Fabricating Turbo Headers and Exhaust Systems with Eimer Engineering and Burns Stainless

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Another look at Chis Eimer's badass fabrication skills before it gets covered up with thermal coating!
The Y-pipe halves are within an inch of being equal length and the Y-pipe has a straight shot into the turbo.  Ordinarily having the turbo this low can be problematic but the engine has an entire drysump stage dedicated to scavenging the turbo.  The shaft of the turbo is lower than the crankshaft. Previously the turbo was centrally located and at about the height of the waterpump.  This relocated position helps offset the change in weight balance due to the switch to RHD and with the weight mounted much lower it should help handling greatly. 
The intercooler with the end tanks is mocked up for charge pipe fabrication.
The turbo compressor discharges right into the intercooler with basically no charge pipe!  A very efficient install!  The intercooler is lower and much further back than it used to be.  Previously the intercooler was hanging up and over the lower bar of the bash bar shown in the lower left hand corner of the photo. Now it is about 12 inches rearward and fully protected by the bash bar.  This helps weight distribution as well. The turbo is located about 12″ back from its original position. 
The Y-pipe is fairly close to the intercooler and there was some worry about radiant heat. With the thermo barrier coating, it was found that this isn't the case.  The backside of the intercooler stays very cool to the touch.  This is credited to stainless steel's poor thermal conductivity, low EGT's from the E98 ethanol fuel and the Embee thermal barrier coating.  Chris plans to add thermal wrap to the Y-pipe and use a fan on the intercooler to reduce engine compartment heat soak as well so this becomes even more of a non issue.
The top of the intercooler tank tucks under the stock core support.

3 comments

    1. We wanted a more gradual onset of power that a single turbo produces, our previous experiments with twin turbos made a fast violent onset of power that made it hard to get the car to hook up out of turns. We also wanted to make things simple.

      1. Thanks a lot for your reply, Mike. Some ‘a these young ‘uns might not value it, but I’m from a time where you could only pick the brains of the local gearhead, or library, or test your luck through trial and error. To have access to pros like you (and pick *their* brains) from halfway across the world is a privilege! Keep on truckin’. 😉

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