Yes there was, you can see the dyno sheets attached to this other thread as pdf files https://www.dieseltruckresource.com/...d.php?t=230613

They dyno'd the truck with a ATS manifold on it, then swapped to this new header and dyno'd again. The results were from the same truck, same tune, same day:

ATS manifold 804.5 HP #44 boost 1350 egt

Stainless Header 815.4 HP #52 boost 1225 egt

These results were done on Floor it's dyno.

 

Those are impressive numbers.

 

umm boost shouldnt change if its the same tune? same tune would be makeing that much power at the same 44 pounds of boost. if anything it should make mostly a torque diffrence down low as it should make the turbo spool quicker

 

The boost numbers are significantly higher. I guess this comes from keeping all that heat in the exhaust and forcing it through the turbine instead of letting it dissipate through cast iron. Same theory that HTT is using with their SS turbine housings

 

So will the manifold become blued after a while ? i like the look of blued stainless

 

I would think with all the heat
these diesels produce they would blue.

 

At temperatures of 1200*F, stainless steel has approximately 50% the thermal conductivity of carbon steel. At lower temperatures (500*F) stainless has approx 25% the thermal conductivity of carbon steel. Any heat that escapes before the turbo in the exhaust manifold is wasted energy that could be used to increase the power to the tubine. Higher thermal conductivity means it is easier for heat to pass through the material.

The reason for quicker spool is likely due to the extra heat kept inside the exhaust manifold at lower temperatures (500*F), and possible flow benefits (although they are very similar designs). The higher boost numbers are also likely due to the extra heat (energy) kept inside the manifold at high temperatures (~1200*F).

 

The reason for the higher boost numbers is due to the fact the SS header flows so much more= more velocity more exhaust speed and that drives the turbo harder for the extra boost. It had the same everything except the manifold swap so we could see the difference that it would make.
Considering what we pay for things for our trucks this isn't out of line for the performance and other gain's that is produces. Big twin turbo kits are around $6000.00, hot rod vp44's, $1800.00 i could go on and on.

John

 

That looks sweet. Im so tired of the rust on these cast iron headers.
One question I do have.. do you gain anything from equal length headers on these trucks? the path from the port to the pipe is longer at the ends of the block.

 

No...with these Diesels we are not concerned too much with balanced back pressure as you would be on a gasser. It appears they prefer free flow for the most part. I believe they tried that route and found it to be of little or no gain.

 

Can you run a external wastegate off the manifold? Which flanges do you have set-up and tubing diameters? Can you post pictures on how you built up the external wastegate flange? Anybody really abuse one of these things? Its as tuff as the ATS manifold? Sorry for the questions, I need to put in a external gate on my next twins set-up. I can build the stuff to put one in, but its easier to just to buy it. Thanks

 

have any polished pics yet? and how much extra for it polished?

 

$100.00 extra for polish.

 

That is all good and everything but i wonder how thick the material is that the header tubes are made out of. I ask because heat loss is a huge factor with the diesel engine. heat energy is what drives the turbo along with the exhaust gas. also i wonder if the flow of the header is directing the exhaust gasses into the right place and the port velocity is efficient enough to drive the turbo better than stock. Sweet though finally someone makes a exhaust header for the cummins.


Evann

 

$1000.00---lol!!!