CHEAP, STOCK, JUNKYARD LS TRUCK TURBO MANIFOLDS, DO THEY WORK? 

That would be an ideal scenario for sure.

I guess all we get is the "do they work? Yes" then puts aftermarket all over

Me too

I think we all were

Thats what I came here for.

Its exercise music actually

I look forward to it everyday 😉🏁

. Build what you love not what’s POPULAR

Me too lmao 2008 ..ls shit was just getting hot had an 98 ss. Silver bullet lol t top 6 speed car ..sold it when I had my daughter 💪💯🇺🇲

Same here. All the cars I was obsessed about (Mustangs, Sti, Evo, Camaro etc) barely made about 300hp. And it wasn’t really that long ago.

I remember when the "390" hp Terminator Cobra came out in 03, I thought 400 factory hp was amazing, now you can buy 700+ hp, if you want, hell you can buy an electric car that runs 11's.

Yes, yes, and yes! I second the Ford 6.8 big-bang suggestion!

Well I don't know if he calls himself an LS guru but he knows alot and if you are going to be testing cams you probably don't want to waste one because you didn't want to put cam bearings in it

@@james10739 bro he was obviously joking... 🤦‍♂️

lol yep cam bearing can be thought of as both bad and good until you open the engine.

THE CAT WAS DEAD ON THIS ONE

You're pretty wrong on this. Headers offer the same benefits as naturally asperated builds under boost. The gains with a turbo are usually higher because the effective pressure ratio of the turbine is higher. The turbine gets more energy from the the flow while at the same time there is lower pressure at the exhaust port. Some guys say there is too much lag running headers and I find this hard to believe. I am not saying it's not possible but even a 1 3/4"*36" header is fully charged with exhaust in less than 100 milliseconds at 2000rpm on an Ls engine. The gains from fabricated tubular exhaust manifolds get higher the more boost and horsepower where right off idle, manifolds perform equally as well in some situations.

@@timothybayliss6680 - Maybe the guys complaining about lag are running 2" or larger primary tubes on a stock configuration. I could see the volume increase soaking up some of the pressure.

In pure, balls out drag racing with things like 5000 stall converters, trans brake, 2 steps, etc there is power in running well-designed full length headers with a large single or twins as lag isn't an issue, but pretty much everything else you're exactly right. Just get the exhaust to the turbo, keep the distance short if you can.

I had a 20R, the exhaust manifold was essentially a cast iron reactor vessel to work w the air injection. Heavy and voluminous.

@@rotaxtwin i have the early 81 22r with double row timing chain, tall deck block, and factory cast iron tri-y manifold. I welded the v band to the final 2-1 y collector and port matched my volvo td04-14t twin scroll flange to the 2.5inch v band. Its a little turbo but im looking for low speed torque in a 1200lb street driven sand rail.

@@madmod street driven huh? Sounds like a riot at 1200 lbs, is this EFI? Also, your tri-y exhaust manifold sounds great. I put a long tube header on mine and it loved it.

@@rotaxtwin it's carbed. I have a weber single plane manifold and plan on using a blow through holley 2 barrel. Ill mod it using the hanger 19 mods and only have to do half the work since its a 2 barrel. If i have issues, ill just buy a csu carb and call it a day lol.

I don't

YOU ARE ABOVE THE HP LEVEL DISCUSSED IN THE VIDEO-WE RAN HEADERS ON THE 1500-HP 6.0L

@@richardholdener1727 I'm looking forward to seeing what it does on the atlas. Very interested in the results.

Why 40lbs of boost? Why not install a larger turbo or turbo's run lower boost and stay within the efficiency range? I mean you want 5% and I suspect you're leaving well over 50% on the table with massively undersized setup.

@@Dayandcounting that would be an incorrect assumption but I didn’t give you much data. it’s a 2.8 liter inline 6 and was all in on the turbo that was on it. Back pressure was less than boost at 30 lbs, and about 1.25:1 at 40, so no, the turbo was not out in left field. That was as big as I would be willing to go on a single so now I built a compound turbo setup for it with an EFR8474 and a promod 88. I am actually interested in going the other way, going from a long tube header to a manifold because it would save a lot of weight and thermal mass and under hood heat.

When I worked on Twin Turbo Vipers, our cast iron manifolds and associated turbo kit made more power/psi than any other Viper system of which we were aware. All of them (the competitors) used headers. System design, considering the header/manifold, hot size housing, turbine wheel, compressor wheel etc. leads to different conclusions than many assume.

Manifolds are really good for lots of guys, it's not until you get to the very top echelons of performance do you see fabricated tubular exhaust start to dominate. Even in a September 2019 article published on Engine Labs, Richard found a 47hp gain on a cammed 5.3l with 11psi swapping to fabricated tubular manifolds. Most guys would just bump the boost to make up the difference but when you need everything the turbo can do, headers will win every single time.

@@timothybayliss6680 I think in a single variable test, that can happen. In a system vs system test, it may go differently. I suggested a setup for Eddie Bello's record holding Porsche, which he built to my recommendations. It deviated from a more traditional header setup to a very short, unequal length manifold with smaller primaries which fed a turbo with a different hotside. The car made more power on less boost and it came in sooner. Unfortunately, he had his big crash after only a few runs and retired the car. In other sports, I believe Mercedes was running a very small manifold for the first few years of the modern F1 turbo era. I forget why they switched, but clearly it worked for them. I'm not suggesting a universal truth. If you are building an engine supported by the turbo, a header may show significant benefits. If you, conversely, think of the engine as a fancy combustion chamber for a gas turbine, other design choices may be made.

