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Old 04-06-2011, 03:03 PM   #126
wil06STI
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Quote:
Originally Posted by Phatron View Post
cant find anything on txs' site....

gotta save those links so you dont have to search again
The first link below is a pdf of Turbo XS that has info about the adapter. The second link is the link for the one that KillerB posted a picture of. Also, a shop in CT that i know the owner created one for a twinscroll Gt30R for a customer very similar to this but for twinscroll. With this option i should sale my FP Red that i just got rebuilt and get a rotated 35R, downpipe and rotated intake and go rotated for good.

http://www.turboxs.com/shop/attachme..._attachment=15

http://www.iwsti.com/forums/engine-p...-adaptors.html


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Last edited by wil06STI; 04-06-2011 at 03:13 PM.
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Old 04-06-2011, 10:35 PM   #127
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^ Yep. Sti-lin also makes them with and without EWG too.
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Old 04-06-2011, 10:36 PM   #128
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I think Greddy makes one too. Or, they did for a while.
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Old 04-06-2011, 10:58 PM   #129
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I think that for the cost of those flanges and the labor to weld it up, you might as well just have a rotated uppipe made.
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Old 04-07-2011, 08:29 AM   #130
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Quote:
Originally Posted by aboothman View Post
I think that for the cost of those flanges and the labor to weld it up, you might as well just have a rotated uppipe made.
For me is probably better to buy this because i have an APS headers and the only way i can get and uppipe to work with a T3 will have to be custom i think. But if you have a regular two bolt flange uppipe you can probably buy an uppipe for the same price that this part will cost. So it depends on what you have.

Last edited by wil06STI; 04-07-2011 at 08:55 AM.
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Old 04-07-2011, 04:10 PM   #131
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i saw the price and it is not bad considering how good it looks. i was thinking of making my own but after i saw how nice it looks i think i will just save my time and troubles and buy one.
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Old 04-09-2011, 12:31 PM   #132
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I would buy the adapter too. Plus they are available with and without EWG too
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Old 09-16-2011, 12:00 AM   #133
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I have a stock exhaust manifold, i think a stock up pipe. Stock Turbo, catless DP and invidia n5 catless race exhaust. I am running an OTS Cobb stage 2 map and an SPT intake. If I buy your headers what things would I need to change?

P.S. I am running your oil pan and oil pick up such great products.
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Old 09-16-2011, 09:04 AM   #134
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Our header includes the manifold and up-pipe. It comes with the v-band clamp, but for the install you would need to provide the gaskets and if you had any frozen turbo studs you might want to grab some of those too.

If you are running a thicker radiator you'll need to trim a plastic boss off the radiator fan shroud (I'm told they are used on the auto), but everything else fits no problem.

We've been having trouble keeping these on the shelf and right now we are waiting on stock to come in from the mill (321 stainless is not run very often), so there is ~4 week wait time and there's already a list started.
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Old 09-16-2011, 12:44 PM   #135
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Quote:
Originally Posted by GuamSTI View Post
I have a stock exhaust manifold, i think a stock up pipe. Stock Turbo, catless DP and invidia n5 catless race exhaust. I am running an OTS Cobb stage 2 map and an SPT intake. If I buy your headers what things would I need to change?

P.S. I am running your oil pan and oil pick up such great products.
Hey KillerB, for a VF turbo setup like above is your header/uppipe an appropriate choice, or is it sized & intended for bigger turbos? Seems the VF turbos are easy enough to max out on the top end, and if going bigger on the headers loses a little spool I imagine the gains could be a wash.
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Old 09-16-2011, 01:28 PM   #136
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Quote:
Originally Posted by northman View Post
Hey KillerB, for a VF turbo setup like above is your header/uppipe an appropriate choice, or is it sized & intended for bigger turbos? Seems the VF turbos are easy enough to max out on the top end, and if going bigger on the headers loses a little spool I imagine the gains could be a wash.
Absolutely. The header was designed for OEM located turbos, including the OEM VFs. Obviously the turbo size is what determines maximum power, but if you are tuned you should gain spool.

