ramhorn exhaust manifold search

[spoonhuntr]

hey wondering if anyone knew of a company that produces a ramhorn style tubular exhaust manifold for under $600. not having much luck searching the internet. i saw one from AMS sor around $800 i believe but cant locate it again. any help please?

 

[TSIMonsteR]

OBX is the only company I know of making these currently. I don't know how the quality is on those though.

OBX Equal Length Turbo Manifold Eclipse 4G63 ALL SUS321:eBay Motors (item 170362700111 end time Jul-29-09 14:57:01 PDT)

 

[blcknspo0ln]

Paul - 99gstracer ran with with great success (although I'm sure he had his hiccups!). Maybe you should PM him and ask his opinion.

 

[ToughTalon]

Thats a goodlooking manifold... I thought rams horn manifolds werent as good becuase they didnt space out the exhaust pulses correctly, thus turbo spool suffers...In theory at least

 

[DSM_PWR]

Full Race also makes a Ramhorn style manifold

My buddy bought a used OBX Ramhorn in which later we found a small crack and another weld "starting" to crack...
He ended up just getting all the welds redone by BoostLogic...

 

[spoonhuntr]

thats not a bad looking manifold thanks for the help. im not a turbo guy originally, so i dont generally understand gains/losses of different style manifolds. on an all motor car the curve of the header greatly affects the torque. can anyone explain to me what im looking at on a turbo manifold please?

 

[Mr PopUps]

thats not a bad looking manifold thanks for the help. im not a turbo guy originally, so i dont generally understand gains/losses of different style manifolds. on an all motor car the curve of the header greatly affects the torque. can anyone explain to me what im looking at on a turbo manifold please?

Flow. Equal length is nice, but it 'really' doesnt help since the turbo interrupts anything you just gained. A good port job on a stock mani/turbo/O2 will far outweigh the cost of a header.

 

[dsm-onster]

My brothers car gained 1.7lb/min at peak at the same boost on a 34lb/min flowing setup (small 16g, stock cams, 6bolt longblock) AND spooled noticably faster with an equal length header setup. It gained atleast 1.5lb/min over the 2g manifold throughout 4500rpms to redline. Different style than the OBX. But an equal length tubular header is worth the ebay price at least. The 2g exhaust manifold has done 9s, but that doesn't make it more effective than the above manifold. The air see's the turbo an interuption; so the pulses bounce from there just like at the intake runner mouth, or collector of an n/t header. Longer runners are need for a turbo application for resonance at the same rpm as an n/t setup because the exhaust air temp is higher thus altering the wave propogation velocity to a significantly higher amount. Resonance is resonance. And seeing a negative pulse at the exhaust valve when it opens is just as effective no matter what is on the other end.

Dont port your turbo/manifold; use the seal ring. You'll maintain velocity better, which helps spool; and the bulge from runner to collector will actually be less, which helps flow. All the real gains you get from porting all those parts are at the o2 housing. Runnign with out the seal ring makes you flow less than what the factory setup can run.

 

[Mr PopUps]

My brothers car gained 1.7lb/min at peak at the same boost on a 34lb/min flowing setup (small 16g, stock cams, 6bolt longblock) AND spooled noticably faster with an equal length header setup. It gained atleast 1.5lb/min over the 2g manifold throughout 4500rpms to redline. Different style than the OBX. But an equal length tubular header is worth the ebay price at least. The 2g exhaust manifold has done 9s, but that doesn't make it more effective than the above manifold. The air see's the turbo an interuption; so the pulses bounce from there just like at the intake runner mouth, or collector of an n/t header. Longer runners are need for a turbo application for resonance at the same rpm as an n/t setup because the exhaust air temp is higher thus altering the wave propogation velocity to a significantly higher amount. Resonance is resonance. And seeing a negative pulse at the exhaust valve when it opens is just as effective no matter what is on the other end.

Dont port your turbo/manifold; use the seal ring. You'll maintain velocity better, which helps spool; and the bulge from runner to collector will actually be less, which helps flow. All the real gains you get from porting all those parts are at the o2 housing. Runnign with out the seal ring makes you flow less than what the factory setup can run.

I beg to differ. I ported my 6cm 1G stuff and gained .4@3mph and my 4th gear spool time dropped to about 3200 from 2000 on the 14b, and 3700 on the Frank 1.

I also ported a guys 2G stuff after he bought his 16G, had been running a ported O2 (very hasty, shabby job) housing before this. Once he had some down time he sent me his stuff. His words: "I picked up 2 MPH over the 1320. I ran the 13.2 @ 50 degrees while I ran the 12.9 at 85 degrees."

My point is id rather spend the time or money porting the stock stuff than the time AND money on a header that WILL crack. Now make me one that wont, and ill probably buy it.

Maybe its all a crap shoot? No two cars are alike stuff....

 

[dsm-onster]

You gained better results because you ported to clean up what a seal ring will do for no time and just bolting up. You did nothing to improve what already would happen from the factory. Bravo.

Like I said. I've seen positive results OVER smoothing the transition from the manifold to the turbine housing. . . I've always made sure the trasition was proper and well kept.

I beg to differ. I ported my 6cm 1G stuff and gained .4@3mph and my 4th gear spool time dropped to about 3200 from 2000 on the 14b

You went down to 3200rpms with a 14b? In 4th? . . . then you had problems before. I got MUCHO better spool than that with aftermarket cams designed for the topend and a lighter car with taller gearing (FWD); which leads to much less load, consequently slower spool. Maybe you fixed something causing terrible lag with your 14b along the way.

Do you want my cracked 2g manifold?

In infact, let's get to the experience here, I gained no spool speed difference from going to the evo3 manifold and seal ring vs. the ported 2g manifold when running the small 16g with ported turbine housing. It was a ####ing waste. I would have been better to just swap to the evo3 manifold which costs as much as a 2g manifold for the most part. The seal ring would have been the only difference vs. spending hours doing my port job. BOOOO! At least I sold my ported 7cm^2 houisng for some doe to convert back to the non-ported 7cm^2 housing I bought. The spool was a little better BTW going to the evo3 manifold and 7cm^2 seal ring (with it's same runner shape as the 2g just a 7cm^2 inlet). Go figure. All that volume lost in the collector actually made a difference.

 

[turbo addict]

air flow is air flow. If it makes more power on a na car it will make more on a turbo car. as long as the turbo is sized correctly.

 

[spoonhuntr]

well i already purchased an evo cast exhaust manifold that has been decently ported out. i was just wondering if it was worth the effort to look for something more. all the high boost applications ive seen have huge welds on a tubular setup. im looking at 300-350hp daily driven but built for 400+ on a ported 18g.

 

[blcknspo0ln]

You gained better results because you ported to clean up what a seal ring will do for no time and just bolting up. You did nothing to improve what already would happen from the factory. Bravo.

Matt, I don't doubt your knowledge in the subject, so damn! All these years port matching the manifold collector was for nothing!?