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Old 05-13-2005, 10:45 AM   #51
cdvma
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Ken you HAVE to get this car on a dyno...
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Old 05-13-2005, 04:54 PM   #52
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Would getting the interior extrude honed have helped or is that prohibitively expensive?
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Old 05-13-2005, 05:22 PM   #53
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Quote:
Originally Posted by strohausii
Would getting the interior extrude honed have helped or is that prohibitively expensive?
Depends on if you call $425 prohibitively expensive?
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Old 05-13-2005, 06:09 PM   #54
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the problem with extrude and hone is not the price, its the quality. Originally deadbolt had worked out a deal with extrude and hone. However, after the first test pipe was sent, jerry said the results were bad and decided not to affiliate with them.

And coolcougar, your manifold is in the works
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Old 05-19-2005, 04:11 PM   #55
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Old 05-19-2005, 06:38 PM   #56
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Quote:
Originally Posted by Davenow
If so, then yes, ported stock manifolds work WAY better than aftermarket headers.
Ok Dave, I've been reading up on headers and I was wondering if you could explain this one to me. I know the stock headers are cast iron so they will retain heat and spool up faster than aftermarket headers. If the airflow from P&P'ing is similar to that of an aftermarket header, then do these two attributes combine to make the P&P of the stock header a much better option?

What about wraps and/or heat coating to help retain heat on the aftermarket headers?

What about P&P'ing aftermarket headers (such as the Gruppe-S) and heat wrapping those. Would you still say a P&P'd stock header would be superior to this route?
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Old 05-20-2005, 12:49 AM   #57
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Quote:
Originally Posted by popcrux
If the airflow from P&P'ing is similar to that of an aftermarket header, then do these two attributes combine to make the P&P of the stock header a much better option?
Just from looking at my oem and my gruppe s manifolds, I dont think you could even get close to aftermarket no matter how much you port the oems.
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Old 06-22-2005, 12:20 PM   #58
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Any update ? Still looking good ? pics ?
about to install my P&Ped manifolds.
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Old 06-22-2005, 12:50 PM   #59
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looks great ron.

foil still on, protecting the wrap very well.

i'm working on a web page w/some pics as i type this... gimme a few minutes and it'll be up..
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Old 06-22-2005, 12:55 PM   #60
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here we go:



full page of pics here:
http://ken-gilbert.com/wrx/porting2/porting2.htm
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Old 06-22-2005, 01:14 PM   #61
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Thanks ! Looking good !
Just one question, any problem using stock heat shields over wrapped manifolds ?
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Old 06-22-2005, 02:07 PM   #62
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that looks thight
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Old 06-22-2005, 03:42 PM   #63
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Quote:
Originally Posted by ronf
Thanks ! Looking good !
Just one question, any problem using stock heat shields over wrapped manifolds ?
ron,

the only issue i can think of is that the mounting tabs for the oem metal heatshields on the collectors are in the way of a clean wrap job. removing them made complete coverage MUCH easier.. even possible. you can see in my old manifold pics how there was a lot of exposed cast iron left after wrapping w/the tabs in place.

in my case, that was a factor--as well as the fact that i couldn't find the oem heatshields!

as luck would have it they turned up recently.. but certainly the solution i implimented is lighter in weight. it is also easier to work on wrt removing bolts and such.

hth
ken
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Old 06-22-2005, 04:43 PM   #64
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thanx !!
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Old 08-21-2006, 12:55 PM   #65
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How'd the aluminum wrap hold up?
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Old 08-21-2006, 01:39 PM   #66
ride5000
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still fine, jeff, as of a few weeks ago when i did my plugs.

there was one section in the crook of an elbow (rh collector) that i could not get wrapped with the long, continuous strip of foil, so i used a short section. that blew off at some point, probably once its adhesive burned off.

the rest of the foil is completely intact. the only thing protecting it is the small plastic splash tray the bugeyes got. it seems the secret is to use the longest sections possible so they lock each other in position even when the adhesive is gone.
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Old 08-21-2006, 03:03 PM   #67
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which adhesive do you suggest for this? i'm in need of some adhesive for a heat blanket but it needs to withstand high temps.
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Old 08-21-2006, 03:17 PM   #68
ride5000
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maybe muffler cement? i've seen it rated up to 2k f.
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Old 11-06-2006, 02:26 PM   #69
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periodic update: foil still looks fine.
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Old 11-06-2006, 02:51 PM   #70
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Here are my efforts

ported and gasket matched, sandblasted with aluminum oxide (which acts like a primer) then coated with thermal heat barrier (black satin) and tapped for EGT




