What does a turbo manifold actually do?
From our understanding and testing.
V-band Turbo Flange Compatability
Not all v-band turbos share the same v-band flange.
2021 DSM Shootout Tech Seminars
Morrison Fabrications, Kiggly Racing, and Forced Performance’s tech seminars were recorded and shared.
DSM Stock Replacement Manifold Back-to-Back Dyno Testing
Just a few months before this test, we would have unquestionably suggested a cast option to anyone looking for a bolt-on, stock DSM flange manifold. It has long been the consensus that “cast is king” in the DSM bolt-on turbo world. However, people kept asking and new bolt-on turbo options were being developed, so we revisited it with a really slick design and we wanted to give it a shot with and see what it could do.
Large Runner vs. Small Runner Turbo Manifold Dyno Test
We’ve always felt strongly about taking advantage of runner/primary sizing and matching it to the setup, which is nothing new for manifold/header building, but somewhat uncommon for most DSM and Evo turbo manifolds. Historically, “large” runner options have been by far the most common; and for good reason, as it feels somewhat awkward to step down in size from the cross sectional area (CSA) of the 4G63 exhaust port. This write up will seem very “small runner” focused, and it certainly is, as large runner manifolds are already well proven and will mainly serve as the benchmark.
Top Mount Dyno Comparison: Consolidated Runner Twin Scroll T4 vs. [Standard] Twin Scroll T4
The purpose of this dyno visit was to compare the horsepower and torque curves for the DSM Consolidated Runner Top Mount to the well proven Standard Top Mount at moderate boost and power levels. The article weighs heavily on the Consolidated Runner Top Mount as it was the one unproven one. While we found the peak horsepower numbers to be interesting, the other data we collected at the end was far more intriguing and telling.
1g Radiator Mount Modification
Every 1g we get our hands on, we move the bottom radiator mounts forward ~3″ so it’s straight up and down. This creates an enormous space savings for puller fans and lower intercooler piping. For a bottom mount, you can often use stock fans, and a top mount can run a larger downpipe under the pan (for full exhaust) without needing to relocate the alternator or oil filter.
DSM Tensioner to Saturn Alternator Adapter
We aren’t necessarily for or against switching to a Saturn alternator as there are pros and cons to each that have been covered throughout the years. Some of our vehicles have the factory one and some don’t; Clunkbox ended up going this route partly because we had a new Saturn one laying around. We debated relocating it but the fuel filter fit nicely against the frame rail back there and we didn’t want to redo it, and putting the largest and most awkward accessories on our personal vehicles feels like a nice exercise in making sure each setup fits.
Evo 8/9 Stock Replacement Manifold Back-to-Back Dyno Testing
We tackled developing a stock replacement manifold for the Evo 8/9 and had a few noteworthy goals and requirements that set it apart:
- a collector that mimics the angle of entry of the turbine housing, giving each runner a direct shot into the turbine volute;
- no tight radius or cheated/compromised bends (specifically runner #3); and
- equal length primaries sized to match bolt-on Evo turbo offerings.
Mr Peepers Twin Scroll T3
Designing and creating a manifold has always been intriguing. In the initial phase, there is a clean palate – there is an available opportunity to craft the manifold around specific needs and wants. With it comes significant trial and error in figuring out what works and what doesn’t, and creating something that’s both aesthetically appealing and efficient. In the end, if done correctly, you wind up with something that is memorable and a piece of art – whether it is by function or form, but hopefully both.
Oval Port Flange vs. Transition Flange
Back in 2016, when we decided we were going to create a manifold that fit all of our personal needs for our personal cars, we acquired a variety of flanges and spent a lot of time deciding which would be the most ideal for us. We went into our search knowing that 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. In making our decision, and helping to solidify our initial thoughts, of which flange we were going to go with, we did some hands-on research. Here’s what we found and why we use the oval port flange here at Morrison Fabrications.