Is anyone here interested in casting or fabricating their own headers, or intake manifolds? I am.


I can see the benefit of having two turbos, big chamber exhaust headers, and water to air intercooling in a compact, over the engine modification that was all about balance and flow.Edited by: quantum mechanic

If you want to fabricate something, could I suggest a down pipe where it is equal or greater to a 4" pipe at its smallest point.

Dito to what amric said !!!

I was thinking 5" (x2)was minumum even if you have to move something for clearence, or remove it. I'm running a 3" straight pipe for now. One of the modifications I will do in the future is install a solid axle up front(military 6.2 diesels have beefy one ton axles with lockers and low gears). This would free up some space.I'm not going to stop untill I'm known for the Twin Turbo 396 I'm having visions of.


Does the 4" pipe your running restrict to less than 4" at it smallest point?Edited by: quantum mechanic

I would suggest a large air/air intercooler unless you plan to plumb it constantly with ice water. We only use A/L for drag race applications.

If anyone's making icewater, it will be me.http://www.dieselplace.com/forum/uploads/EZ8_cooler.jpgI made this manifold in 30 minutes with pliers, a rivitgun, RV gasket sealer and cut up pieces of the axle bend I removed from my exhaust system. This was Icewater 101.


I have a good idea of how to make a water to air intercooler(6.5L application) work in an inexpensive configuration. I'm tempted to make at least one.Edited by: quantum mechanic

junkyard wars at its finest! http://www.dieselplace.com/forum/smileys/Big Smile.gif

When you can't afford to invest heavily in a project, the junkyard is as good a place as any to start. That cooler was a first attempt and I will be reconfiguring the manifold to a horizontal position with tighter seams and better flow. Devine intent takes visualization to manifest itself. With unit #1 to see where I've flawed, I have better visualization to manifest unit#2. I'm always moving on to the next thing, but always conscious of the last.

hey if it works thats all that counts.

I would be interested to see how many DMAX owners would be interested in headers that were a direct bolt on to a stock truck. This new system would be best with a new down pipe option that would be a full 4".


MB

true that mbrp, you know we will try anything!!!!http://www.dieselplace.com/forum/smileys/Big Smile.gif

I would be interested to see how many DMAX owners would be interested in headers that were a direct bolt on to a stock truck. This new system would be best with a new down pipe option that would be a full 4".


MB





Probably only in combination with aftermarket turbo(s) -- I doubt there would be much if any gain with the stock turbo. Ideally, someone will come out with a twin turbo kit (one each bank) w/ matching headers and (true dual) exhaust...

Yes Sir,


Twin turbos, new intake, new exhaust, intercooler incorporated into the intake. I made my first rough sketch over 2 1/2 years ago. I'm currently absorbing www.keytometals.com (http://www.keytometals.com) and www.keytosteel.com (http://www.keytosteel.com).


when you dream, dream big. I do.

Dont see much gain in the stock system unless you can do someting about the turbo inlet pipes, the manifolds and the downpipe all togather.. And with all that, you'll prolly need a bigger turbo and modified engine mounts to move the powertrain forward to fit it all in there

I'll agree with Eric. http://www.dieselplace.com/forum/smileys/Big Smile.gif

Look at what Nascar does with their exhaust to flow a high volume while maintaining maximum ground clearance. I was thinking something like this could be achieved with the down pipe.


As far as the manifolds go, it looks like there is adaquate clearance for some equal length headers. With well designed mandrel bends, a higher and more even (from cylinder to cylinder) pressure could be achieved at the turbo. I don't see why even a stock turbo would not benefit for a more consistent intake pulse, and less back pressure on the exhaust side.

Somebody has got to have a set....somewhere.......http://www.dieselplace.com/forum/smileys/Thumbs Up.gif


Release the hounds!

We are currently designing a six into one, equal length primary tube style header for the Cu***ns, We will be looking into the DMAX next, I will let you all know how we make out.


MB

With diesels not using scavaging, what do you gain by making all the headers tubes the same length?

The theory behind equal length tubes is to balance the flow/resistance. Having a system that is short on one end and long on the other will create backpressure. Having the turbo on one side and piping the exhaust over to it also creates backpressure. Equal length (balanced) headers with one big turbo between them would flow better, but twin turbos would increase the boost potential and with half the exhaust going to each of them it, would reduce the backperssure per turbo. With the boost potential increased, Each turbo would in turn only supply half of the boost, but the intake would be fed the combined aircharge.


Edited by: quantum mechanic

Balanceing the motor is the key. Only balanceing the exhaust manifolds without doing the same for the intake side does not buy you much. The reasons are simply.......... if you cannot fill the cylinder properly you cannot get it out properly no matter how good the exhaust is! So remember to do it all not just part, as there will be little if any gains found just by doing half the job.

I am in total agreement with balancing the intake to match the exhaust. The closer the configuration between the exhaust, the turbos and the intake (with the intercooler incorporated) the better the response. Piping the boost charge to a charge cooler induces turbo lag. Ideally, it would all sit on top of the motor/ intake manifold, and if the turbos had to come through the hood, it would be forced air cooling.

Gotta ya. Your basic plumbing theory. Thanks.

An 8-71 blower would look nice on top.