Last edited by Gethin; 11-06-2006 at 02:52 PM. Reason: added one more picture
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Old 01-01-2007, 08:39 AM   #71
ride5000
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i was pleased with this 4th gear spool:

Code:
[TSMP][RPM][PSIG][MAF][TPS][LOD][KN][SNB][SIG][IDC%][IGN][VOEF][BMV][MMV][WBO2][IGNT]

000.00 2033  +1.2 2.5  100    0   0  14.9 25.2  12.6 ECU.  90   ECU  2.5  14.89 2.066
000.20 2069  +1.7 2.6  100    0   0  13.7 25.2  13.0 ECU.  90   WGS  2.5  13.67 2.030
000.40 2032  +2.1 2.5  100    0   0  12.9 25.2  13.4 ECU.  90   WGS  2.6  12.93 2.067
000.60 2112  +2.3 2.6  100    0   0  12.7 25.0  13.7 ECU.  90   WGS  2.6  12.73 1.973
000.80 2146  +2.7 2.6  100    0   0  12.7 25.0  14.1 ECU.  90   WGS  2.6  12.69 1.942
001.00 2104  +2.9 2.6  100    0   0  12.7 24.8  14.3 ECU.  90   WGS  2.6  12.68 1.965
001.20 2194  +3.1 2.6  100    0   0  12.7 24.8  14.7 ECU.  90   WGS  2.6  12.67 1.884
001.40 2229  +3.3 2.7  100    0   0  12.7 24.8  15.0 ECU.  90   WGS  2.7  12.65 1.854
001.60 2247  +3.5 2.7  100    0   0  12.6 24.7  15.4 ECU.  90   WGS  2.7  12.60 1.832
001.80 2275  +3.7 2.7  100    0   0  12.5 24.8  15.7 ECU.  90   WGS  2.7  12.54 1.817
002.00 2311  +3.9 2.7  100    0   0  12.5 24.9  16.1 ECU.  90   WGS  2.7  12.52 1.796
002.20 2297  +4.1 2.7  100    0   0  12.5 24.7  16.5 ECU.  90   WGS  2.7  12.48 1.792
002.40 2380  +4.3 2.7  100    0   0  12.4 24.4  17.2 ECU.  90   WGS  2.7  12.44 1.709
002.61 2420  +4.5 2.8  100    0   0  12.5 24.4  17.3 ECU.  90   WGS  2.8  12.46 1.680
002.80 2465  +4.7 2.8  100    0   0  12.5 23.7  18.0 ECU.  90   WGS  2.8  12.51 1.602
003.00 2495  +4.9 2.8  100    0   0  12.5 23.6  18.6 ECU.  90   WGS  2.8  12.47 1.576
003.21 2538  +5.1 2.9  100    0   0  12.4 23.5  18.9 ECU.  90   WGS  2.9  12.38 1.543
003.41 2575  +5.5 2.9  100    0   0  12.4 23.7  19.6 ECU.  90   WGS  2.9  12.37 1.534
003.61 2598  +5.7 2.9  100    0   0  12.4 23.5  20.1 ECU.  90   WGS  3.0  12.41 1.508
003.80 2645  +6.1 3.0  100    0   0  12.4 23.1  20.6 ECU.  90   WGS  2.9  12.42 1.456
004.01 2662  +6.6 2.9  100    0   0  12.5 23.3  21.3 ECU.  90   WGS  3.0  12.46 1.459
004.21 2696  +7.0 3.0  100    0   0  12.5 22.5  21.8 ECU.  90   WGS  3.1  12.53 1.391
004.41 2773  +7.4 3.0  100    0   0  12.5 22.2  23.1 ECU.  90   WGS  3.1  12.54 1.334
004.61 2815  +8.0 3.1  100    0   0  12.5 21.3  24.5 ECU.  90   WGS  3.1  12.53 1.261
004.81 2844  +8.8 3.2  100    0   0  12.5 20.6  25.9 ECU.  90   WGS  3.1  12.47 1.207
005.01 2886  +9.6 3.2  100    0   0  12.4 19.8  27.3 ECU.  90   WGS  3.2  12.39 1.143
005.21 2947 +10.6 3.2  100    0   0  12.4 19.2  28.9 ECU.  90   WGS  3.3  12.35 1.086
005.41 2947 +11.4 3.4  100   10   0  12.3 18.2  31.7 ECU.  91   WGS  3.3  12.31 1.029
005.61 2999 +12.7 3.5  100   20   0  12.2 16.8  33.9 19.0  92   100  3.5  12.24 0.934
005.82 3047 +14.1 3.5  100   30   0  12.1 15.3  38.6 18.8  94   100  3.6  12.14 0.837
006.02 3095 +15.5 3.6  100   40   0  12.0 13.1  41.4 18.3  95   100  3.7  12.03 0.705
006.23 3165 +17.6 3.6  100   50   0  11.9 11.0  45.4 16.4  95   100  3.7  11.88 0.579
006.43 3235 +19.4 3.8  100   60   1  11.7 +9.8  51.1 14.0  98   100  3.8  11.74 0.505
006.63 3305 +20.2 3.8  100   70   0  11.5 +9.8  52.3 13.5  98   100  3.9  11.53 0.494
006.84 3386 +20.2 3.9  100   70   0  11.3 +9.8  54.9 13.5  98   100  3.9  11.30 0.482
007.04 3451 +20.4 3.9  100   70   0  11.3 +9.7  55.8 13.5  99   100  3.9  11.25 0.468
007.25 3500 +20.6 3.8  100   70   0  11.3 +9.5  58.4 13.4  99   100  4.0  11.26 0.452
007.45 3557 +20.6 3.9  100   70   0  11.3 +9.5  59.5 13.4  99   100  3.9  11.26 0.445
007.65 3626 +20.4 3.8  100   70   0  11.3 +9.7  58.8 13.5  99   100  3.9  11.30 0.446
007.86 3678 +20.4 4.0  100   70   0  11.4 +9.5  60.3 13.4  99   100  3.9  11.36 0.430
008.06 3736 +20.2 3.9  100   70   0  11.4 +9.5  61.2 13.5  99   100  3.9  11.36 0.424
008.27 3769 +20.4 3.9  100   70   0  11.3 +9.5  61.6 13.5  99   100  4.0  11.33 0.420
008.47 3840 +20.4 4.0  100   70   0  11.3 +9.7  63.5 13.5  99   100  4.0  11.33 0.421
008.68 3925 +20.4 3.9  100   70   0  11.3 +9.7  63.1 13.6  99   100  4.0  11.32 0.412
008.89 3972 +20.4 4.0  100   70   0  11.3 +9.6  65.5 13.7  99   100  3.9  11.29 0.403
1 bar at around 3075 with a vf23 on a 2l is fine by me!
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Old 01-01-2007, 10:19 AM   #72
sidewayz
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Ken.. ot but what size injectors are you running to hit only 65% ??
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Old 01-01-2007, 03:02 PM   #73
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yeah 65%--at 3900rpms!

