Modern inconel exhausts use hydroformed sections welded together. I think before that they did mandrel bend them though ?e36jon wrote: ↑Mon Aug 20, 2018 2:53 amI think of the Eagle F1 crew being not unlike Penske in the CART days: No one was going to call them scruffy...
Roon: You would think with an engineering degree I could break down the factors of mandrel bending Inconel, but I can't. Ask me about draft angles for injection molded parts though... I'm working off of a vague memory that Inconel is much harder and less ductile than either stainless or other steels that might be used for headers, so cracking during forming is an issue. But then, how do they come to have mandrel bent sections to then cut up into pieces and re-weld into headers? I leave it to others to put this to bed.
They look cool, but they would have to be the most inefficient head design possible!
42 Cylinder Wright Tornado
But rock-hard reliability and an awesome and quite special sound does for me forgiving it. I have a single cylinder flathead with over forty years still running from time to time. And it always start at first try.
Ah, that's what that is. I saw one of those on a stand (with no information attached) at the Reno Air Races back in 2015 and had no idea what it was. It looked like someone had built it in a shed as a joke - it was so long and complicated!wuzak wrote: ↑Tue Aug 21, 2018 7:58 am
Of course there was teh R-4360, with a mere 28 cylinders
https://upload.wikimedia.org/wikipedia/ ... ajor_1.jpg