question for the guys who built their own turbo setups
- Thread starter JohnQL
- Start date
I used 321 grade on a prevous manifold on a prevous car. DONT USE it!! That stuff is race spec and will crack very quickly.
Inimical_01ES
Member
Won't the turbo manifolds on the 4cyl '99 626 work well with our cars?
Xx Pro T J 5 xX
Member
so lets say i was goin to custom fabricate my turbo??? Are you saying that the 626 manifold will fit on my P5??? There is a 626 in a junk yard and the manifold is there for the picking...
BryanPendleton
Member
If you are determined to use Stainless steel, 321 is a good choise, as it is readily available and is generally fairly cheap (for stainless)
Cranking and fracture of a manifold is 99% due to improper weld procedure (pre and post heat treating not done) or improper welding gas mixture or weld rod selection, or a combination. If you have a SS manifold or header made, the builder must have the proper equipment, gas mixture, and heat treat ovens to properly weld it. Often times the design will not account for the thermal expansion of SS, a disadvantage of SS. SS has a very high coefficient of thermal expansion, in other words it may expand 2-3 times what a normal iron or steel alloy or carbon steel would expand when exposed to the same temperatures. Your design MUST account for this, or otherwise you end up overstressing flange bolts and/or weld seems and ultimately fracturing them.
I would recomend sticking with steels for that very reason. . . thermal expansion is not a big issue with steels.
Enjoy,
Cranking and fracture of a manifold is 99% due to improper weld procedure (pre and post heat treating not done) or improper welding gas mixture or weld rod selection, or a combination. If you have a SS manifold or header made, the builder must have the proper equipment, gas mixture, and heat treat ovens to properly weld it. Often times the design will not account for the thermal expansion of SS, a disadvantage of SS. SS has a very high coefficient of thermal expansion, in other words it may expand 2-3 times what a normal iron or steel alloy or carbon steel would expand when exposed to the same temperatures. Your design MUST account for this, or otherwise you end up overstressing flange bolts and/or weld seems and ultimately fracturing them.
I would recomend sticking with steels for that very reason. . . thermal expansion is not a big issue with steels.
Enjoy,
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BryanPendleton
Member
The Protege is the future of the FS motor. . . Not to mention the Protege scene is much more active than the Probe 2.0L FS scene. Just keeping my eyes open to whats going on if the "FS" world. Hopefully, the Protege aftermarket will spill over into the 2.0L Probe market too, not that I can use much of the standard bolt-on stuff, but I would still like to see the aftermarket grow for the Probe regardless.
chdesign said:
BryanPendleton
Member
I have another good lead from a guy who works at ZEX/Competition Cams (they are sister companies) and should be following up soon. I am also working on some custom motormounts that will replace the stocks all together with a solid polyeurathane bushing bonded to the new mount. I have designed it to lower the engine approximately 1/8-1/4" for improved half-shaft alignment and reduced center of gravity. It will be a several monthes before I offer them retail, but they might also be compatible with the FS Proteges.
As for the old Probe, its in pieces. For two reasons actually. One for a new set of pistons, because the originals were designed for N/A motor, and lasted about 800 miles with 12-14psi. That was a communication error on part of my original builder, I am taking control and responsibility of this rebuild. Second, due to a ruptured battery during a tuning session on the road without the hood on the car, resulted in acid etching the paint on about 70% of the car. Filed an insurance claim, and now I duking it out with the insurance company, as they ended up totaling the car out as they valued it at blue book, but the car is work 2-3 times blue book with the work that put into it. So appraisers are doing their thing to reassess the value of my car for insurance purposes. . . . what a hassle. It will be several monthes before I am back on the road though.
As for the old Probe, its in pieces. For two reasons actually. One for a new set of pistons, because the originals were designed for N/A motor, and lasted about 800 miles with 12-14psi. That was a communication error on part of my original builder, I am taking control and responsibility of this rebuild. Second, due to a ruptured battery during a tuning session on the road without the hood on the car, resulted in acid etching the paint on about 70% of the car. Filed an insurance claim, and now I duking it out with the insurance company, as they ended up totaling the car out as they valued it at blue book, but the car is work 2-3 times blue book with the work that put into it. So appraisers are doing their thing to reassess the value of my car for insurance purposes. . . . what a hassle. It will be several monthes before I am back on the road though.
chdesign said:
Cool deal Bryan let me know if you get those gears made.....but i dont' know how much i would need them though i am getting enough air into the engine i need to tune the exhaust cam to push a little more air out. I'm thinking I might just put the MS exhaust cam in to let a little more gas out.
Welecome to the board Byan!!
I know alot about you and heard alot about you. I linger around on the protegeclub and probetalk forums to gain more insight on the FS regarding forced induction. I am glad to see you join our little family here and look foward to your input and expertise on F/I. You are a great addition to our forums
