up pipes
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Hotshot
Joined: Nov 2006
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From: North of Greenville
Clay, when you say "lower temps by 55%", correct me if I'm wrong, but I think what you're referring to us that "temperatures around the outside of the upipes being 55% cooler due to reduced radiant heat losses"...????
I can see that being the case because the benefit of reduced radiant heat losses will be two things that are interdependant...
1) higher exhaust temps hitting the exhaust wheel (but that is a good thing because...)
2) faster spooling of the turbo because of #1.... higher gas temps hitting the wheel means a higher volume of gas hitting the wheel, which in turn (literally) means higher gas velocities hitting the wheel... i.e. more wheel spin at any and all engine rpms.
Am I thinking about this right, Clay?
I can see that being the case because the benefit of reduced radiant heat losses will be two things that are interdependant...
1) higher exhaust temps hitting the exhaust wheel (but that is a good thing because...)
2) faster spooling of the turbo because of #1.... higher gas temps hitting the wheel means a higher volume of gas hitting the wheel, which in turn (literally) means higher gas velocities hitting the wheel... i.e. more wheel spin at any and all engine rpms.
Am I thinking about this right, Clay?
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Joined: Dec 2008
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From: independence,mo
not to high jack the thread but i have a question on up pipes, i have seen the bellowed style ih design and the ones that use braided flex section i believe di has these, is there any difference between the two or pros and cons, thank you.
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Clay, when you say "lower temps by 55%", correct me if I'm wrong, but I think what you're referring to us that "temperatures around the outside of the upipes being 55% cooler due to reduced radiant heat losses"...????
I can see that being the case because the benefit of reduced radiant heat losses will be two things that are interdependant...
1) higher exhaust temps hitting the exhaust wheel (but that is a good thing because...)
2) faster spooling of the turbo because of #1.... higher gas temps hitting the wheel means a higher volume of gas hitting the wheel, which in turn (literally) means higher gas velocities hitting the wheel... i.e. more wheel spin at any and all engine rpms.
Am I thinking about this right, Clay?
I can see that being the case because the benefit of reduced radiant heat losses will be two things that are interdependant...
1) higher exhaust temps hitting the exhaust wheel (but that is a good thing because...)
2) faster spooling of the turbo because of #1.... higher gas temps hitting the wheel means a higher volume of gas hitting the wheel, which in turn (literally) means higher gas velocities hitting the wheel... i.e. more wheel spin at any and all engine rpms.
Am I thinking about this right, Clay?
Yep, you are thinking about it correctly. Basically the heat is energy to turn the drive wheel and the less you lose the better. I will slowly be testing the effects of ceramic coating the manifolds, up-pipes, turbo exhaust housing and down-pipe to see how it helps.
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IMO, I can't really see a difference. I have thought about trying to manufacture a style like DI's but at a more competitive price.
Hook it, I'll pull it.
Joined: May 2007
Posts: 15,037
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From: Grand Lake, La.
Yep, you are thinking about it correctly. Basically the heat is energy to turn the drive wheel and the less you lose the better. I will slowly be testing the effects of ceramic coating the manifolds, up-pipes, turbo exhaust housing and down-pipe to see how it helps.
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Hmmm, maybe we can have a member in good standing assist
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Joined: Sep 2003
Posts: 491
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From: Miami Beach
come on man... not fair. Must it be good standing ? Serious about it if the timing is right...
I'll also take pictures.... lol
I'll also take pictures.... lol
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