Cracked Header

[snowy1]

I would take some extra wieght for a cast one as well.

 

[SuperTurbo]

http://www.ty4stroke.com/viewtopic.php? ... highlight=

 

[snowy1]

I would like to hear from some guys that have used the brace, the one guy I know that tried it, it didn,t help at all. ?

 

[hlmrx1]

http://www.ty4stroke.com/viewtopic.php?t=18381&highlight=

SuperTurbo, I believe that brace fits only CPR Turbo Kits, correct? Have you made any to fit MCX or PowderLite Turbo Kits?

 

[Ted Jannetty]

arn't the new headers stainless steel?

Yes but they are 304 not 321

Ted what is 304 and 321 mean? Is that thickness or something?

Different grades of stainless there are many different grades.

go to www.burnsstainless.com there is some great info in there.

Ted.

 

[hlmrx1]

Maybe these guys that put these together should offer the 321 or the 625 Inconel material. Here the summary of this stuff right off their site, thanks for the info Ted.

"625 Inconel, containing approximately 60% Nickel and 22% Chromium, was developed to cope with the extreme heat and strength demands of jet engines.
Molybdenum and Niobium elements also contribute to 625’s strength at temperatures greater than 1800º F, where 321 SS is unsuitable.
Inconel 625 excels in applications such as Rotary engines and extreme duty turbocharger exhausts."

 

[ken_climb]

For the price of the front mount kits, you'd think they would use the best.

 

[Ted Jannetty]

Maybe these guys that put these together should offer the 321 or the 625 Inconel material. Here the summary of this stuff right off their site, thanks for the info Ted.

"625 Inconel, containing approximately 60% Nickel and 22% Chromium, was developed to cope with the extreme heat and strength demands of jet engines.
Molybdenum and Niobium elements also contribute to 625’s strength at temperatures greater than 1800º F, where 321 SS is unsuitable.
Inconel 625 excels in applications such as Rotary engines and extreme duty turbocharger exhausts."

I think for our application the 321 is more than adequit and still affordable and easy to work with.

Hell if we see 1800 degrees our problems will be alot bigger than header cracks.

 

[SuperTurbo]

http://www.ty4stroke.com/viewtopic.php?t=18381&highlight=

SuperTurbo, I believe that brace fits only CPR Turbo Kits, correct? Have you made any to fit MCX or PowderLite Turbo Kits?

Yea, CPR only. if anyone could get us a installed kit we would give the bracket no charge, we would need it for month or less? but I know that not to many turbo sleds are in the Ohio area.

Just FYI we sold a few of these to not only trail riders but to some mountian riders, and they worked great. One was sent back that had BROKE! but he had shaved alot of extra material off, he said it was a lightweight mountain thing. But I tell you what even shaving off material and to break a CNC'd aluminum brace mounted to the turbo must be alot of vibration/bounce whatever to that header. I went trough 4 headers in 1500mi 2 seasons ago and I'm a trail riding never jump or get crazy rider this year no cracks! worked for me.

 

[hlmrx1]

Yea, CPR only. if anyone could get us a installed kit we would give the bracket no charge, we would need it for month or less? but I know that not to many turbo sleds are in the Ohio area.

Too bad Ohio is such a long way for me otherwise, I'd be bringing you my sled. Dave of Powderlites I believe is testing some kind of bracket, hopefully he has some results soon, I may try one of his.

 

[hot rod rooster]

ted are you saying that the extra cost of the 321 stainless will be 500 dollars for that little bit of steel that is in an rx header? if so WHOLLY COW

 

[Ted Jannetty]

ted are you saying that the extra cost of the 321 stainless will be 500 dollars for that little bit of steel that is in an rx header? if so WHOLLY COW

I am building my own 321 header for my race sled and I have 700.00 in materials alone no labor yet.

 

[dirkdiggler]

A castr header is the only way to complete stop Cracking. You can purchace Cast bends as well

One thing that will increase life is Ceramic coating. I would also recomment not wrapping your header.

 

[Ted Jannetty]

A castr header is the only way to complete stop Cracking.

Why would you say something like this?
I doubt it is the ONLY WAY.
321 will work fine and will not crack.
Cast iron crack also, quite often in fact.

 

[BlueMax]

arn't the new headers stainless steel?

Yes but they are 304 not 321

Ted what is 304 and 321 mean? Is that thickness or something?

Different grades of stainless there are many different grades.

go to www.burnsstainless.com there is some great info in there.

Ted.

Ted thanks for the great site. I think the design and use of these headers make this a very tough application. There are a lot more factors here than just material. Some steels have growth factors over numerous heating cycles. With all the different lengths of materials, the force that is cracking the header could be caused by the differences in expansion of the material itself. Here are some of the issues that have to be addressed.

The use of dissimilar materials (thicknesses, steel grade, weld material)

Access to joint areas for proper weld procedure

Proper fabbing and weld procedures

Some steels require preheating before welding and then followed with controlled cooling.

Thermal expansion of the header design (length of pipes, bends and flanges) may exceed material yield strength at elevated temperatures.

Supporting weight of the turbo, while maintaining room for thermal expansion of exhaust header.

Auto manufacturers have access to all types of computer modeling when developing designs for their turbo headers. Even with all of their design power, the auto manufacturers still have issues with turbo headers after extended usage. The snowmobile aftermarket turbo builders have limited resources and time to complete their designs and finally test. Add in how quickly the engine and sled designs change and this task becomes more complex. It is easier to fabricate a turbo header for race applications due to the limited number of heat cycles and total hours of usage. The trail application is much more difficult. IMHO this is one of the reasons a supercharger is a better choice than a turbocharger for a high mile trail sled.

This post is not meant to be negative, but rather a little info from someone that has spent TOO many hours analyzing and studying steel failures. Ted I wish the best in your header fabrication. Thanks for sharing info on the internet, which can be a thankless endeavor.