Posts by FFShawn

@Street Doc

My apologies if you took it that way, I am harsh, always, but to say it's not intended for high power it's ok is not an acceptable answer to me. If it doesn't flow more than 400hp than it is designed and engineered incorrectly. It may be fine as most people keep at low power for stock engines but if it's inefficient enough that power drop (flow) arises at such early levels then it's still inefficient at even 2psi and is working much harder than it should be, and making more heat and restriction than necessary. Heat and restriction in a turbo car are big negatives, and the reason things blow up. Just my 2 cents. Rabtech mentioned that it's partially because of the log manifold, I've built a ton of i6 BMW's with log manifolds making 800whp+ so that's no excuse either. I can weld so I can build a turbo setup, that's what it sounds like to me. I have an exceptionally high standard I know, and anything less than optimized and efficient is straight unacceptable in my shop. There's one thing being a dick and not knowing your stuff, but I call things out as I see it, nothing wrong with honesty and truth IMO. You are welcome to see it as you wish.

Wasn't trying to hurt anyone's feelings. Usually the truth hurts however =)

-Shawn-

Quote from Dave@DDMWorks

Nope, that system is not setup from HAHN for high horsepower.

Aftermarket turbo setup not setup for high horsepower. That makes zero sense to me but to each their own. If it can't flow and make power, that means it's flow dynamics at low power are awful too. Working hard but not doing much beneficial work.

Dave, I need to talk to you soon about Pete's motor, finishing up the EFR setup above right now for Bob and the Bullet Concepts guys and then I'll be into his monster.

Quote from rabtech

I have a good 600hp setup if you want to turn the boost dial. I'm happy right at the 470hp spot. I'm putting out almost 550hp at the crankshaft. I don't know how much more it can take... And I don't want to find out either... lol

You do have a very nice setup. It has some of the same features that I have now... Air flow is key in any of these setups when you get up above 300hp for sure.

300hp is kids games, welcome to 1999. lol Not sure what you do with that power and a single wheel, luckily we don't have traction issues 'round these parts =D

Quote from rabtech

Nope. He doesn't.

Does Alpha use just a 2.5" exhaust as well?

@MACAWS @rabtech I know of a setup good for 600whp out of the box

Quote from rabtech

He has a 2.5" pipe with a 2.5" inlet and outlet MagnaFlow muffler. It backs up the flow at the top rpm levels. But the main thing that hurts the Hahn system is the log style manifold... It doesn't like it when you start hitting the 400hp range.

Why no 3" exhaust? He doesn't make a tubular manifold replacement?

Why on earth are you guys having power limit issues because of the exhaust? A single 3" pipe can easily flow 600whp. @MACAWS

Quote from WOLF

Sure Shawn, just keep making cooler and cooler stuff. That does look sweet. I don't think anyone has put a muffler underneath before. Your intake manifold is just awesome.

Muffler underneath is absolutely necessary for these rear exit setups in my opinion. Sounds like raspy garbage without it, too much resonance in just straight pipe and the small mufflers at the back I would consider more tips than mufflers. They don't muffle much!

Quote from Joker256

@FFShawn that exhaust is sexy! Are you going to do a version for us non-turbo guys?
Off topic, do you have plans on doing a taller version of your rod for us tall old guys? I LOVE the look and visibility, but can't get in and out easily with a helmet (requirement here) without pulling some Cirque de Soleil moves.
Another 2 inches would make a would of difference! (Yeah, I know. @Tripod )
That's the ONLY reason I couldn't own it. Awesome top otherwise! I'd be the FIRST person in line for a slightly taller version!

I won't build a top that oversteps the height of the factory roll bars, if for some reason a Sling ends up on its roof, I'd prefer the factory roll hoops to take the weight before it touches the roof. Just a liability thing that I believe is quite important.

Quote from MiM

Is this exhaust also SC or just turbo? And is this in production?! Looks like a nice alternative to the WelterPDE... Cost?

@FFShawn

This will not be a production exhaust, only custom offered for those that will or can bring their Sling directly to me. Pricing is $2,500 installed, each being custom built on your specific Slingshot, this the only way to guarantee proper fitment with tight clearances in and around the transmission and angle drive. I can build for NA, Blower, or Turbo! Working on fitting a 3" turbo-back all over frame as well.

Quote from Tripod

Hi Shawn! I'm still sporting one of your original batch of 24 of the UPTone exhaust!

Quote from WOLF

Right!? Like the other muffler and horn.

Quote from funinthesun

That pic has to be in the top 2 pics of slingshot porn EVER. Shawn really puts out the best products

haha thanks guys appreciate the love! Sorry @WOLF but this newest exhaust of ours is better. Getting back to my roots of the more custom stuff again. 2.5" frameover turbo back, rear resonator, and recirculated gate on an Alpha Stage 2, helping it flow a bit with the exhaust and our billet intake manifold!

