2bular 2zz-ge 4-1 Vs. Hangar 111 2zz-ge 4-1:
Benchmark testing my Austenitic 304 Stainless TIG-welded 4-1 2zz supercharger manifold against the Hangar 111 offering.
I usually find that exhaust after-market offerings are built from 304 (non-magnetic) Stainless.
The Hangar 111 design has a very thin mild-steel(!) flange – already showing rust and deterioration.
I know one UK tuner found it impossible to achieve a satisfactory gas-tight seal due to the distortion caused by the welding on the pipe-to-flange.
The 2bular 4-1 has a stepped-primary design to improve mid-range torque. The Hangar 111 manifold has 4 short primaries and no step.
They are made from thin-walled, 409 stainless, an inferior grade with just enough chrome content to permit the label “stainless”.
They already show considerable rusting.
Sadly, the Hangar 111 manifold has broken in half. The four thin-walled primaries couldn’t withstand the stress of the 2zz-ge engine/transmission movement.
The heavy Hangar 111 machined 4-1 collector contrasts with the hand-fabricated/TIG-welded 2bular design.
Looking internally at the 2bular collector, it is possible to see the characteristic pyramid formed after the merge has been argon-purged and TIG-welded. Internally,
the Hangar 111 design shows poor understanding of gas-flow management. I must confess I’ve never seen anything like this component on an after-market manifold.
Hangar 111 claim a 15bhp gain with this design. They publish no dyno-graphs to prove this. A UK tuner actually measured a 15bhp drop! Looking at the design, I can believe that.
I have several dyno-graphs showing the improvements in power and torque – like these!
2bular Vs. Stg3 Exhaust:
The Stg3 exhaust was introduced specifically for the supercharged 2zz motors and dealers were warned NOT to fit the restrictive Stg2 to supercharged cars.
The Stg3 had a 7”diameter silencer, 19” long with the same big 6x4 oval tip from the OEM system.
A quick run in the car and I thought it sounded rather good. Unfortunately, the dronnnnnnne was ……………… not rather good!
Checking out the design showed an off-set entry to the silencer (to push the body inwards away from the rear heat-shield/grilles).
And a central exit!
To link the entry/exit the perforated core pipe has been angled up. Doing this means the exhaust gases actually blow through the perforations, pressurising the internals of the silencer and blowing the packing materials out through the tailpipe. Blowing the sound energy through those holes makes for a wonderful wind instrument – guaranteed dronnnnnnne, especially with an empty can.
Here’s the REALLY important bit. During R&D on the 2zr cars, I found a 7”diameter silencer was just too damned LOUD for comfortable, everyday use. I dropped the 7” option from my 2zr page and only recommend an 8”dia silencer – I even offer an H1 (quieter) version for better noise-control. The 2zr is an extremely vocal motor.
Summary: the Stg3 is okaaaaay on the car it was developed for – the supercharged 2zz. It is too small a diameter to control the noise of the 2zr and it has the wrong bore – so on these cars, it’s too LOUD and it dronnnnnnnes.