Latest Project - Headers

[RarlyL8]

Racing applications may wrap the headers to retain or shield heat. This will significantly reduce the life of the exhaust system. That is acceptable for racing where temperatures are extreme and headers are considered consumables. For a steet car it is better to use metal shields and air gaps to protect components from heat.

[Thierry25]

Originally Posted by RarlyL8

Racing applications may wrap the headers to retain or shield heat. This will significantly reduce the life of the exhaust system. That is acceptable for racing where temperatures are extreme and headers are considered consumables. For a steet car it is better to use metal shields and air gaps to protect components from heat.

Thanks, understand your point of view.

When you are mentionning "life reduction"...do you mean by oxydation or something like that ?

[RarlyL8]

Wrap holds in heat and then moisture as the systems cool. The pipes literally oxidize and burn up.

[Thierry25]

Originally Posted by RarlyL8

Wrap holds in heat and then moisture as the systems cool. The pipes literally oxidize and burn up.

Understand and believe it .

And did you make some experience with special coating ( ceramic ) ?

[RarlyL8]

I have no experience with ceramic coating. 321 is the best compromise material for use with turbochargers (cost vs durability vs weight). On a street car these headers should last a very long time.

[RarlyL8]

The install on my car begins today. Plan for today is to just remove the stock Euro/Late US heat exchangers and fit up the header primaries. Will begin work on the secondary pipe next week.

Ever question the use of the turbo bracket? Take a look at the second picture and you'll see that the turbo is the ONLY thing left of the exhaust system. The bracket held it perfectly during removal of the exhaust system - it did not budge.
The reason for this is that I will build the secondary around the stock position of the turbo. THIS IS CRITICAL TO FITMENT. I tell everyone who is installing exhaust components that the turbo must be in the proper spot, if not nothing will fit right. My turbo is fitted perfectly through the tin so we have a great reference point. Also you can see how the bracket will relieve any stress on the headers which should reduce opportunities for stress cracking over time.

[RarlyL8]

Someone asked how difficult some of the bolts would be to reach during installation. I designed these on a test engine but envisioned being upside down with parts falling on my face.
It couldn't be easier.
If you can turn a door knob you can install these headers. Took me maybe 10 minutes to pop them up with gaskets on and tighten the stock bolts.

[NOH20]

Nice work Brian. Look forward to receiving the 7200 and the muffler.

[Chuck Jones]

Brian: Is that the stock turbo support bracket? When I got the Y pipe back from you that you customized for me, I couldn't get the stock turbo bracket to fit. It wouldn't clock correctly and was off kilter and I coulnd't get the K27 to sit at the right angle for the up pipe......so this must be something you took into consideration when you muled the new system design? Does that bracket fit all of the KKK turbo series?

[RarlyL8]

That is a 965 bracket. The 930 bracket must be notched or cut/welded to fit properly.
Trouble with the 965 bracket is that Porsche got lazy with their part numbers and did not change the number when they changed the bracket from 930 to 965. It is difficult to know what you'll get when you order one.
This bracket locates the 7200 perfectly (as it should) so is the best thing to use for fitment/design. My headers will locate the 3LDZ or 7200 in the stock spot.

[Chuck Jones]

So then....will that 965 bracket fit the Y pipe setup you customized the SSI for me? Right now, there's a temp bracket in place to provide some structural reinforcement, but the actual turbo support bracket is not in place.

[RarlyL8]

Yes Chuck my SSI Y-assembly was designed using the same bracket.
I don't know how to order a 965 bracket vs a 930 bracket due to the part number issue. I have several brackets and got this one 10+ years ago. If I were to guess, and it would only be a guess, anyone that carries OEM Porsche equipment would have the most current version of any part, which in this case would be the 965/K27 bracket.
If your current custom bracket supports the turbo then you are good, that's all it has to do.

[Miguel Antonett]

I'm the one that asked you about the DIY and wrenches access, should know better... Looking good.

[Chuck Jones]

Great planning in your design process making the open access to the flange nuts. I put a set of headers on my TT and it was a major pain (like Miguel referenced)....getting to three of the nuts due to the mandrel bend in the primaries blocking the access to the nuts... Your picture shows a straight up shot using an extension...good thinking.

[JBL930]

Top work, they look great, and well impressed with access for fitting, will make it easy for a home wrench. Interested in seeing the next section in place.
Would it be easier to build heater boxes/exchangers around the next section to go in, if of course you even intend to offer them with heat? It doesn't take much to heat the car up anyway so they only need to be small. I'm probably talking crap, was just a thought

[Chuck Jones]

Jonathan: I think if you go back in the thread, you'll see that Brian posted that he already has plans to offer a bolt on heat exchanger....another great idea....in the event you damage one with road debris, you can simply change it out with another bolt on. It's obvious a lot of thinking went into this project.

[JBL930]

Chuck, I should have read the thread first, as you say plenty of effort involved in this, will be very interested to see the finished product and the results on the dyno

[wjfk32]

Brian--

Have you switched the 915 to a G-50??? Or changed the gearing on the top end on you car?????


LOOKS GREAT!!!


Walt

[RarlyL8]

Any part that an enthusiast would bolt on his car needs to be easy to install and remove because an enthusiast will do just that many times.
The Y-joint is proving difficult. I've lost the battle to retain any of the factory turbo oil tanks but still fighting to retain that $250 factory oil line. A revision to the passenger's side secondary is next to do. It needs a good air gap in one spot to keep exhaust heat away. The Y-joint that we use on the SSI system is completely wrong for this application. I was hoping to adapt it in the ongoing effort to keep costs down.
Yes I am very eager to get to the dyno when finished. I don't expect miracles but confirmation of a nice bump in off-boost torque would be a win. Should breath better on the top end as well.

EDIT - no I have a 915, gearing of the late Euro 915 is similar to the early Carrera G50.

[wjfk32]

Brian---
Sorry---not familar what is the top end mph. (early G-50)


Thnxs

Walt