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Senior Member
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Discussion Starter #1
Just wondering... oh, and equal length tubes also so temps are consistent accross all cylinders.

Would they do any of the following?:

1. Lower EGTs?
2. Improve Bottom end Torque?
3. Improve Spool-up Time?
4. Other?

How difficult is it to fabricate/produce these headers compared the shorter tube or un-equal length headers...if there's a benefit of course.
 

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The RPS header is long tube for those reasons (not sure about lower EGT's, thought).

It also sounds good, IMO.

Too bad the quality control is so spotty.
 

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Discussion Starter #3
Just wondering why SP and PHR aren't developing a long-tube header...maybe the first one may have a clear advantage since both headers today are very similar.

Something that makes you scratch your head and say hmmmm.....

Anyone have strong convictions about long-tube, equal length headers????
 

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Perhaps the shorter tubes make more power on the top end with large turbos, or they may be easier to fabricate, or some combination of the two.

As far as I know, the HKS, PHR and SP headers have larger diameter tubes than the RPS, although shorter.

At least in the world of intake mainfolds this (short, large diameter tubes) is the construction you find when higher RPM power is desired more than low end. I don't know if the same trade-offs apply when we are talking about turbo headers.

Rob Smith of RPS is nothing if not a really smart and talented guy when it comes to the ins and outs of turbcoharged motors. His racing experience with Nissan can not be matched by any of his competitors, so I am not quick to discount his design.

(RPS sure sounds like they need better customer service and QA, however. Not an uncommon situation when a technical genius is trying to be a business man also)
 

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I think PHR uses the HKS header, and SP copied the HKS header because of RPS's PR problems.

Why not just ask SP? They switched from RPS to HKS, they should be able to tell you the differences. I'm sure if they had thought RPS's header offered better power, they would have copied that. From what I have seen, there really isn't much of a difference between the RPS, GReddy and HKS headers, except the quality of the GReddy and HKS is better.
 

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As stated above, the unequal length sacrifice top end power. Just by switching headers we gained around 30rwhp a while back. Unequal length works great for cars like Z's that don't have to worry about top end power. ;)

Later,

Dusty
 

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Discussion Starter #7 (Edited)
Good points...!

What turbo header designs are run on other turbo-charged *race* cars?

Does anyone have any engine pictures links of different turbo header designs?

It looks like the problems were with the older header...the new one may have better fitment and not crack.


Lagtime said:
Perhaps the shorter tubes make more power on the top end with large turbos, or they may be easier to fabricate, or some combination of the two.

As far as I know, the HKS, PHR and SP headers have larger diameter tubes than the RPS, although shorter.
QUOTE]
 

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Senior Member
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Discussion Starter #8
Hey Dusty!

What about bottom end power? And EGT's? Any difference?

Oh...do you have any comparison dyno sheets!!!! Pleeeezz! Or just RPS dyno sheets...I'll get the others!

Thanks!


V8 Killer said:
As stated above, the unequal length sacrifice top end power. Just by switching headers we gained around 30rwhp a while back. Unequal length works great for cars like Z's that don't have to worry about top end power. ;)

Later,

Dusty
 
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