The divided housing is there to provide quicker spool-up. All the manifolds that are available seperate the front half of the engine from the back half.

Nobody makes a header. It is very important to get the exhaust to the turbine as directly as possible so as not to lose heat. Heat is what drives the turbine. The other problem with a header is that you need to support the turbo. A header does not have the strength of a cast manifold at 1200 degrees.

You can get 3 piece manifolds from ATS and HTT.

 

See, heres the problem with that, the divider is to seperate the exhaust pulses so each cylinder dumps in the opposite side , much like peddling a bike. A header is no problem, I can show you one that is on a 4 cylinder drag car thats 4 ft long with a 74mm tubo weighing like 48 lbs on the end of it with EGTs in the 1300-1400 range.

http://www.1320video.com/gallery/SRTNats06/DSC05460

Guess I'll fab a equal length header and see what happens.. with my luck probably not a freakin thing.

 

Needs more guages.

http://www.1320video.com/gallery/SRTNats06/DSC05466

 

think my buddys tryoing to get someones attention with his cluster????

 

On a drag car you can get away with a lot more than a street driven vehicle.

The manifold and turbine housing are split to give less plenum volume. This reduces turbo lag. The factory style system works quite well even on trucks making over 800 HP, I suggest you look elsewhere for power gains.

 

On a big h.p. truck any idea what the backpressure is?

And if there is any gain (power/lower egt) going from stock to the ATS manifold, then there is something to be had.

 

Drive pressure of 50 psi at peak boost is not out of line on a big HP truck.

The ATS and HTT manifolds are of the same design as the stock manifold from a gas flow standpoint. The main benefit is that they don't crack due to their 3 piece design. They do flow better than a stock manifold, but the ATS at least could stand some porting out of the box.

 

50 psi drive pressure and whats peak boost at on the intake?

 

On a single turbo truck, 40 - 45 psi.