Something cool I found at a local offroad expo

How to make it go fast

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Postby GPSMatt » Thu Mar 06, 2008 12:14 am

DTanklage wrote:
greasemonkey wrote:
slightly more durable than stock!!

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wonder which flows better?



HMMMMMMMMMMMMMMMMM that tubular manifold is prety bad ass that thing deff flows a lot better. And like you said get it jet coated and wrap it.
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Postby DTanklage » Thu Mar 06, 2008 9:13 am

GLHS wrote:
I have had the ported stocker, ported HTT/BD and stock ATS flow tested. The shops flow bench says 223 cfm for stock, 249 for the HTT and 262 for the ATS.



wonder how they flow an ex manifold? i dont have a clue. if the are only flowing one cyl at a time i wouldnt think the numbers would be accurate as compared to when its on a running motor. would you?
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Postby Philip » Thu Mar 06, 2008 9:24 am

The shops flow bench says 223 cfm for stock, 249 for the HTT and 262 for the ATS.


Thank you for that info. I was getting ready to buy a HTT pulse manifold. But looks like the ATS now.
93 W350 Club/cab w/duals, buckets & console, B&W flatbed, G56, 6 spd, 3:07 rears, gages, HX40/16, 4" exhaust, 6X.018 sticks, rear air ride suspension
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Postby greasemonkey » Thu Mar 06, 2008 12:01 pm

greasemonkey wrote:the stock one flows best but only if the CA EGR bullitsh is hooked up :mad:


hmm, thought the sarcasm would be picked up there, I guess maybe not. I know the aftermarket logs outflow stock.
GLHS, thanks for that info, haven't seen that before. I've been looking for anymore info on the tube manifold and google has failed me :sad:

I'm interested to see some testing results...obviously it'll flow like crazy...since it's a substantially larger volume I'm thinking it's going to work well only at high power/rpm levels.
'93 250 4x4 NV4500, flatbed, club cab, ex brake, pump tweaked, too many new ideas thanks to you guys.
dubbed the "Mexican Mtn Goat"

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Postby Ace » Thu Mar 06, 2008 12:28 pm

How do the joints seal where comes apart? Is it just a tight slip fit, or what?
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Postby greasemonkey » Thu Mar 06, 2008 2:00 pm

Ace wrote:How do the joints seal where comes apart? Is it just a tight slip fit, or what?


yeah it's a straight slip fit, the male and female side of the joint are both machined. it takes some pretty intent effort to be able to move them as it's almost a press-fit tightness, so it takes some creative heating/cooling and a BFH to move it...Brown's diesel lined mine up for me so all I had to do was bolt it on. it definitely doesn't leak at the joints, I've never seen any soot marks there and have never heard any complaints.
'93 250 4x4 NV4500, flatbed, club cab, ex brake, pump tweaked, too many new ideas thanks to you guys.
dubbed the "Mexican Mtn Goat"

..if you find yourself in a fair fight you did not properly prepare..
..hot rodders are the original recyclers!..
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Postby PToombs » Thu Mar 06, 2008 2:53 pm

Greasemonkey, what's the extra port on your stock manifold? Trying to set it up for a hood stack? :lol:
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Postby greasemonkey » Thu Mar 06, 2008 3:32 pm

PToombs wrote:Greasemonkey, what's the extra port on your stock manifold? Trying to set it up for a hood stack? :lol:

:D :D No, it's an example of the infinite wisdom of the state of california. that port is special to CA 2nd gens (which for some reason mine happened to have a stainless steel block-off plate ;-) ) it's for the EGR system, it's a 1" pipe that runs from the exhaust manifold directly to the intake horn...apparently someone thought that running 1,000 degree soot into the intake would help the thing run cleaner. in the first picture, the flange on the left is where that pipe is plumbed in, through the EGR valve.

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'93 250 4x4 NV4500, flatbed, club cab, ex brake, pump tweaked, too many new ideas thanks to you guys.
dubbed the "Mexican Mtn Goat"

..if you find yourself in a fair fight you did not properly prepare..
..hot rodders are the original recyclers!..
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Postby GLHS » Thu Mar 06, 2008 7:39 pm

Not sure how he tested.
Another thing he pointed out was the stocker flowed less on the middle ports than the end ports.
He said the HTT/BD and the ATS manifolds flowed very even but the noise from the HTT/BD sounded almost the same as stock.
Remember also the ATS was not ported yet. After the shop ported it he said it only picked up 4 more cfm, but spoolup was much better.
92 W250 ext cab, 5spd, SPS 62/71/14, ATS 3 piece, Banks 3G intake, Icebox CAI, DDP #4+, timing 1.95 mm, SB 4 puck FE, PDR fuel pin, Hellmann intercooler, Snow water/meth, 60# springs, stock long block, D80 3.54 w/disks, 455+/1005 uncorrected, 13.34@102 7-06; 472 fuel/520 water/meth uncorrected 5-08
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Postby KTA » Thu Mar 06, 2008 8:30 pm

If you had a big enough flow bench you could flow one properly by pulling through the turbo flange, and modifying the ports and runners to obtain the maximum flow, then you would probably want to turn it over and work each port a bit to try to even out the flow numbers in each port. In reality its probably more cool factor than anything. It is very rare in most diesel guys setups I see to run more boost than drive pressure at full power. Since backpressure is greater than boost you have negative delta, therefore no scavenging and negligeable advantage to equal length primaries snce the whole manifold is under pressure that balances itself by the laws of path of least resistance, whichever way is the least pressure will be the path of the gas. Because of the increased volume you do get a lot more lag though!! :P
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Postby GLHS » Thu Mar 06, 2008 10:02 pm

I do remember him saying he pulled through the flange.
92 W250 ext cab, 5spd, SPS 62/71/14, ATS 3 piece, Banks 3G intake, Icebox CAI, DDP #4+, timing 1.95 mm, SB 4 puck FE, PDR fuel pin, Hellmann intercooler, Snow water/meth, 60# springs, stock long block, D80 3.54 w/disks, 455+/1005 uncorrected, 13.34@102 7-06; 472 fuel/520 water/meth uncorrected 5-08
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Postby ford69557ci » Thu Mar 06, 2008 11:52 pm

that egr spot on the ex manifold looks like a good place for an external wastegate
92 w250, NV4500, D80, maxed pump, AFC gone, extended fuel screw, more to come.
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Postby greasemonkey » Fri Mar 07, 2008 12:27 am

KTA wrote:...therefore no scavenging and negligeable advantage to equal length primaries snce the whole manifold is under pressure that balances itself by the laws of path of least resistance...


I feel slightly retarded now, forgot about the not scavenging affect of being under pressure, even at idle there should be enough pressure to nullify scavenging.
'93 250 4x4 NV4500, flatbed, club cab, ex brake, pump tweaked, too many new ideas thanks to you guys.
dubbed the "Mexican Mtn Goat"

..if you find yourself in a fair fight you did not properly prepare..
..hot rodders are the original recyclers!..
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Postby greasemonkey » Fri Mar 07, 2008 12:29 am

ford69557ci wrote:that egr spot on the ex manifold looks like a good place for an external wastegate


it's probably a great spot for a w/g until the stupid thing shrinks up and tries to break the head/bolts off
'93 250 4x4 NV4500, flatbed, club cab, ex brake, pump tweaked, too many new ideas thanks to you guys.
dubbed the "Mexican Mtn Goat"

..if you find yourself in a fair fight you did not properly prepare..
..hot rodders are the original recyclers!..
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Postby PToombs » Fri Mar 07, 2008 6:43 pm

GM, thanks. I never thought about commiefornia and the egr thing! :oops:
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