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Thread: tri -y headers

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Posts: 341-350 of 440
2012-12-14 16:17:18
#341
So hard to compare a motor developed for drag racing vs one developed for road racing. So many different and sometimes conflicting design goals at play. I as someone more focused on road racing I love that fat 2000+ rpm powerband above 220hp even if peak is only 230's. .Really excited at some of the recent results I am seeing.
2012-12-14 17:04:03
#342
Originally Posted by happyharrysco1
Originally Posted by Re-spect


Never mind again


never mind what? if you have a point to make put it out there

afaic the btcc 2L engine is the ultimate standard, a 2L revving to 8500rpm, and making 150bhp/litre. I wouldn't mind a link to something similar?

I know some guys like to believe the 4-1 superiority (where it can give a better peak at the expense of midrange) but the reality is that 8500rpm and up is where they start to come into their own, not 6000rpm and up. the tri-y is what was used on the p10 touring cars, and the p11 touring cars, the p11-144 touring cars and the nme rally n15's, all using itb's in an motorsports arena, you seeing a pattern yet?

.....phone.....


There are 2.0L's floating around making that power. One which will be in the 270-280whp (315-320bhp) range below 13:1 compression in the coming weeks.

With the mild cam profiles we have available and the use of VVL, there are certain aspects that do not respond the same as that of the single cam profile BTCC engine.

Again you have to look at all aspects before drawing conclusions: Cam profile/intake length/header length/rod-stroke ratio.

I also have to disagree with the 4-1 coming into its own after 8500rpm. I have many tests done to prove that assumption wrong. There is a huge test underway which I hope will put to rest some of these assumptions floating around.
2012-12-14 17:10:18
#343
Exactly what happy said. So you guys think because such and such touring cars used a tri y that they are superior. .. I think not. Its all about what the goal is. Of course a road race car would benefit more from a broad powerband with good low end tq but not a drag car. 4-1 headers can be dialed in to improve power at a specific point and have stronger pulses. The 4-2-1 design can not capitalize as much in one specific rpm but does a better job sometimes of producing a better more even power band
2012-12-14 17:10:40
#344
Originally Posted by happyharrysco1
Originally Posted by Re-spect


Never mind again


never mind what? if you have a point to make put it out there

afaic the btcc 2L engine is the ultimate standard, a 2L revving to 8500rpm, and making 150bhp/litre. I wouldn't mind a link to something similar?

I know some guys like to believe the 4-1 superiority (where it can give a better peak at the expense of midrange) but the reality is that 8500rpm and up is where they start to come into their own, not 6000rpm and up. the tri-y is what was used on the p10 touring cars, and the p11 touring cars, the p11-144 touring cars and the nme rally n15's, all using itb's in an motorsports arena, you seeing a pattern yet?

.....phone.....


With all do respect this thread was focused on tri y headers for drag racing,Not motorsports. We build our motors for different applications. Bttc were built for endurance, we build our motors for drag racing, mostly straight line. I for one could care less about circuit or roadcoarse, and we do have a few 2.0s with off the shelf parts making over 260whp on a dyno dynamic with off the shelf parts on pump gas. Everyone knows that is not a very forging dynometer.
So back to the topic about tri y vs 4-1, I think it depends on preference, we have countless hours of dyno time testing headers of all kinds and combinations. I for one prefer a properly built 4-1 over all cuase I live we live around 10k rps ALOT....
Last edited by Re-spect on 2012-12-14 at 17-13-10.
2012-12-14 17:12:05
#345
whats a header? dont see all this bickering about slapping a snail on and letting that bitch scream
2012-12-14 17:15:44
#346
Originally Posted by morgans432
whats a header? dont see all this bickering about slapping a snail on and letting that bitch scream


Meathead mentality... lol
2012-12-14 17:15:58
#347
How many guys here have built motors and have results? I see a lot of people posting about different setup and such but from everything that has been posted, i can honestly count maybe 3 people here who have built anything worth mentioning. So, I know Jaime has been doing some serious testing lately and Payu too, beyond that I cant see anybody else who is doing anything besides just posting what they read and heard but never done. Although it is quite unfair to compare manufacturer backed team engines to those that are built in a small shop or home. Two very different engine built for very different uses.
2012-12-14 17:20:34
#348
Originally Posted by cory
Exactly what happy said. So you guys think because such and such touring cars used a tri y that they are superior. .. I think not. Its all about what the goal is. Of course a road race car would benefit more from a broad powerband with good low end tq but not a drag car. 4-1 headers can be dialed in to improve power at a specific point and have stronger pulses. The 4-2-1 design can not capitalize as much in one specific rpm but does a better job sometimes of producing a better more even power band


That is the keyword right there.

It can sometimes produce a better powerband when inlet bottle necks are minimized.
2012-12-14 17:47:51
#349
Perfect timing until moar tests.

2012-12-14 18:52:24
#350
Originally Posted by SR20GTi-R


There are 2.0L's floating around making that power. One which will be in the 270-280whp (315-320bhp) range below 13:1 compression in the coming weeks.


hey Jamie, is that 2.0 running a stock IM?
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