MONZTER

"He found that if the exhaust pipes were connected to the separate sides of the divided exhaust housing so that the exhaust pulses entering each side were evenly spaced, throttle response improved even more. Though this arrangement didn't add power, "turbo lag" was all but gone." jimbo This is pretty much how Burns Stainless explained it to me, They were very specific about engine size, port size, valve size, cam spec, and even firing order. They recommended not only the primary length, but the 6-2-1 arrangement. He said a 6-1 would have too much volume at the collector slowing down the flow defeating the effect. He also mentioned the off boost performance would benefit with this type of arrangement. This is why I spent so long working to get these the correct length and layout. My goal is to make as much power with pump gas as possible, and still have a very streetable car. Here are some more shots of the Merge collector. BTW the waste gate will come tangent off the bend of the 2-1 part making it like the example of proper placement in the book by Corky Bell. What are your guys thoughts on wastegate placement and managing boost creep, it always seem to me that the wastegates that come off at 90 degrees to the flow would have a hard time responding quickly.

Ya, I thought that seemed a little long too at first, but given the amount of info they asked for, and some of the teams they work for, who am I to argue. The car is not being built for the dyno, but for the street and autocross. Looking at some of the old F-1 cars and Indy cars from back when turbos were not banned, it is interesting to see how long their primaries were - given the RPM range. I think short headers are probably popular for packaging and obvious OEM considerations. We'll see.

Hi LLave, I just sent you the file you asked for. Check out my gallery pictures for a bunch more Pro-e models and the finished parts. Best Regards, Jeff