Here's a car that went from almost stock (cat-back) to a stage II+ our header. As you can see the power down low increased significantly, as did power everywhere in the rev range. On the street the responsiveness was night and day.

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Old 09-16-2011, 04:16 PM   #137
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not denying what you are saying, but there is a big difference between a tuned car and an untuned car, with no header swap, so it is a hard sell to place all the gains due to the header.

I would like to see the same comparison with a tuned stage 2 vs a tuned stage 2 with header, anything like that in your archives?
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Old 09-16-2011, 07:44 PM   #138
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What I was trying to point our was the responsiveness compared to the OEM UEL manifold. Many have been misinformed that you loose low end going with EL, which the graph obviously disputes.

Here's a graph I found real quick. It's same year, same mods different cars different day (5 days apart) and both with OTS stage II tune. The only difference was the Killer B Header.



I could not find a tuned vs. tuned with the OEM VF turbo (only aftermarket turbos), but I did find one with OTS vs tuned. It definitley shows how much Cobb's OTS maps have improved since the early days.

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Old 01-24-2012, 08:14 AM   #139
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I was recently asked if anyone else had tested these headers on an aftermarket turbo. Here is a test and review by YimiSports with a Synergy Turbo TD06-20G 8cm...

LINK TO REVIEW

and to those that only care about plots...

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Old 01-24-2012, 10:39 AM   #140
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Hmmmm... With the Cosworth cams my low-end torque is weaker than anticipated, looks like this might be a good option to help right that.
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Old 01-24-2012, 10:42 AM   #141
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Quote:
Originally Posted by DroppedClutch View Post
Hmmmm... With the Cosworth cams my low-end torque is weaker than anticipated, looks like this might be a good option to help right that.
Make it happen old man. I'm looking to get one as well.
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Old 01-24-2012, 11:11 AM   #142
KillerBMotorsport
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We finally have some decent pics too...







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Old 01-24-2012, 12:30 PM   #143
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Very nice!!
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Old 01-24-2012, 01:43 PM   #144
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The headers look nice and seem to perform pretty well....The gains across the powerband seem to be pretty consistant....Just makes me wonder how much better the gain would be on a decent size turbo, say a 35 or 37r....It would probably be pretty considerable....
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Old 01-24-2012, 03:47 PM   #145
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did the design change from the first batch seems like it did a bit collector looks smaller now
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Old 01-24-2012, 04:00 PM   #146
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Trimmed a tiny bit from the length where it's formed round to match the secondary, but besides than nothing else has changed. Good eye!
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Old 01-24-2012, 04:16 PM   #147
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whats the benefit of this more space ?
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Old 01-24-2012, 09:20 PM   #148
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^ yes a tiny bit more.
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Old 01-26-2012, 11:00 AM   #149
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TIC and I still want large diameter versions

Chris, do you plan to do this anytime soon or want to guinea pig? Or should I just go ahead and bite the bullet and do it myself?
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Old 01-26-2012, 11:27 AM   #150
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No plans for that. While it does increase low RPM VE/scavenging, I've never seen a large diamater setup that carries that power up high into the revs. Not dropping names, but the popular one right now has big torque and then dies. It's become popular because of the torque gains, but I don't know anyone who likes shifting at 5,000 RPMs to 'stay in the power'. From what I've seen total area gained unter the curve is not stellar.

With a larger turbo, smallish A/R, and relatively low boost maybe that power band creeps upward, but I don't see it being maintained anywhere near the 8,000+ RPMs where you guys are considering.

Just my opinion of course

We can certainly talk about rights to the design or how to work around the details of the patent. Physically, going to larger primaries/secondaries will push the header forward to maintain proper bend radius, plus the collector length grows too. On GDs there's little-to-no room to spare, but on GRs it may be doable.
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