What details are you looking for on turbo headwork?

We had a customer gain 60 hp and spool up 500 rpm faster. Same psi, only change was headwork.

Flow gains.. http://urgedesigns.com/boost-velocit...ck-graph1.html

HP gains... http://urgedesigns.com/endyn-head-work-turbo.html

All the work and parts are listed on our site.
http://urgedesigns.com/velocity.html

Patrick

 

Just curious on how test flow the manifolds? Any pictures of the set-up?

Also, we don't take a lot of material out of the manifold very subtle how we shape the flow so we can raise air velocity too. We can certainly over port everything for flow sake, but torque & response die.

 

RLZ does all my cylinder head work and flow testing. He has a flowbench.. its the big flow bench that actually works properly for automotive applications. Most cylinder head guys have the cheap motorcycle oriented flow bench which doesn't work well on cylinder heads that flow over 300cfm.

We dont do a lot of flowing intake manifolds, the dyno and track is a far better measure of performance than a flow bench when it comes to intake manifolds. Flow benches dont generate waves in the intake like a motor does. 50mm itb's are barely big enough for a stock f20c, much less anything you want to make some real power on. The stock s2000 runners are good enough to pretty easily make 275hp, the wall of the plenum being less than an inch off the opening to the runners is the problem..

People put way too much thought into velocity in an intake manifold and a port. The velocity is always the highest at the valve, changing it a little here or there in the intake manifold will have no real effect on getting the car down/around the track. Will it show a gain on the flowbench.. yeah probably, but does it matter when the thing is running.. probably not.

 

How does he flow the manifold, does he simply mount a runner to the flow bench?

Yes we understand about pulse waves in the intake manifold and what RPMs and how much air. All of our ITBs lengths are adjusted based upon the customers desired Redline.

As far as ITB throttles, you can't compare one to the other as all the throttles are different distances away from the port. Making a general statement of 50mm is too small isn't accurate with out knowing the rest of the dimensions. We had a set of 45mm dyno 330 crank but they were 1" from the port. The Jenvey based throttles (hayward & toda) are typically ~3.5" away from the port and kindlers are set at 5.5" away from the port. So based on runner taper, you can not directly compare one throttle size to the other. In fact our 52mm ITBs flowed the same as 60mm Kinslers up to .550 valve lift. 60mm should flow way more, but if it is 60mm 5.5" away and mine are 52mm 3" away then the size difference isn't that much.

We strongly believe in air velocity so we will have to respectfully disagree. You have to keep velocity up everywhere. In the port, in the runners, in the plenum. If air velocity has issues anywhere in the intake system, it will slow velocity at the valve. Here are a few examples..
When we dyno'd our 52mm ITBs vs the 60mm Kinslers we had more torque throughout despite both flowing the same.
We just rebuilt a low compression gt motor for a customer and gained 10 ft lbs of torque and 15 top end HP by moving to a 68mm TB down from a 74 as the low velocity in the plenum was stalling the runners and thus the velocity at the valve.

In our opinion air velocity gets the car down a track. Endyn has had too many successful racing customers to prove other wise.

I appreciate the comments and responses.

 

i do think its a good product with nice R&D but its still to much $$$ , i think for 400-450hp on stock motor turbo this intake dont worth it , if you want more than 700 800hp i think this manifold is the way to go , its overkill for a N/A settup or low boosted engine , and if somebody dont like this welding just buy a wrinkle black paint and everything look better after

 

At 400-450 hp, our manifold should provide 30 hp gains.. Some would think it is worth it.

 

The relevance is really highlighted for track guys (like myself), if I can make the same power with less boost (which the manifold in theory allows), then the engine runs cooler, I dont have to worry about overheating "as much" or long term stress on the engine "as much". 30HP may be 2-3psi, which is substantial in a racers mind. It may even allow me to run less expensive fuel, all those kinds of things come into play.

 

^^ Thats a good point, especially with the heat problems with turbos on these cars, the more you can do to control heat and keep it at the same power level, the better, and a lot of people may consider that worth the coin.