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Old 10-20-2010, 09:47 AM   #26
Homemade WRX
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Quote:
Originally Posted by gkstar View Post
I have a GP-Moto, looks exactly like the QTP and in MAIC area if you would like to borrow for measurement purposes. Hit me up on PM.
I'm game. Shooting a PM to you.
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Old 10-20-2010, 03:46 PM   #27
KillerBMotorsport
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This thread looks familiar for some reason. hmmmm

1. Killer B MOtorsport
2. Holy Header 4-1
3. V-Band. There is no substitute!
4. We don't need no stinking gasket (see 3.)
5. 1.5" matches exhaust ports
6. 1.75" matches all OEM location turbo inlets
7. Equal Length
8. See Below
9. Fits OEM oil pan and Killer B Motorsport Oil Pan for certain
10. 321 Stainless Steel .065" thick
11. Install is about the same for any header/up-pipe install. See Dyno charts below. Lifetime Warranty
12. Cost






Testing done at EFI Logics.

+27hp
+8ft/lbs




Testing done at Epic Motorsports

OTS Stage II with OEM Header vs OTS Stage II with Killer B Motorsport Header

Stage II mods: Cobb AP, Megan Catt-Back, Invidia Catted DP, K&N Typhoon Intake, and Killer B Motorsport Header/up-pipe

+25hp
+18ft/lbs


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Old 10-20-2010, 07:30 PM   #28
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Looks nice Killer, are those available yet?
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Old 10-20-2010, 08:23 PM   #29
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Quote:
Originally Posted by Boost! View Post
1. brand: Covert Performance
2. model:Good question. Custom?
3. flange or v-band design connecting to up pipe, if flanged how many bolts: 3 bolt flange.
4. type of gasket if flanged: OEM at the 3 bolt to up pipe, Remflex in between the 3 bolt flange and the heads.
5. inner diameter of primaries: BIG
6. inner diameter going to the up pipe: BIG
7. equal/unequal lenght or other configurations: Equal Length
8. pics of the said headers: See below.
9. clearance with aftermarket oil pan if info is available: Not sure, still use the OEM pan, but there is plenty of clearance and don't see why it wouldn't clear after-market pans.
10. tube material and thickness if available:SCH40
11. short review about installation, performance and durability if available: Installation was a pain in the ass. Performance is TOP NOTCH. Gained a lot of hp/tq in the mid range area. Durability is also extremely good!
12. design flaw/weakness in your opinion: Heavy as hell! A little complicated taking on and off. 1 piece design provides no flex point, which is not good.


What does that cost and who do I call about getting one?
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Old 10-20-2010, 09:30 PM   #30
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Quote:
Originally Posted by illmatic View Post
Looks nice Killer, are those available yet?
Yes, but the first batch is almost all gone.
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Old 10-20-2010, 11:10 PM   #31
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Quote:
Originally Posted by KillerBMotorsport View Post
This thread looks familiar for some reason. hmmmm

1. Killer B MOtorsport
2. Holy Header 4-1
3. V-Band. There is no substitute!
4. We don't need no stinking gasket (see 3.)
5. 1.5" matches exhaust ports
6. 1.75" matches all OEM location turbo inlets
7. Equal Length
8. See Below
9. Fits OEM oil pan and Killer B Motorsport Oil Pan for certain
10. 321 Stainless Steel .065" thick
11. Install is about the same for any header/up-pipe install. See Dyno charts below. Lifetime Warranty
12. Cost
ej20 pan too, or just 255 and 257?
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Old 10-20-2010, 11:46 PM   #32
KillerBMotorsport
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^ Any EJ25 pan... but that's the pan you should have anyway
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Old 10-21-2010, 12:30 AM   #33
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Quote:
Originally Posted by KillerBMotorsport View Post
This thread looks familiar for some reason. hmmmm

1. Killer B MOtorsport
2. Holy Header 4-1
3. V-Band. There is no substitute!
4. We don't need no stinking gasket (see 3.)
5. 1.5" matches exhaust ports
6. 1.75" matches all OEM location turbo inlets
7. Equal Length
8. See Below
9. Fits OEM oil pan and Killer B Motorsport Oil Pan for certain
10. 321 Stainless Steel .065" thick
11. Install is about the same for any header/up-pipe install. See Dyno charts below. Lifetime Warranty
12. Cost



Testing done at EFI Logics.

