18 Oct 2009

After a very long day, the turbo manifold is done. Still left is adding the muffler tubing, along with the wastegate exit pipes. The exhaust tube in the turbo is just stuck in there for effect; it’ll be rerouted, but yeah, it’s pretty big. Made a list of all the bits and pieces needed to finish it up, included the oil system. An oil pressure and oil temperature sensor are needed, and will be plumbed into the remote oil filter housing, after figuring out which brand to buy.

I got some grief on a forum after posting how expensive the exhaust is. I could have used 304 weld-els which would have lasted for a while, but went with 321 to ensure longevity. Ask anyone who knows about turbo track cars and they’ll say to use cast-iron, 321, or Inconel to have it last, or risk it disintegrating or cracking. What’s it worth having a trackday terminated by a cracked header? The wasted entry fee, gas to get to the track and back, food, lodging, it adds up. Around here, having that happen twice would pay for the 321 header.

Also, having the car break is a poor way to instill confidence in potential builders; what’s that worth? The goal is to built a high-powered example of what the car can> be, proving the chassis can handle it, and if builders choose, they can do the same; it gives them options. For example, using a stock drivetrain means they may be able to use the OEM exhaust manifold – which no one wants – for practically free. Maybe I’m looking at this wrong, maybe I should put on my Marketing Weasel hat and mislead people how cheap it is to build a turbo engine – “Joe Smith built his for $50, you can too.” I don’t think so.