..........501.1 Whp

Yea gearboxes & diff, they don't last long in any car, that runs large power.

Even when using purpose made internals things, still wear and let go.

You don’t need race fuel , I know many cars that race competitive that do not use it, get massive power.

Unless very healthy bank balance, the cost of regular engine service/inspection soon add’s up when running very trick engines.

Its specially bad for the club racers, if you do not purge fuel tank, keeping all race fuel in seal storage after use, awaiting next outing, you will loose some of its effectiveness to generate power, normally resulting in the engine failing, all down to being mapped, generally higher ignition advance maps for use with higher octane fuels.

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Black UK 96 205 shed with heater full on telemetry.

project six million dollar 185, faster, stronger, lighter than before.

A little, but an "S" bend intake might sort this, but this detail will be addressed later


Agreed, the wastegate is not being fitted here, was just for illustration purposes


Agreed. Using an aftermarket manifold seems to be a nightmare. Either they don't fit, aren't reliable or they simply don't exist for someone who does not have limitless funds!

One school of though in adopting this approach is that if a manifold does suddenly appear then it's probably going to use the stock input/output locations and then simply swapping the stock manifold out to the new fancy shiny one is a real possibility.

At present just considering options before parting with any hard earned cash!

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Kris
95 ST205 - slept for 10 years, now waking up...
Avensis
http://www.gtfours.co.uk
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Turbocharging - the replacement for displacement

Starting to look good

Is there room to amend the adapter/wastegate takeoff so put a slight angle on the takeoff - angling it towards the front of the car slightly would help with the clearence further down. I think it's better having the wastegate coming off the side than the front, keeps weight a little further back It comes off the back of the TD06 - sitting between the turbo and the block, tight but compact

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'92 GT-Four RC - Project Rufus - something of a mover.
'05 Audi A3 3.2 V6 Quattro S Line - not bad for a daily.

If you did that, you'd probably need a new downpipe or to extend your existing one wouldn't you? If the manifold was at the stock output point, you'd be your adapter height higher wouldn't you?

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"The gene pool could use a little chlorine..."

Kris don’t run an S bend on turbo intake, please no.

before i rant for a while, good luck keep with it, if i can help i will.

Get an xs, rework it to suit, convert s**t xs manifold to very good useful unit.

Any turbo, any layout, this makes it very useful indeed.

I have a fair amount of experience with tubular manifolds over time, the XS is the first that has looks over function, seems very odd to go as far as they did, still making it useless with poor weld penetration, accuracy of fitment and design and as for the flow in some area's well.

Tube thickness for runners = fine, just cut the cylinder head mating flange off, "very satisfying cutting things up" then change runner layer to allow for corrected angles of runners, match the port flow direction to runner on the centre two, machine rebate around each flange section to runner, this will allow for good weld thickness, specially after port matching has been done, as the weld does not get in the way of flow…on the runners ..lol


Cutting turbo mating flange off, make good the 4 into 2, as its very poor(s**t), converting into a 4 into 3, allowing for remote waste gate, install some supports to each bank of runners.

Weld whatever turbo flange you require, maybe weld V band set-up, for remote wastegate, makes for easy removal for service later.

go over all weld's inside and out.

Then re-surface all mating faces.

the stock out of the box xs man seems to need re-facing before fitment anyway

Afterwards, you get a good equal length manifold, matched to the turbo set-up, best clearance etc, at a fraction of the cost of any other on the market.

The design of having wastegate at 90 degrees from flow is not a good idea.

What’s the effects, well its something like this.

it appears that the flow being changed from forward to side ejection can cause flow dampening effect’s, these allows for a slightly slower response from change of flow direction, i.e to inducer wheel, then waste gate back and forth as required for boost control regulation.

the returning flow direction allows longer period of time before flow direction balance reached, this does not accrue when the waste gate ejection direction matches turbo direction as much.


Allowing waste gate flow, to match that of the direction of turbo entry flow is power-mount, these aftermarket adaptors are not as good as they are cracked up to be, they are not really efficient in application of use.

Looking at other builds & nattering with a few engine tuners, they seem to go with the flow of things, than to change the direction too many times, this allows for better output with the same values, apart from the power output figure increase, with better on off response, als works better too……… ........................................umm not very well put, but hopfully some may understand..


Jon

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Black UK 96 205 shed with heater full on telemetry.

project six million dollar 185, faster, stronger, lighter than before.

I kind of got the jist Jon

You sure you've not been hanging around the two brutal guys? Their club tag line is "What have you angle-ground today?" Fair play though, as you know I love the DIY approach In fact, today has been spent under the car and driving up and down my test strip with the LC-1 plumbed in. Its also highlighted that my stock narrowband O2 is as dead as a doornail, I might as well fit the bung instead

Not sure I have the skills to fix a manifold though, I think even XS can probably weld better than me

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"The gene pool could use a little chlorine..."

Jon, having read what you reckon needs done to the XS manifold, would it not be simpler finding a quality fabricator who can do tubular manifolds, handing him the XS one and saying - there's your template, knock me up a decent one with the inlet and outlet at the same points?

Regarding intakes, I see a lot of high power cossie's and evo's running what I can only describe as corrugated plastic ducting running to their turbo inlets allowing them to mount their filters wherever they please pretty much. Only thing is you'd have to vent the crank case breather to atmosphere instead of plumbing it back in.

Hi.

I got a quote from Mike @ maniflow salisbury.

for a copy of the manifold in question £900 + vat..
this quote is about 6 months old.

when i bought tubular manifolds, for pinto's, x-flows, etc some 20 yrs they cost around £100-£150 each .

A tubular manifold for a cosworth, latest spec, will cost about £2000.

so you can see why I don’t go that route, been their done that.

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Black UK 96 205 shed with heater full on telemetry.

project six million dollar 185, faster, stronger, lighter than before.