When you buy a Morrison Fabrications product, you’re getting a piece that has had a significant amount of thought, effort, research and development, and soul put into it. We put substantial consideration goes into the small details- the things that matter the most to us.

Looking at a piece off the car, you can get an idea of the inner transitions and really assess how it was made. Does it use an oval flange or transition? We could save an enormous amount of time and need way fewer dedicated tools using a transition flange but will not, especially since it’s right off the exhaust port. We feel very strongly about keeping an oval port flange. This allows the transition from the oval exhaust port to the round runner through the runner itself, not in the 1/2” length of the flange. Each runner, from the head flange to the turbine inlet, is an extension of the exhaust port and is designed for the smoothest transitions possible in order to shuttle each exhaust pulse with careful violence to the turbine wheel.

Are all of the bends perfectly aligned or are there steps where they are off center? We have streamlined our processes and methods in a way that we ensure everything lines up perfectly, every single time.

We take the time initially to match the angles, alignment, and dimensions which means the final porting is the easy part. It’s actually enjoyable since we feel like it’s a true mark of a good transition; one that effortlessly cleans up.

Always considering the next step, the collector volume that each runner sees as it enters, the collector angle and how it translates into the turbine volute it’s bolted to. The runners themselves, how they are routed around each other. We like to have each gap between each runner equal and radius around each other when possible, but form follows function. Minimal bends, minimal weld sections (in our opinion, another mark of a well-designed piece), any slight variances in ID accounted for between each piece, is it full penetration, does the penetration protrude too far in to obstruct flow.

Equal length- when it’s critical and when it isn’t (not always and depends on each configuration).

Length/pulse tuning can be a great thing or the worst when there are length discrepancies and you can’t account for one leaning out at a certain rpm and the others not and almost impossible to tune around. There are many approaches being used by manufacturers so there is no pulse tuning at all since poor pulse tuning can be far worse than no pulse tuning.

Are there any tight radius elbows? You will never see a tight radius elbow used in our pieces – we refuse to resort to a super tight turn and have developed some tricks that aren’t conventional so we don’t have to compromise when space is tight.

Does the runner size and characteristics of the manifold match the turbo and rest of the setup – on the car and placement. There is a lot more going on than just the manifold itself to have the entire setup perform. Clearances, is there enough room to route a nice downpipe, room for an intake pipe, fans, oil drain, able to take the oil filter on and off, route the hot side piping, etc.

Making the car easier to work on is pretty huge for us. Hard to get to bolts or having to take something off to access another sucks. Working on your car shouldn’t fill you with dread before heading to the garage. It should be easy, quick, and enjoyable. Easy to access hardware and quick assembly/disassembly. From the initial install with no unforeseen surprises or while putting in work at the track, it should be easy.

Anticipating the stresses a manifold will see and knowing what to look out for. Things move with heat and if you don’t keep that in mind, it may not last. Knowing where the problem areas are after years and years of testing (thanks, Ron!) and building upon that. Metallurgy, preparation, welding approach and techniques. We spent the first solid year just researching and developing techniques to build on the things Ron “would have done differently” and using what we’ve learned throughout our years of schooling and experience in the “real world.”

We don’t want to make a manifold that’s only benefit is being able to bolt a turbo to the car. It’s not going to be in the same price range because price isn’t our focus- nor is anything that is flashy and unnecessary. We don’t offer everything that people want- if we can’t do it without making compromises or if it doesn’t offer anything over the stock piece, we just won’t do it.

Our stuff isn’t for the casual build or car that isn’t going to be kept for long, and that’s ok. But we are extremely proud of what we do, and of the people that come to us and share the same passion. Having even a small part in the incredibly cool things going on in the community and hearing the results is fantastic.

Making something that makes people excited. That’s what we do this for.


Our philosophy is simple:

  • Love what you do and be dedicated to endless innovation;
  • cut no corners because a sacrifice in performance for the sake of time or cost is unacceptable;
  • try things that appear unconventional at first because greatness has never happened within the confinement and restraints of comfort; and
  • never settle for or allow products to leave that aren’t well-sorted, consistent, high-functioning, or of exceptional quality.


Some noteworthy components to each of our pieces:

  • No weld seam that isn’t fully backpurged;
  • all flanges surfaced flat;
  • all fabrication, welding sequence, and approach done to minimize internal stresses; and
  • all port work standard and given our full attention.




We look forward to chatting with you about your goals and helping you achieve them. Thank you for choosing Morrison Fabrications and letting us be a part of your new personal best.