Header Design
09-13-05, 12:37 AM
#26
Originally Posted by Doc Holiday
I read the thread in the link about the custom header. Looks pretty nice, I wish I had that kind of room, I have to put tight bends on mine to clear the steering arm in my RX3.
I'll tell you all what, if there is anyone on here that Im gonna copy its gonna be Crispeed and his 10 sec all motor car. He is obviously getting results, and there is no arguing with that.
I'll tell you all what, if there is anyone on here that Im gonna copy its gonna be Crispeed and his 10 sec all motor car. He is obviously getting results, and there is no arguing with that.
What works for me might not work for you. Remember every combination is different.
Give Carlos Lopez from CLR a call if you want a lot of info on header design. He's done a lot of testing and have a lot of experience for different combinations.
CLR---- 305-235-3696.
Last edited by crispeed; 09-13-05 at 12:43 AM.
09-20-05, 10:46 AM
#29
The Cause of Death
I read this thread a while ago, and I was doing some work for class (going to be an ASE certified tech soon) and I read a section on exhaust headers. Here's what it said, I figured it would pertain to this discussion. This is from James D. Halderman's "Automotive Engines - Theory and Servicing," a text book from my school.
"This "reverse supercharging" works best at a certain level of engine RPM. This RPM level is based on primary tube and collector length. The longer the primary tube and collector, the lower the engine RPM level at which the header "works." Some headers used an adjustable collector. Use the shortest collector for high-RPM and the longest for lower-RPM benefits. Regardless of header design or lengths, the benefits only become measurable at higher engine speeds (generally over 3500 RPM, depending on engine design)."
Is this true for rotaries as well? Because this is talking about our normal piston counterparts.
Discuss.
"This "reverse supercharging" works best at a certain level of engine RPM. This RPM level is based on primary tube and collector length. The longer the primary tube and collector, the lower the engine RPM level at which the header "works." Some headers used an adjustable collector. Use the shortest collector for high-RPM and the longest for lower-RPM benefits. Regardless of header design or lengths, the benefits only become measurable at higher engine speeds (generally over 3500 RPM, depending on engine design)."
Is this true for rotaries as well? Because this is talking about our normal piston counterparts.
Discuss.
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