ALMOST

I would used a 4l80e with lots of pixie dust. If you're going to daily it you want it to work right. If it's a daily and sometimes tow rig I would go pretty small on the fans. If it's a 5.3 I would do a single "GT45 ebay" or twin gt3071 or gt2871. Almost 800hp worth of flow and the tiny twins you might be able to hide. A 6.0 probably a s475 summit T4 or twin Gt35 ebay. About 1000hp available and enough engine to use it. I would avoid going smaller on the turbo because you will end up with a situation towing where you get boost before trans kick down. An Allison trans will take it but they are twice the price and weight. I have my doubts about even a 4l80 taking a 800ftlb downshift from overdrive at 2500 rpm. The summit turbo is a real borg Warner and they last for hundreds of thousands of miles on highways tractors. The factory ecu, even in mass airflow mode, can work with this. The factory tables are scalable and you just need a gm Maf sensor or equivalent to make it work without pegging. A gen4 short block is really beefy and probably not too much needs be done about it. Good luck man.

I used mild steel tubing on my 227-mph Bonneville Civic turbo motor, there is nothing specific about Honda motors other than vibration of a 4 cylinder that would be different

I doubt indexing plugs does much

@@richardholdener1727 Mythbusting. Some old school guys swear by it.

You'll be losing torque in the rpm band you want to be in.

t3 is pretty small for a 8.0L motor

2 x 6266 turbos with 1.03 rear housing will be fine. The turbine wheel flows well, and it’s only seeing 4L each turbo. Absolutely fine

it could freeze and crack-but ice would still act as a cooling medium (til the melted boundary layer heated up)

I'm not a welder

@@richardholdener1727 don't worry :) maybe some other viewer might help

THE JUNK IS ALL YOU NEED-THE HEADERS DO LITTLE OR NOTHING AT THIS POWER LEVEL

Tune

YES

we use truck mans

NO LONGER IN BUSINESS

yes

@@richardholdener1727 cool thanks

I doubt it-we don't run accessories-usually guys cut off the end of the stock manifolds and weld on something that fits their chassis

Dam tree rats

we did 1543 hp with a stock bottom end gen 4 6.0L

Ray Charles, using a MIG with no gas, during an earthquake.

@@button-puncher might not be too far off the mark. I am no welding expert, but when I saw that I thought damn even I could do better than that.

possible tune

YES

hand finish

Do it

Turbos are like camshafts, you can size them to make power down low or up high. For power (boost) down low you'll pick a smaller turbo with a smaller exhaust housing A/R ratio: quicker spooling in low rpm.

@@383mazdau r right.

@@safetyfirstintexas i think it would be very interesting to see.

WE RUN IT DIFFERENT WAYS DEPENDING ON THE CONTROLLER USED

@@richardholdener1727 10-4 thanks for the reply was looking through all your videos to see if I could find any info about where a wastegate is placed on crossover. If it can be put on the long side due to packaging. It’s seems to be a hot topic on forum boards with answer and dyno results like you provide. Awesome work.

the Y pipe?

I wonder how much it costs to get iron manifolds extrude honed.

@@eddiehennig7835 Probably more than buying the eBay turbo headers, truthfully

I doubt they add 30 hp na of 60 hp under boost

Probably a rust stain from the motor sitting still a long time - unless you pull the rockers when they are stored, there's always an intake or exhaust valve open for ambient air to get into and that one probably sat open a long time. Humidity will do it.

torture test?

@@richardholdener1727 yes I mean just doing pulls at different psi to see if they creep an when

Yes you can do that, they do it on general aviation planes, just remember there will be some lag, it be like running remote turbos. If anything I'd y pipe into a collector before the turbo.

That’s what I did. Well my drivers side is a mid length. I made the crossover and turbo log myself. It works great. 4th Gen Camaro.

@@shadowopsairman1583 Why would a header be have more lag than a normal manifold? That doesn't make much sense to me. I thought it would make the exhaust move faster to the other side.

I doubt that the response rate is a hot side flow issue

I was also hoping for something like that 🤔

YOU DON'T NEED TUBE HEADERS FOR THE REASONS LISTED AT THIS POWER LEVEL

You touched on 1203 hp application. Most people will never touch that. What power level does it become important to reduce backpressure and see more hp from headers than you would log manifolds? I’m a numbers nerd, I’m interested in seeing all of this engines run with headers and manifolds and see the benefits or lack thereof is my main point. Of course you don’t NEED tube headers. Engines run without them and make big power without them all the time. I’d like to see same engine builds, same turbo kits, manifolds vs headers. Backpressure numbers, hp differences, spool times. Similar to when you tested remote mount systems with long tubes vs manifolds

@@traekiser213 That will _depend_ on the turbo setup in question. As long as you aren't pushing against the efficiency range it's not likely to make much difference.

WHY DOES IT MATTER

It doesnt. If you are looking at that the test data is up and right. Focus over there.

so if we have an na header and add a turbo-it is no longer a header?

PLEASE, ENLIGHTEN US!

@@richardholdener1727 no disrespect intended- But read the comments. Most all of us read the title and you worded it like you were going to show the difference of manifold into turbo vs headers into turbo.