Slant *        6        Forum
Home Home Home
The Place to Go for Slant Six Info!
Click here to help support the Slant Six Forum!
It is currently Fri Jun 02, 2023 7:52 am

All times are UTC-07:00

Post new topic  Reply to topic  [ 4 posts ] 
Author Message
PostPosted: Sun Oct 18, 2020 11:20 am 
Turbo EFI
User avatar

Joined: Fri Dec 30, 2005 2:49 pm
Posts: 1148
Location: Houston, TX
Car Model:
I'm design a new header for the Race Dart that will go directly from the head to a T3 flange. My preference is to keep it as compact as possible and not worry about keeping the individual runners equal length. I assume the whole idea of phasing your exhaust pulses becomes pretty unnecessary because the back pressure is dominated by the effect of the turbo, but I don't really know. We're using a pretty damn big turbo (WH1C), and spool-up time is a concern. Would there be a significant benefit to matching the runner lengths?

Somehow I ended up owning three 1964 slant six A-bodies. I race one of them.
Escape Velocity Racing

PostPosted: Sun Oct 18, 2020 11:28 am 
Turbo Slant 6
User avatar

Joined: Sat Sep 13, 2014 8:25 am
Posts: 769
Location: Springtucky OR
Car Model:
It's my opinion that header lengths don't really matter. As you said, the drive pressure negates any scavenging effect from the header pipes. As I recall, if your turbo has a twin scroll turbine housing it's beneficial to feed 1,2 & 3 into one side and 4, 5 & 6 into the other.

--> Check out my FI Turbo build <--
--> And the race truck build project <--
--> The Diesel Corvette <--

PostPosted: Sun Oct 18, 2020 1:28 pm 
Board Sponsor & Moderator
User avatar

Joined: Mon Oct 21, 2002 11:08 am
Posts: 15983
Location: Blacksburg, VA
Car Model:
Yep, I would not worry. Clustering cyls like Procycle says could help if you have a two-hole hot side input flange on the turbo.


"You mean you still have a Slant 6 in that thing?"

PostPosted: Mon Oct 19, 2020 11:31 am 
EFI Slant 6

Joined: Thu Apr 18, 2019 7:57 am
Posts: 283
Location: Lawrenceville, GA
Car Model: 1966 Dodge Dart
The exhaust in a turbo car is at much higher pressure than in a normal header, and so the velocity is a lot lower. I haven't seen many dyno results firsthand, but I've heard turbo engine builders claim that the primary concern they have with header design is short tube length over equal length or even tuning the tubes to an optimum length.

Matt Cramer
1966 Dodge Dart turbo / EFI project

Display posts from previous:  Sort by  
Post new topic  Reply to topic  [ 4 posts ] 

All times are UTC-07:00

Who is online

Users browsing this forum: No registered users and 4 guests

You cannot post new topics in this forum
You cannot reply to topics in this forum
You cannot edit your posts in this forum
You cannot delete your posts in this forum
You cannot post attachments in this forum

Search for:
Jump to:  
Powered by phpBB® Forum Software © phpBB Limited