055: Sorting Turbo Manifold Fact From Fiction. [
When it comes to turbo exhaust manifolds, it seems like there are a lot of contradictory opinions out there about runner diameters and lengths, split versus undivided, and everything in between… So who’s right and who’s wrong?
On this episode of the High Performance Academy Tuned In podcast, we’re joined by Matt Morrison of Morrison Fabrications.
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Use ‘PODCAST75’ for $75 off your first HPA course here: hpcdmy.co/hpa-tuned-in
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Matt has spent years specializing in one thing - exhaust manifolds - and has dived down some very deep rabbit holes in order to figure out what works and what doesn’t through various means of testing and investigation. Luckily for us, he’s happy to share that knowledge so we don’t have to do the same.
Matt and podcast host Andre Simon discuss all facets of turbo manifolds in this episode, starting with Matt’s early attempts to build his own and his eventual progression towards turning that into a full-time business with his wife, Samantha.
Morrison Fabrications has since built a niche following in the Mitsubishi scene, and has done some serious research and testing into finding the optimum runner diameters and lengths, the best materials to use, and what wall thickness works best - all in the quest for the ultimate boost response and power delivery.
There’s also some great discussion around fabrication itself that jumps into how Matt goes about fabricating and TIG welding some seriously intricate and tricky manifolds - those who are keen on welding might find some really useful tips and tricks in this episode.
There does seem to be a general lack of real understanding around what we should be looking for when choosing or building a turbo manifold - this episode is a great opportunity to learn and make better-informed decisions for your next manifold build or purchase.
For a more detailed dive into Matt’s research, check out: morrisonfabrications.com/tech/
Follow Morrison Fabrications here:
IG: @morrisonfab
FB: Morrison Fabrications
WWW: morrisonfabrications.com
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Want to learn how to fabricate your own manifolds? Start here: hpcdmy.co/fabb
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TAGS:
#highperformanceacademy #learntotune #fabrication #exhaust #turbo #exhaustmanifold #boost #evo #mitsubshi #DSM
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Learned a lot, and this actually helped me make a decision on what material to use for my project car. (321) In addition, what heat shield to use and maybe more importantly, what not to use and why. Mine is a road car, and your discussion helped me to make a decision on design as well. Not sweat the lengt detail, and choose the smaller I.D tubing out of the two alternatives I had. I really appreciate you sharing your knowledge and experience between the both of you! Thank you very much
Also, he is one of like 3 companies that over a topmount kit for an evo, that works with a full size radiator, and ac. It is very very tight in there, and he made it work
Keeping as many accessories as possible is important for us on our own cars so we do our best to keep them on everything we offer! It means a lot to us both that you acknowledged that. Cheers, Matt and Samantha
From someone who has built my own top mount manifold for my evo I know exactly how tight it can be especially with a larger frame turbo I wasnt able to keep factory fan setup but I was atleast able to keep my pwr full size rad... idk if I could have kept all stock fans if I had the OEM radiator or not but hats off to you guys for that achievement!
Haven’t watched listened yet but this is the topic I need to learn more about so I can sort my car effectively
Heres a reminder bro x)
@@brendanj1124 thanks but I watched it a lil after that. But I learned alot!
Thanks for that pod cast episode. I’m a regular user of HP academy’s content and I’ve learned a lot trough it. Something more upcoming and used in Northern Europe is a 6-2-2 design manifold. I’ve seen some F1 designs of this and tried it also myself this year. Is this topic discussed before on turbocharged engines? We have used it with great benefits but I’ve purchased the knowledge so I can’t speak about the physics behind that topic. And when I search for videos and such, I can’t really find much info about it more then myself in my competition car what it does. I’ve seen some Honda Bike using a 6-3 config N/A and understand the physics about it. Is it commonly used in high end racing application more than f1? And do f1 use it for the scavenging affect or just a correct way of packaging? Maybe you should do a webinar where this topic is discussed deeper. More information to the real need to dive into👍 Thanks
Thankyou for sharing this, fantastic. May I ask what the name of the best ceramic coating is? I'm trying to find a place in Australia to send my exhaust and inlet manifold to. Thanks in advance
Good podcast! Very interesting
As always.. HP Acadamy delivers!
Very good info! Thanks for sharing. How would a tri-y configuration work in a turbo application? I’m considering this for my 1JZ Supra. 6-2-1 instead of 6-1. Any drawbacks?
I feel like a similar but probably better effect would be 6 into 2 scrolls.
I think the rb25det has them reversion dams on the cylinder head, I opted to keep it when I rebuilt my engine
Love ya work. Great pod cast
Cheers for the support! - Taz.
Quick question regarding two external wastegates on split pulse manifolds, my set-up is only street driven built for response and I'm running a 2.4L 4g, kelford 272's, longish split runner manifold with no external gate off the manifold, but with a single gate off the turbine housing which is an ATP 0.83 ar on a Garret GTX3076r gen2, would that still cause cross torque and cause ill effect?? Would I benefit from a conventional exhaust housing with a twin wastegate off the maifold set-up?
Putting the wastegate on the exhaust housing is never a good idea. Once the air enters the snail you do not want to disturb the air flow. Garrett has spent millions of dollars in R&D designing the internals of the housing. You will lose spool and can create surges on the wheel. Depending on how low your shooting for in boost and how much resolution you want determines how many gates you need. A big turbo with low boost requirements require precise wastegate control so may dictate 2 gates. If your divided manifold and divided exhaust housing, you have to separated the firing order properly in order to not make surge issues.(I.E if firing order is 1 3 4 2 then on one side of the manifold would be 1 and 4 and the other side would be 2 and 3 to even out the pulses)
Would love timestamps.
im still tryna port and blend my merges like they do .. their elite !!!
Good podcast Interesting conversation
Thanks Ray, stoked you enjoyed this one too mate - Taz.
from what ive sen, Maatouk engine bays only use 6boost manifolds on all the street cars (ive seen) some of them are 14-1800horse. 6boost turbo manifolds don't use large pipe.
Second!
Hey! First... 😂
Shit, you even bet me haha. Have an internet cookie foe your troubles. Remember if you have a question for Andre, leave it in an Apple Podcast review for him 😎 Ideally a good review, but, we'll still love you even if its not haha - Taz.