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The Rebirth of Mr Peepers' Twin Scroll T3

Posted by MorrisonFab, Nov 1, 2017

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  1. MorrisonFab

    MorrisonFab Supporting Vendor

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    Johnson Creek, Wisconsin
    Designing and creating a manifold has always been intriguing. In the initial phase, there is a clean palate – there is an available opportunity to craft the manifold around specific needs and wants. With it comes significant trial and error in figuring out what works and what doesn’t, and creating something that’s both aesthetically appealing and efficient. In the end, if done correctly, you wind up with something that is memorable and a piece of art – whether it is by function or form, but hopefully both.

    In the creation of the original piece back in 2010, the only tools used were a drill press, angle grinder, Sawzall, die grinder, and miscellaneous hand tools. The welder was a 120v MIG weld pack. Work was slow and tedious due to the limited tools on hand but, thankfully, time was more plentiful than money. The flanges, except the head flange, were made by hand. A 1/2” plate was cut with a hacksaw for both the divided T3 inlet and 5-bolt Holset outlet. The holes were drilled and then slowly enlarged to the correct shape with a carbide burr, and the edges got ground down with the angle grinder. Tedious. Excruciatingly tedious. Each elbow and straight pipe cut had to be a little longer – just in case! – and were ground down until it fit perfectly to avoid scrapping one of the few bends that was purchased. Countless markers, cut-off discs, and saw blades were used. There was a consistent covering of metal and abrasive dust everywhere. The placement consisted of wherever the turbo would fit in the, essentially, stock engine bay (including stock fans) and held in place with shop rags and scrap metal. Figuring out one runner and then the next, contemplating the chain of events that each tiny revision set in motion. Despite the careful alignment and tweaking, each weld altered it more – this was, by far, the most frustrating part of the endeavor. The manifold was almost alive in its constant movements. Each carefully trimmed puzzle piece was shifted over just enough to cause some serious anxiety.

    The collector wasn’t anything like what was previously seen personally. One section of pipe coming out of each scroll on the inlet flange, with the paired runners merging into each pipe. Essentially creating a 4-2-1 design of sorts, allowing the wastegate provisions to feed equally from each cylinder pair. The pipe size was chosen with the smallest eventual area in mind and 1-1/4” pipe size forms perfectly to a single divided T3 inlet opening. In hindsight, this seems to be one of the key pieces in the better-than-ever results.

    In order to nail down the placement and approach, the wastegate provisions were made after the much-anticipated test drive. The first steadily increasing and distinct howl of the “large” (at that time) Holset turbo excitedly came on much sooner than expected. The urgent ramp of boost was tickled as close to 25psi before needing to let off (open boost with no wastegate) and short shifted into the next gear without ever losing its effortless push of building speed. At, or before, 3000 rpm, 4th and 5th gears were showing 20+psi and 5th gear was able to cause compressor surge under power from boost coming on at such a low rpm, despite the anti-surge compressor cover. Trying to pedal the car to maintain a steady boost was immediately confirmed as a bad idea and the manifold soon came back off to make the final provisions and experience the full character of the setup.

    A video (thank you to /J at EOS Performance!) just after the first test drive and before the wastegate provisions were made:

    A run down of each gear (psi vs rpm) rounded to the nearest .5psi and 50 rpm
    3rdfull.JPG
    3rd:
    5---2500
    10--2900
    15--3150
    20--3250
    25psi--3400rpm


    4thfull.JPG
    4th:
    5---2350
    10--2650
    15--2800
    20--3000
    25psi—3100rpm


    It was a pleasant surprise when there was no change in spool after the wastegate provisions were added with careful profiling of the center divider to match the base of the wastegate valve. Boost crept up to 20psi at high rpm but that wasn’t much of an issue when the goal only started there. 25psi was settled on with only four 1000cc injectors and its maiden pass was at Summit Motorsports Park for the Buschur Racing DSM and Evo Shootout in 2010 resulting in [email protected], far exceeding the expectations at that boost level and on street tires. 10’s were a real possibility and hadn’t been done before on an HX35 at that time.

    Later passes resulted in high 10’s on street tires and a best of 135.9 mph at 30psi. A dynojet showed a very healthy power curve peaking at 511whp at the same 30psi. That graph overlaid with its previous, and healthy, 300whp+ 14b setup was eye-opening in just how little low end the turbo and manifold gave up and the monstrous bump in power and torque from 4,000rpm on. All with the exact same stock 6 bolt longblock, cam combination, and a stock intake manifold. While the 14b setup was extremely fun, it was hard to compare to the HX35 after 3500rpm and its extremely broad power band.