i run good old oem wrx blue injectors, the 420cc ones. BUT i put 30psi extra fuel pressure behind them, so they're more like sti pinks.

they're basically static at power peak (around 6k rpms) targeting 11.5:1 and pulling 280-290g/sec air.
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Old 01-01-2007, 05:32 PM   #74
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Quote:
Originally Posted by Gethin View Post
Here are my efforts ported and gasket matched, sandblasted with aluminum oxide (which acts like a primer)
What grit did you use for the sandblasting?

FYI: a 3 arm flex hone does wonders. Took about 3 hours tops with diegrinder and hone.
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Old 01-26-2010, 05:37 AM   #75
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Default Zombie thread resurrection

Been trying to PM you ride5000, but couldn't (your box is full!). I have a spare manifold for my car to have a go at this. I also have a cheap uppipe coming. I am wondering about the porting of the turbo hot side. I have a VF24 on my Ver4 STI, but may end up getting an 18G. I think I want to match the manifold to the gasket with the heads, and smooth out the manifold as much as possible. The joint of the manifold to the crosspipe I guess you can't do much with due to the manifold being slightly wider bore than the crosspipe and the crosspipe being too thin. Then the collector to uppipe, if the uppipe has a bigger entry I'll match the collector to the gasket. Finally the uppipe to turbo join, if the turbo outlet is wide I think I'd like to port the turbo hotside to match. I certainly don't want to wreck a new 18G, or my existing VF24 though! Do you just undo the V-clamp to dismantle the turbo to have a go at the hot side? Is there a problem getting it to close exactly the same as it was before? Worrying about unbalancing the wheel, or anything else that might go wrong. I will definitely err on the side of caution. Thanks for the good contributions to the site, and for any other pics you can show me, Tom
PS If you did it again would you use black satin exhaust paint and/or heat wrap?
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