| in "heads up" flowbench test. Only on tt.net would a 10% average flow margin advantage require "eating crow". On "Pinks" someone would have lost their '82 Mustang. Special thanks to:
Ash Powers for his flowbench expertise;
Shawn Meyer for lending his MS manifolds for 3 months; and
Joe(Nova) for his graph (below) of comparative results.
Several observations: #1 A "flow test" does not tell the whole story. Example: when flow testing intercoolers....a 6" sewer pipe will "flow" huge, but is a lousy intercooler. Similarly, on an exhaust manifold, a sample of one exhaust port may flow well individually, yet may fall short under dynamic conditions....reconizing that a "log" style manifold has to share the load of three series-connected exhaust ports. Despite the apparent "fact" that only one combustion pulse occurs at a time, unequal primary runner lengths and normal backpressure of a turbine naturally causes these pulses to "collect" prior to entering the turbine valute. I purposely made runner #2 larger to flow the exhaust of cylinders #1 AND #2 as well as a HUGE collector. I was hoping that a means could have been discovered to actually test the "collector" of the manifolds....perhaps another day. These pics (from ZCON 2006) show that the AAE manifold has a definite advantage here.....which cannot be demonstrated in the test methodology used.
#2 There is also a large difference in the port sizes between the two manifolds. Ash, being the "purist" he is, wanted to only test the manifold(s), not manifolds AND the cylinder heads as has traditionally been done.
Unfortunately, the larger port dimension would not represent the actual application. To be a more representative test, Ash used a standard gasket to simulate the manifold/head assembly. The AAE manifolds are gasket-matched, precisely machined 1/8" larger than the exhaust port(s). Despite good intentions, the abrupt transition of the larger MS ports may actually increase turbulence. One could argue as Ash has that the true potential of the MS manifolds will not be realized w/o enlarging the ports to match. However,the extreme porting required may result in an encroachment on the coolant passages. This is apparent in the photo below:
#3 For those of you doing a celebration dance in the end zone, this is NOT a contest.
I never set out to compete with anyone. When I began my AAE V1 manifold....I had never heard of "Mike Smith". I did hear later in 2005 that he was going to make a "showing" at ZCON in NY in August....he didn't.
You may also recall that no one knew what he had going on when I began my V2 "direct bolt-up" manifold in Feb. 2006. The fact that I had already shipped a pair which were installed in a running car in May, three months later ought to speak for itself. The ONLY criticism I had of Mike Smith is that he was "playing with people's patience" (mine too) and that his design "looks too stock" to me. Without a doubt, he's done some nice work and his tooling is impeccable. He chose to go with a stock replacement and modest gains, I have set my sights on greater potential. For this reason, I announced in December that I was working on a new design for my slicktop project....BB turbos angled at 10* off horizontal and 4* faced out to accomodate a straighter V band 3" downpipe and a straighter 3" intake to the T04B compressors. I have not cast an AAE V2 manifold since August. At present, I am selling my limited inventory (cheap $690) to make room for my greater plans. You may recall my discussion in my December tt.net of this V3 design. It is a "modified" version of the "log" manifold. Remember this is just the "hollow core" pattern....the outside will add 1/4" when cast.
Some have thought that this is "interesting"....I've completely chucked it too. It looks too much like my V2 design. I just got back from the pattern shop that makes my sand molds to further discuss my AAE V4 design I started 5 weeks ago. Ash hinted that it looks "impressive", but all I can say now is that it will be a killer "cast turbo header", designed to fit the narrow niche of those looking to make extreme power in a completely "bolt on" package with the TT and N/A conversion market in mind. Whether this market materializes or not, it will be going on my slicktop project. Besides the rear-mounted Carerra GT-style radiator ducts, I like the "elevator wing" on the Buggatti Veyron quad turbo. I don't post a lot, because of all the crap I've had to shovel on this site. Adam has his own adolescent issues, but I'm not sure I understand all the rest. I'm not getting any younger, and have more important issues in my life than cars. Hopefully, the "discussion" will be a little more polite in the future....I think most would agree. Thanks for your interest,
Jon Abeler, Abeler Automotive Engineering (AAE), St. Paul, MN Keep lookin' up. [ http://www.wvi.com/%7Esr71webmaster/b44.jpg ]
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Re: AAE outperforming MSP exhaust manifolds.... - 
16:49:46 02/15/07
