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  #1  
Old 09-29-2009, 01:18 PM
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Caledoniaoutlaw Caledoniaoutlaw is offline
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header for a cummins

Has anyone here built a header for a cummins pick up ? I would like to get some design ideas . Thanks Dan
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Old 09-29-2009, 02:16 PM
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Quote:
Originally Posted by Caledoniaoutlaw View Post
Has anyone here built a header for a cummins pick up ? I would like to get some design ideas . Thanks Dan
100% 321SS except 1/2" Thk, Mild steel flanges.
347 Filler & Solar Flux or back purge.
Increase Primary ID.
Target the Impeller with the collector(s).
I'd shoot for a 6-3-1 design to keep things simple.
BT Header!!!

If you are building to tow I would NOT coat the final piece but if you are racing I'd thermal barrier coat.

E
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Old 09-29-2009, 06:09 PM
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E, do you have the BT header program?
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Old 09-29-2009, 06:23 PM
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E, do you have the BT header program?
Yup!
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Old 06-18-2010, 12:24 AM
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Why not coat the header if it's to be used for towing?
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  #6  
Old 06-18-2010, 01:30 AM
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Why not coat the header if it's to be used for towing?
Turbo's are finicky things, they do not like other things passing through them.
Coatings are a neat thing but, they will eventually fail and flake and then you a thing passing through the turbo which results in FOD...

I've seen turbo headers coated and I have seen the results, would not be my choice, just saying...
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Old 06-18-2010, 08:15 AM
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How does the mild flange with stainless pipes work? I'm thinking about stainless (only 304, though) for my new race car...but I already have the flanges.

Weld with 309? (pipe to flange)
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Old 06-18-2010, 11:45 AM
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How does the mild flange with stainless pipes work? I'm thinking about stainless (only 304, though) for my new race car...but I already have the flanges.

Weld with 309? (pipe to flange)
I use 308 but +~-

The mild steel flange moves less then SS.
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Old 06-18-2010, 12:31 PM
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I see...

Doesn't hurt that mild flanges are a lot easier to buy/make than stainless...

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Old 06-18-2010, 12:54 PM
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I should say that I am referring to a one piece flange above.
If, as on the engine in my avatar you are running individual flanges then the choice could go to stainless and on a turbo 321 would be my cost conscious choice... Cost being relative and subjective.
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Old 06-18-2010, 11:37 PM
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I was going to make one for my dodge but never got around to it. Now I don't have the truck but I will make one for my next cummins
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Old 06-19-2010, 12:22 AM
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I think I might change the collector lay out.
I happened to be looking at a Cummins the other day and I might be tempted to go to a 6 to 2 (2 groups of 3) and target the collectors on the impeller... then use Propane nozzled on the cold wheel for some chemical after-cooling and to speed up the spool time.
Just a thought.
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Old 10-14-2010, 09:23 PM
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personally i wouldnt make my own... yeah the stainless steel ones look amazing and theres a couple of companies that make em... the problem you run into is they truely need to be a two/3 piece design... with the heat that these cummins put out it warps a solid piece so bad u cant get em off.
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Old 10-14-2010, 11:02 PM
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Originally Posted by rebel102285 View Post
personally i wouldnt make my own... yeah the stainless steel ones look amazing and theres a couple of companies that make em... the problem you run into is they truely need to be a two/3 piece design... with the heat that these cummins put out it warps a solid piece so bad u cant get em off.
Curiosity What warps?
The EGT's in my big block will easily exceed the typical recommended upper limit on a diesel by 700-1000... Never had a problem.
I agree on an inline 6 that the manifold flange should be at-least 2 pieces is that what you are referring to?
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Last edited by entropy; 10-14-2010 at 11:06 PM.
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  #15  
Old 10-16-2010, 12:11 PM
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I can't comment on any of the material discussion but have to wonder about the heat issue. A turbocharged diesel runs allot cooler than a NA version of the same engine. I would thing the same would be true when comparing a turbo diesel to a NA gasser. When the NA gas engine cycles lean there are some huge temps made and can't be in any way close to a turbo diesel for temp extremes, the only significant difference has to be pressure vs heat vs time on a diesel. If you are pulling and hit a hill and stay at 1100+ degrees for a 5 minute climb at 20+ lbs pressure there will be some distortion there if not made correctly. Add to that the weight of the exhaust and the turbocharger itself and there is some strain to the header/manifold.

Sorry for so long but after thinking about it there isn't a good reason the header couldn't be made with slip joints just like a factory manifold.
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  #16  
Old 10-16-2010, 03:45 PM
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The factory manifold doesn't have any slip joints
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  #17  
Old 10-16-2010, 10:42 PM
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... and the factory manifold shrinks and cracks
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  #18  
Old 10-16-2010, 11:20 PM
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Well I haven't had any problems, but yes it can.

I was just saying that because CarterKraft said it had slip joints
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  #19  
Old 10-17-2010, 12:09 AM
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Originally Posted by cummins6speed View Post
Well I haven't had any problems, but yes it can.

I was just saying that because CarterKraft said it had slip joints
Well I posted something from my iphone but it isn't hear I see...

Anyway I wasn't referring to the 6BT or CR motors specifically more a generalization of popular 6 cylinder manifold design.

What ever you think is ok on a drag truck or even sled puller has nothing to do with pulling 30k pounds of hay through the texas hill country, or some of the passes out west. Insert your own diesel pickup use here if you want.
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