Exhaust Manifold Coatings

Continuing the look at exhaust manifold surface temperatures, the latest check is of the stock exhaust manifolds with Swaintech white lightning coating.  I like the Swaintech product because the advertised thickness of the material is greater than other similar products.  My understanding is that the thickness of a ceramic coating is essential to  performance, with a thicker coating being more likely to perform better.

Swaintech coated stock Audi B5 S4 exhaust manifolds Swaintech coated exhaust manifold close up

Swaintech coated exhaust manifold close up
Swaintech White Lightning Coating

Test:

To check the exterior surface temperature of the exhaust manifold I am using an IR thermometer.

Emissivity is assumed to remain constant between different surface coatings, this may be an incorrect assumption and could result in erroneous readings if it is an invalid assumption.

The manifold is at ambient temperature for the beginning of the test, and then the engine is started and allowed to idle for ten minutes, making surface temperature readings every minute.

Repeat-ability of the measurements suffer due to the location of the exhaust manifold as well as the manner in which the manifold heats up, shown below.

IR images of exhaust manifold heating
IR images of exhaust manifold heating

Sampling the exterior surface at the same location each time is difficult, but overall the trends should be indicative of how the differently coated manifolds heat up.  To help achieve better results the readings were made twice for each coating.

Results:

Shown below are the average results for each coating type:

chart of exhaust manifold coating with swaintech white lightning

The next chart illustrates the individual readings for each coating type:

chart of average exhaust manifold temperature with ceramic coatings

Conclusions:

Under these test conditions and assumptions the ceramic coatings are shown to reduce the rate at which the external temperature of the exhaust manifold increases as recorded by an IR thermometer.  The Swaintech  white lightning coating provides an additional benefit as compared to a thinner, black colored,  alternative ceramic coating.

These results do not give proof of how the different coatings perform over an extended period of time, or under normal driving conditions.

K04’s setting the bar high

One of the main goals I have in my search for the best stock motor turbo’s is to find something that has close to K04 spool.  I’m still in the early stages of getting the tune dialed in, and this boost level is greater than what the car will be operating with going forward, but it is a good representation of how quickly the RS4 K04’s can generate boost pressure.

Chart of BorgWarner RS4 K04 Boost Onset
BorgWarner RS4 K04 Boost Onset

25 psi of manifold pressure is achieved at 3080 rpm.

Is the K03 like a hair dryer?

I’ve read this comment a few times “at high rpm the K03 is just a hair dryer”.  The claim is that once the turbocharger starts to reach the upper operating region it is doing nothing but producing hot air.

In general at high pressure ratios a compressor is going to generate hot air, and as the turbocharger compressor housing warms up the compressed air will become hotter as the ability of the housing to absorb heat decreases.

What is normally implied by the hair dryer comment is that the K03, being a smallish turbocharger, relative to other options for the B5 S4, becomes inadequate at higher airflow rates.  To see how much of a hair dryer the K03 turbocharger is I matched it up with a pull I did on my car when outfitted with the larger BorgWarner RS4 K04 turbochargers.

Picture of BorgWarner K03 and RS4 K04 turbochargers
BorgWarner K03 (Left) and K04 (Right) Turbochargers

The boost profile for each turbocharger is different, which matters a great deal, but that wasn’t what I was concerned with.  My main interest was to compare the compressor outlet temperature of a K03 turbocharger with a reasonably aggressive boost profile, versus the K04’s with an aggressive boost profile.

Here are the results:

Chart of K04 vs K03 Compressor Outlet Temperatures
K04 vs K03 Compressor Outlet Temperatures

The outlet temperature of the K03 turbocharger is a good deal less than that of the K04.  To me this is indicative of how important the boost level is versus the compressor efficiency when neither turbocharger is being operated at a point far outside of an efficient region of the compressor map.  A K03 operating at 65% efficiency is not going to generate appreciably higher outlet temperatures when compared against a K04 operating at 70% efficiency.  The K04 operating at a PR around 2.6, versus 2.2 for a K03, is more likely to generate results like those shown above.