A
Anonymous
Guest
On naturally-aspirated engines, the exhaust port at the head/factory manifold or head/header joint is somewhat smaller that the manifold branch or the primary tube into which it dumps; the reason given is sonic reversionary wave damping.
Hooo-kay....
"Gasket-matching" is also a normal porting activity, and the assumption is that the head's exhaust ports now match the gasket, and on a round-tube header there is a good likelihood that match won't be perfect, and some semblance of reversion wave damping will be maintained.
How about porting factory cast iron exhaust manifolds, particularly an I-6 cast-iron turbo manifold? Will this dampening "ledge" need to be maintained? If so, is there a formula for computing the anti-reversion area needed?
Or can both head and manifold be perfectly matched to the gasket for a "seamless" transition?
Eddie
Hooo-kay....
"Gasket-matching" is also a normal porting activity, and the assumption is that the head's exhaust ports now match the gasket, and on a round-tube header there is a good likelihood that match won't be perfect, and some semblance of reversion wave damping will be maintained.
How about porting factory cast iron exhaust manifolds, particularly an I-6 cast-iron turbo manifold? Will this dampening "ledge" need to be maintained? If so, is there a formula for computing the anti-reversion area needed?
Or can both head and manifold be perfectly matched to the gasket for a "seamless" transition?
Eddie
) to bother bringing my Favorite Sleep Aid (A/K/A "Ol' Doc Smith").
); next step, port work, then cryo, then heat-barrier coat once I decide if the 4.9L is going to be a blower motor or stay N/A, i.e., high or low CR.