    14b vs HX35 Twin Scroll HP.jpg

    Going with an automatic transmission was always on the bucket list. The big question was if it would be able to light up the stock converter and launch at all. At the time, many people were under the belief that this was out of the question in anything larger than a 16g. Immediately after everything was drivable, and even before the intercooler pipes were made, a hot pipe was made using semi radiator hose and scrap bends to connect the turbo directly to the throttle body. A dark rainy night and an empty parking lot sent more boost into the engine than the brakes could handle within seconds. The turbo came alive quickly enough to easily exceed 30psi on the line with the stock converter. So not only could it get on the stall with the stock converter, it left plenty of headroom to pull timing in order to kill torque on the line to keep parts alive, and quickly ramp into full boost once the brake was released. By using this approach, the car went consistent mid 1.3’s without nitrous and without breaking parts (19 psi, between -5 and -7* of timing, and keeping below 3200rpm on the brakes for that setup for those wondering). This was after a steep learning curve and many broken drivetrain components trying to get too aggressive and actually going slower. The setup eventually went [email protected] at 38psi peak tapering back to around 30psi as airflow levelled off with the HX35 compressor. It could get on the stock converter soon enough, usually less than 5 seconds depending on the air quality, to be an aggressive competitor in local track events. Surprisingly, even as an auto car not set up for autocross, it was still extremely enjoyable and competitive. After the eventual upgrade to the 60mm HX40 compressor wheel, the setup still went rounds, and got up on the stall quickly and efficiently to win a pro-tree event.

    2010 HX35.jpg

    Now referred to as “The Auto Car” since we have so many red ones, the setup has constantly been tweaked and changed but after 7+ years, the manifold is what defines it. It’s what has made it an incredible street car – manual and auto, with very basic supporting modifications – that still lays down some damn good times for a 54mm turbo at the track.

    One of the natural progressions after taking over the Evo and DSM side of things for Ron Shearer at Shearer Fabrications was to replicate the manifold that has served and performed for all these years showing what the twin scroll housing is capable of. There were many occasions after building the first where people were interested purchasing but the amount of time involved made it simply not feasible. Even with time being put full-time into building manifolds and now having the tools to do so efficiently, the twin scroll T3 manifold doesn’t follow typical manifold fabrication approaches - requiring over 15 separate fixtures and guides to make it consistently repeatable and true to its form. Small updates were made to allow smoother transitions, equalize runner lengths, step up to a larger 44mm MVR wastegate (still just one well-placed wastegate divided and profiled up to the valve’s seat), and optimize the placement for all turbine housing options including being 2g 7-bolt friendly. The end result is a compact true twin scroll T3 manifold that puts function over form and area under the power curve.

    We are working on a hot parts and installation kit for this, as well. Production will be begin on November 13. The price for the manifold is $1249
    http://morrisonfabrications.com/product/dsm-twin-scroll-t3/

    IMG_0254.jpg
    IMG_0266.jpg
    IMG_0257.jpg
    IMG_0268.jpg



    There is a lot of time in the details and we don’t sacrifice any quality or make compromises for the sake of price. We take our time on each piece, making sure everything is completely satisfactory and we will never rush anything because at the end of it, quality is of the utmost importance as it is an investment in the future, performance and efficiency, and being able to experience the full potential of your setup.

    As Benjamin Franklin once said, “The bitterness of poor quality remains long after the sweetness of low price is forgotten.”

    If you are interested, here is the original thread created by Mr Peepers: http://www.dsmtuners.com/threads/my-story.405768/

    Facebook: https://www.facebook.com/MorrisonFab1/
    Instagram: @MorrisonFab
     
    Last edited: May 23, 2018

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  2. Maxthepersonz

    Maxthepersonz Supporting VIP

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    I want one so bad! Awesome work here
     

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  3. GSXbooster

    GSXbooster Supporting Member

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    I definitely want one too! Such an amazing design and beautiful piece. Fantastic job!
     

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  4. familyMAN

    familyMAN Proven Member

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    When is the T4 TS coming that has space to fit an S400 bottom mount? :D
     

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  5. Vegas smith

    Vegas smith Proven Member

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    Nobody here runs a turbo that small. Sorry.
     

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  6. MorrisonFab

    MorrisonFab Supporting Vendor

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    We are nearly ready to begin gathering data on this iconic piece.