+27hp
+8ft/lbs




Testing done at Epic Motorsports

OTS Stage II with OEM Header vs OTS Stage II with Killer B Motorsport Header

Stage II mods: Cobb AP, Megan Catt-Back, Invidia Catted DP, K&N Typhoon Intake, and Killer B Motorsport Header/up-pipe

+25hp
+18ft/lbs
Any plans on coming out with your own rotated kit?
I would think the vband would make it rough for people who want to use this with a rotated kit.
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Old 10-21-2010, 02:25 AM   #34
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My TurboTrix Racing TwinScroll t4 header



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Old 10-21-2010, 02:47 AM   #35
AdamBOMB_STi
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1. my brand: BM ENGINEering
2. first model ever
3. 2.25" vibrant v-band
5. 1.6" I.D. for primaries
6. 2.1" I.D. uppipe
7. ~equal length
10. 1.5" Sch10 stainless
11. fits damn well, port matched to p&p heads
12. no flaws as of yet, we'll see as time goes on.








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Old 10-21-2010, 10:13 AM   #36
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stop advertising that your port matched your ehxaust side!! THAT IS NOT DESIRABLE. A slight step is unless you have a stepped primary which NONE of these have...

Just show's that who ever ported the heads didn't have all the info (having the manifold in hand) or their newbieness is showing.

In theory matching is bad and on any dyno test (NA, supercharged and Turbo) a stepped head/manifold, with exhaust flow trade off(slightly lower on the bench), has prevailed...reversion is a bitch and velocity out of the cylinder is good

Last edited by Homemade WRX; 10-21-2010 at 10:18 AM.
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Old 10-21-2010, 11:15 AM   #37
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Quote:
Originally Posted by Homemade WRX View Post
stop advertising that your port matched your ehxaust side!! THAT IS NOT DESIRABLE. A slight step is unless you have a stepped primary which NONE of these have...

Just show's that who ever ported the heads didn't have all the info (having the manifold in hand) or their newbieness is showing.

In theory matching is bad and on any dyno test (NA, supercharged and Turbo) a stepped head/manifold, with exhaust flow trade off(slightly lower on the bench), has prevailed...reversion is a bitch and velocity out of the cylinder is good
You're absolutely right! I am a newbie when it comes to building headers and porting. That is why I didn't boast that my header will work or not. I did this recent setup based on theory and some key DATA that I used from my old unequal rotated kit and stock port cylinder heads. I reached a plateau on power due to the stock port heads and decided to do something a bit different. I'm not gonna sit here and bench race with you on what is gonna work and what isn't. How about I just show you what my car does on the dyno and track, good or bad!?
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Old 10-21-2010, 11:55 AM   #38
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Wow, simmer down and fair enough but I'd consider that a design compromise, assuming you found out that the exhaust port itself was the choke point (not flow through the valve or previous exhaust manifold) I'm not knocking you and the manifold does look quite nice! I've just seen that posted TOO many times and I'm starting to think people think it's the right thing to do.

I'm not bench racing, just trying to inform any readers.

Heck, even the engines we pump out here at work have some step to their manifold...then again they run 40+ psi out of the box and at times some some pretty steep manifold pressure ratios.
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Old 10-21-2010, 11:56 AM   #39
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1. brand: Lachute Performance
2. model: Twin Scroll manifold
3. flange or v-band design connecting to up pipe, if flanged how many bolts: 3 bolt OEM style Flange
4. type of gasket of flanged: OEM manifold gasket
5. inner diameter of primaries: unknown
6. inner diameter going to the up pipe: twin scroll
7. equal/unequal lenght or other configurations.: equal
8. pics of the said headers: below
9. clearance with aftermarket oil pan if info is available: unknown
10. tube material and thickness if available: un known
11. short review about installation, performance and durability if available: Install is no major task standard as with any manifold.
12. design flaw/weakness in your opinion: none seen the manifold has been flawless for 2 years of track days and daily beatings.














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Old 10-21-2010, 08:06 PM   #40
stav05sti
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Wow the Lachute header is posting some ridiculous numbers on stock turbo.
+32HP +40TQ?! I have not seen better numbers before this header! Spool is not too impressive yet again I have not seen any other header to a better job with that when comparing stock to stock with just a header upgrade.
May I ask where you got them from because Lachute does not offer them on their site.
Thanks for your time.
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Old 10-21-2010, 10:04 PM   #41
KillerBMotorsport
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^ You have to be careful how you look at "posted" numbers. From what I've learned most manufacturers post thier gains based on the maximum before/after where the differences are largest, rather than peak before/after. Maybe we should do the same instead of peak vs. peak to make the numbers look bigger, lol. I know most already know this, but area under the curve is what you're looking for.
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Old 10-22-2010, 01:31 AM   #42
AdamBOMB_STi
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Quote:
Originally Posted by Homemade WRX View Post
Wow, simmer down and fair enough but I'd consider that a design compromise, assuming you found out that the exhaust port itself was the choke point (not flow through the valve or previous exhaust manifold) I'm not knocking you and the manifold does look quite nice! I've just seen that posted TOO many times and I'm starting to think people think it's the right thing to do.

