A log-type exhaust header.

The same rules of design exhaust header, which applies to naturally aspirated engines apply to turbo engines, but with some big differences. If you have not read our introduction to the performance exhaust systems and our guide to the effectiveness of exhaust header design, do so before reading this section that this section is based on information provided in our previous pages on exhaust systems.

TURBO MANIFOLDS

In our design guide exhaust header, we discussed the role type headers these headers are always less efficient than the exhaust manifold with equal length primary tubes are attached to a collector. However, in a turbo engine, which has no space for a header length and a turbocharger. This limitation of space requires the use of a newspaper-type header. In addition, the main pipes of the exhaust manifold to be held in the manifold before the turbocharger is fed and collector size will be determined by the size of the turbine inlet of the turbocharger.

In some cases, you may not even need to conserve stocks of cast iron exhaust manifolds. If so, check the stock exhaust manifold closely for defects that may restrict exhaust flow at about the same thing you would do when porting the cylinder head. The aim should be to make the inner surface of the exhaust manifold as smooth as possible while keeping the shape and size of the primary pipes as uniform as possible without weakening the majority. By smoothing the inner surface, you would not only improve exhaust flow, which would be essential to reduce the layer of turbo, but you will also reduce the accumulation of carbon. Remember, however, to extend the primary pipe will reduce the exhaust velocity and resulting in a thin wall of the collector, both of which would have a negative effect on turbo lag! A thin wall drain has a greater loss of exhaust heat, which would mean a reduction of thermal energy used to operate the plant.

When you design your own header exhaust turbocharger, make sure your head is strong enough to withstand the weight of the turbocharger, and it can withstand the heat generated by the turbocharger. This means that you have a choice between two materials in the construction of exhaust manifolds: steel tube steam pipes and elbows or stainless steel. Stainless steel may be easier to bend and shape and require less welding and grinding, but you must ensure that the bend is formed in a bending mandrel which does not deform the inner radius turns.

INTEGRATING WASTEGATE

The main difference in the design of the exhaust manifold and turbo exhaust system integration is a wastegate turbocharger. As we mentioned section of the turbocharger boost pressure, wastegate is controlled by the boost pressure created by the turbocharger, and prevents the creation of too much boost pressure. Therefore, the exhaust valve should be included in the exhaust manifold so that it is exposed to so much pressure on the exhaust manifold as possible. This means that the wastegate should be positioned after the collection, in which all the primary pipes together, or when the last of the torch head is a log-type exhaust manifolds. Wastegate is positioned at an angle that limits or interferes with the exhaust flow of exhaust gases is effectively reduced turbo lag.

In other words, the exhaust gas can flow into the gate of the waste so that the wastegate can experience a real exhaust gas pressure in the system without interrupting the flow of exhaust gases.

Engine exhaust manifold and turbo.

THE END OF THE PIPE

There are also some important aspects of the turbo engine that must be taken into account in relation to your tailpipe. First, the turbo increases the amount of fuel and air mixture that is fed into the combustion chamber and thus increases the amount of exhaust gas is expelled from the engine. Secondly, from the exhaust and turbo engine are much higher than the naturally aspirated engine, so that the exhaust gas is a turbo engine is more prone to thermal expansion. Flange, which is connected to the turbine can experience temperatures up to 1500°F. Therefore, the flange should be strengthened and the thickness of the flange at least ½ inch off the extra reinforcement is recommended. The rest of the exhaust system due to the compensation of thermal expansion and should be included in the nails.

Size of the hose is also more difficult and increase the size of turbo you use. Some of the tuners recommend an exhaust pipe, which is 10% more than the turbine outlet. This takes into account the size of the turbo, but not the boost pressure! I personally prefer to set the format of the exhaust pipe hp produced by the engine. As the cars arrive at the ideal diameter of the breathing tube, and an ideal primary pipe diameter and length will take some time to dyno-tuner.