    Excuse the blurry photo from cold shaking hands! :)

    23561594_1649973241728577_2388754326361721863_n.jpg
     

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  7. Vegas smith

    Vegas smith Proven Member

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    What do the short runners do?
     

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  8. iugrad92turbo

    iugrad92turbo Supporting Member

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    I'm curious to.
     

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  9. MorrisonFab

    MorrisonFab Supporting Vendor

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    Do you mean small (diameter) runner?
     

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  10. iugrad92turbo

    iugrad92turbo Supporting Member

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    For me yes diameter.
     

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  11. MorrisonFab

    MorrisonFab Supporting Vendor

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    Ah, glad you asked! We have a long winded response ;)

    The small runner stuff (1.25" NPS, 1.44" actual ID for sch10) hasn't gained the ground that we think it should have. And it makes sense why it hasn't...
    The port size better matches the more typical larger (1.5" NPS, 1.68" actual ID for sch10) runner size, so a transition smaller after the exhaust port feels awkward, the bigger is better mindset is strong, and aesthetically, the small runner stuff just looks a little scrawny next to a large runner manifold.
    The transitions also get even more important when you start to deal with the small runner stuff, and it typically ends up costing more to make, as well as often being more difficult to weld and fabricate.

    But, if you get it right, you can end up with a setup that is efficient up to ~750whp (although many have pushed it further) with excellent response and an extremely strong midrange, often giving up little to no top end vs a large runner manifold. We often don't recommend a large runner manifold until the 700+ range (depending on displacement, rpm range, and purpose) to avoid the risk of making the setup lazier than it needs to be without making up for it up top. This is also why we've made the small and large runner stuff the same price (even though the small runner ends up being more costly and difficult) so people make their decision based on what's best for their setup and not cost.

    So, to the question, the small runners have a smaller cross section, increasing the velocity, and resulting in a stronger exhaust pulse. Skipping a lot of the details, the stronger pulse results in a stronger midrange, quicker spool/lower boost threshold, and better response. There is of course a trade-off with overall flow, blowdown, backpressure, etc. but that's where the horsepower goal comes in and what your priorities are. In the case of this manifold in particular (T3 twinscroll), the small runner matches the individual turbine inlet almost perfectly, and it doesn't make sense to us to have a larger runner in this application. Especially considering the (lower) flow potential of a twin scroll T3 footprint to begin with vs an open T3. From what we have seen, a large runner twin scroll T3 ends up spooling considerably later.
     

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  12. Vegas smith

    Vegas smith Proven Member

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    Would you say that most tubular manifolds on the market, whether it be custom or shop brand, are large runner?
     

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  13. MorrisonFab

    MorrisonFab Supporting Vendor

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    The large runner (1.5" pipe size) outnumbers the small runner by a significant margin.
     

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  14. 19gsx91

    19gsx91 Proven Member

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    Any chance at a group buy!? I've been bugging you guys about this for a while. Got the money together to get one.. but I know if I order it now I'm going to want to put it on as soon as I get it and my current schedule won't allow for it. so I will be ordering one either way come fall when the car goes off the road.. but never hurts to ask ahead of time ;)
     

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  15. MorrisonFab

    MorrisonFab Supporting Vendor

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    Hey Joe!

    As we are just a husband and wife doing what we love, a group buy is very unlikely on something like this. Thank you for asking, though!

    p.s. Photos updated ;)

    Cheers!
     

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  16. 1990TSIAWDTALON

    1990TSIAWDTALON Moderator

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    Ok Matt, does Sam do the welding or you? Or both? :p
    It comes out "pretty" LOL.
     

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    95eclipser Proven Member

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  18. MorrisonFab

    MorrisonFab Supporting Vendor

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    We both weld :) And thank you!!

    Great question, thank you! Our forward facing is certainly much different than most other offerings.

    image010.jpg

    Our forward facing T4 has extremely direct routing from the exhaust port to the turbine housing- about two bends per runner and it's into the collector. It's main purpose is to effortlessly and efficiently make power.

    image012.jpg
    It's also moved forward a good amount; not only to fit GT42 and S400 frame turbos, but to give plenty of room for an unobstructed down pipe from the turbine housing.
    While most of our offerings are geared towards street driving, the direct placement is best suited with a water-to-air intercooler or ice box. Could you still drive it on the street? Hell yeah! But it's still something that makes more sense for a drag car than your typical street car.
     
    Last edited: May 23, 2018

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