I'm not bench racing, just trying to inform any readers.

Heck, even the engines we pump out here at work have some step to their manifold...then again they run 40+ psi out of the box and at times some some pretty steep manifold pressure ratios.
With all due respect, you came at me rather hostile and pessimistic. I simply posted up my header specs and pics, next post is a guy busting my chops about my header being port matched and the lack of velocity blah blah blah it won't create. Come to the think of it, the header isn't fully port matched, it prolly has an 1/8" step. LOL

Last edited by AdamBOMB_STi; 10-22-2010 at 01:43 AM.
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Old 10-22-2010, 10:19 AM   #43
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Quote:
Originally Posted by AdamBOMB_STi View Post
With all due respect, you came at me rather hostile and pessimistic. I simply posted up my header specs and pics, next post is a guy busting my chops about my header being port matched and the lack of velocity blah blah blah it won't create. Come to the think of it, the header isn't fully port matched, it prolly has an 1/8" step. LOL
Yeah, I can see how that is taken...not the intentions.

So your exhaust ports are still an 1/8" smaller than the ID of the exhaust manifold? If so, sweet!
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Old 10-22-2010, 01:10 PM   #44
jnorth85
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Quote:
Originally Posted by stav05sti View Post
Wow the Lachute header is posting some ridiculous numbers on stock turbo.
+32HP +40TQ?! I have not seen better numbers before this header! Spool is not too impressive yet again I have not seen any other header to a better job with that when comparing stock to stock with just a header upgrade.
May I ask where you got them from because Lachute does not offer them on their site.
Thanks for your time.
I ordered the manifold direct from Lachute, ive had it for about 2 years now.

Quote:
Originally Posted by KillerBMotorsport View Post
^ You have to be careful how you look at "posted" numbers. From what I've learned most manufacturers post thier gains based on the maximum before/after where the differences are largest, rather than peak before/after. Maybe we should do the same instead of peak vs. peak to make the numbers look bigger, lol. I know most already know this, but area under the curve is what you're looking for.

FWIW:

Here is my Dyno plot, this is a stage 2+ on 91oct. most stage 2 cars with the same mods make around 280whp..
My car is now on a DOM3 XTR

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Old 10-22-2010, 01:20 PM   #45
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^ I'm curious, what are your mods?
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Old 10-22-2010, 02:57 PM   #46
jnorth85
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APS Turbo back
Lachute Manifold
TGV Deletes
DW 850CC injectors
APS Fuel rails
APS 65mm CAI
Grimm speed BCS
Cobb AP V2

Thats it!
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Old 10-22-2010, 03:48 PM   #47
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That's interesting. Does anyone know the difference (typically) in 91 vs 93 power levels, and conversion factor beween Mustang & Dynojet readings? Too many variables to comapre? Maybe I'm getting too off topic here.


This car only has K&N Intake, Helix catted DP, Megan Cat-Back, Walbro and of course the Killer B Header. Which is a lot less than your stage II-PLUS but shows a lot more torque and not much less HP.

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Old 10-22-2010, 03:59 PM   #48
jnorth85
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the differance between 91 and 93 octane is HUGE ive seen as much as 20-30whp/tq variables.

you also have to take tunign styles into consideration.. Jorge generall tunes cars pretty "flat" and does not shoot for any spikes in torque.. here is my 91 oct tune on the DOM3
it is fairly low in the power dept due to the turbo being under its optimum boost level..
the 91 oct really limits the power delevery.

Over the winter I plan on running a set of ID2200 injectors and converting to E85 Between the 91 oct and E85 I should pick up nearly 100whp


Last edited by jnorth85; 10-22-2010 at 04:04 PM.
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Old 10-22-2010, 07:00 PM   #49
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Quote:
Originally Posted by jnorth85 View Post
Look at that graph!! So you are at full boost by 3k and holding strong till about 5.5k on the HP curve with the TQ curve giving you a max at about 5.5k and holding till about 7k? Or do I have the TQ and HP graphs mixed up?
If I'm right then you can def. get an earlier boost on TQ by using 93 octane or methanol.
That graph tells me that your car is extremely fun to drive and daily driveable.
Idk what happened with the second graph you posted besides the boost level but it is nowhere near as good as this one.

Last edited by stav05sti; 10-22-2010 at 07:08 PM.
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Old 10-22-2010, 07:11 PM   #50
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Originally Posted by KillerBMotorsport View Post

Please help me understand this graph. So which run is with your header? Am I looking at the solid red (HP) and solid blue curves (TQ)?
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