Thread: Triy bigtube vs regular tube

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2012-09-18 15:18:20

#61

Payu

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Originally Posted by kevo

The gains from bigtube are clear but what would happen in a stock bore engine?

I'm about to replace my cheap ebay header for a tri y soon

Similar at least on HC with N1 cams

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2012-09-18 15:29:46

#62

happyharrysco1 Online/offline status of happyharrysco1 is unknown

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yeah i think like payu said that high comp 2L engines (>12:1) with big cams will see better gains with the big tube

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2012-09-18 15:36:47

#63

Dudeman258 Online/offline status of Dudeman258 is unknown

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You are correct, the larger the displacement the more air the engine will move, leading to a higher avg velocity in the primaries if the diameter is constant.

The length will determine where the engine makes its peak Tq and power.

The diameter of the tubes needs to match the amount of air the engine is moving for the maximum power to be made.

Has anyone calculated the velocity of the air/gas in the primaries at this point? The velocity is the key determining factor here.

Edit: This is all pointless of course if the velocity in the primaries does not match the velocity in the head from the valve to the outlet flange, since they would be working against each other. This is why most times people get the dimensions wrong and are confused when the shorter/larger lengths make more power.

Walker

Last edited by Dudeman258 on 2012-09-18 at 15-38-29.

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2012-09-18 15:54:06

#64

kevo

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Originally Posted by Payu

Originally Posted by kevo
The gains from bigtube are clear but what would happen in a stock bore engine?

I'm about to replace my cheap ebay header for a tri y soon

Similar at least on HC with N1 cams

Originally Posted by happyharrysco1

yeah i think like payu said that high comp 2L engines (>12:1) with big cams will see better gains with the big tube

I'm on stock compression ratio but on N1 cams, I guess bigtube won't hurt then

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2012-09-18 17:21:56

#65

Kyle

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The Burns header, Kojima header, whatever you guys wanna call it was made for C6M cams in an SR20DE.

I thought this was VVL section? Since the heads are different, I don't think the mixing should happen.

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2012-09-18 18:06:33

#66

SR20GTi-R

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Originally Posted by Kyle

Burns specs for the 2.0L VE are basically identical.

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2012-09-18 18:07:14

#67

Dudeman258 Online/offline status of Dudeman258 is unknown

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Originally Posted by Kyle

Exactly right, the VE head will flow different therefore the header diameter and length should shift accordingly.

Walker

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2012-09-18 18:13:50

#68

cory

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Originally Posted by Kyle

It was actually designed for the c6m sr22de. Then this header was tested against like 6 other variations on an n1 cam ve and it kicked ass... that's why we know its a very good starting point. My old header was modeled after this just a tad shorter and it did great things for my 2.0 and 2.3...

Last edited by cory on 2012-09-18 at 18-21-25.

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2012-09-18 18:50:21

#69

Kyle

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Originally Posted by cory

The Burns header came from Mike Kojima.

Mike Kojima never had a 2.2L anything. Kojima had a lowport SR20DE with 300ZX pistons, stock rods, light head work, extrude honed LP intake manifold with C6M cams.

Mike K asked Charles to copy the Burns header because Charles could build it for cheaper than what Burns wanted to charge Mike Kojima.

Charles took Burns specs, modified them for the VE header (budget 4-2-1 and normal 4-1) and then was banished from this forum.

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