-Shawn-

Nice copy of my exhaust, too bad they forgot the most important part! lol

Quote from GTS1998

I have smoke at idle with my Alpha kit. It seems to start a minute or so after starting it, while warming up. It seems to go away after a short drive, but comes and goes when I'm stopped at a red light, etc. I've had the intake drilled, it seems to not have made a difference. One theory I've heard is that the oil isn't draining well through the return line from the Turbo to the oil pan, causing the smoking. The oil return line seems to have a round about way to get back to the pan. No sure why it's not more of a direct gravity path. It fills my garage with smoke sometimes. it is annoying.

The factory intake manifold has a direct connection to the crankcase system through the pinhole port that Alpha has you drill out. In NA form, this small hole sets a very specific amount of crankcase vacuum, based off that orifice size, allowing only a set amount of vacuum/vapor to be pulled through that provision specifically for ring seal against the bore. Enlarge the hole, expect more oil and vapor to pull through that port. In addition to allowing more vapor/oil residue through, it also increases the vac pressure to the crankcase system. The biggest thing overlooked here is that connection is just a wide open port, no check valve, or butterfly valve of any sort. When the turbo gets in boost, positive pressure is blasting through that breather port in a quick fashion and putting positive/boost pressure into the crankcase system. This is a big no no for ring seal. Get out of boost back into vac, vacuum is quickly reapplied to the crankcase system and the rings are sucked back the opposite way. When you have too much positive crankcase pressure, it will cause a portion of the oil in the pan to stick more to a vapor state then returning to solid oil increasing chance of it being pulled past a ring (and into smoke out the exhaust). With ring flex from the positive, negative, positive, negative back and forth from the changing crankcase pressure, rings and more importantly ringlands will be stressed (isn't this a common failure point of this engine?) time and time again. In reality, this pinhole port in the intake manifold either needs a check valve to still properly be effective as GM intended, or it needs to be plugged, and then valve cover connection breather needs to be well thought out to supply constant vac to the crankcase system at all times, boost or not. I'm not sure this is the ONLY issue causing smoking on these setups but I believe it is a big factor in it.

Just my 2 cents

Wowza, very sorry to hear of your troubles. Sounds like you made the best of it and moving on!

-Shawn-

Quote from Joker256

I'm guessing they are the same concept as these? Would be cool to have one that would fit the Slingshot.

You got it, I am using QTP's drive motor, and making all the other components to fit my application. This will fit and center inbetween the v-band flanges that any of my adjustable exhausts have. So for current users, remove your current baffle, install this in its place, and now you have electronic/switch controlled sound! I'll also have units that come with only the electronic adjuster from the get go if that is what you choose.

All this time on the forum and Chris can't even upload pics properly =D

TWINS! Adding to the fun, another Haas VF4SS! Love me some CNC machines! Tuesday can't come soon enough so both can be making chips!

Specs on my original machine - 12k rpm, 25 tool changer, Renishaw probe system, Single screw auger, 4th axis with Nikken rotary table, through spindle coolant, programable coolant, high speed machining, Royal Filtermist mist collector

New machine - 15k rpm, 40 tool changer, Renishaw probe system, Quad auger, 4th axis ready (will be running 3 axis production parts but never hurts to be prepared), through spindle coolant, programmable coolant, Haas mist collector, high speed machining, programmable air blast

Kill mode engaged! Hope everyone has a great weekend!

-Shawn-

Quote from MACAWS

FFShawn - just wanted to thank you for getting my E-Brake handle out to me. Not sure if you have seen my post with pictures but that friggin thing is awesome - turned a lot of heads.
You Da man _ Dream Maker

No I didn't see, where did you post?? But glad it made it, and you like it! =)

Quote from Canoehead

I would say anywhere from $1600-1800. or

That's a great guess, and thank you for not saying $500 =D $1695.00 will be retail but after I have everything together for a production run, we will be offering some intro pricing!

Quote from Canoehead

Could I dare ask what one of these is worth?

What's your (or anyone else that cares to guess - those that haven't seen me mention it a few times) guess on the price? Good to know what people's opinions/insights are. It will be priced accordingly to the billet and runtime going into it, not cheap for sure, but right in line what intake manifolds of this caliber sell for across the automotive community. After I see some people's opinions I'll post up the price. For those that have seen my intended price point please keep quiet

Quote from Canoehead

I must admit, it would be nice to have one for N/A application instead of having injected plastic ported and polished. Wonder how much that would bring to the table in ponies?

I'll have to see what happens to the torque curve on a NA motor. HP will definitely go up, both NA and turbo. I could see 10-15hp on a NA motor. Bigger TB, bigger intake, even more. Torque however could drop on NA, or stay the same I would hope for. NA likes long runner length, longer the runners, the more torque. My runner length is close to stock but a little shorter, torque COULD drop, only one way to find out. Boost loves the shortest path, short runners will gain more in this application. Manifold is setup for boost no doubt, but there could be some advantages, performance wise, NA as well. Whether someone would front the expense for the gains NA, not sure.

So?