Hadn't thought about the weight issue.I think it needs a longer term test, I'd suggest it needs at least a few hundred miles, preferably more.
It then needs careful examination of the ends, particularly the female car fittings, to check if the harder, and heavier male pipe terminations have degraded the softer glass reinforced nylon.
The stainless part is much heavier than the original, and that mass, (plus the coolant inside), is is held in place only by the female socket at each end. This is, in my opinion, the area in need of most scrutiny.
Do you have the comparative weights Phil?
This post is not intended to shed doubt on the new part, just to make sure it is as good as we can make it, before I, and others, fit it to our cars
Mac
Mac is correct, far more extensive testing needs to be carried out. Short trip almost useless. A few thousand miles covering all driving conditions is required. To include hot and cold extreme temperatures, hard and light loadings, start stop, how it is effected by cold rain when the system is hot and working hard, the durability of the seals under all conditions etc etc.I think it needs a longer term test, I'd suggest it needs at least a few hundred miles, preferably more.
It then needs careful examination of the ends, particularly the female car fittings, to check if the harder, and heavier male pipe terminations have degraded the softer glass reinforced nylon.
The stainless part is much heavier than the original, and that mass, (plus the coolant inside), is is held in place only by the female socket at each end. This is, in my opinion, the area in need of most scrutiny.
Do you have the comparative weights Phil?
This post is not intended to shed doubt on the new part, just to make sure it is as good as we can make it, before I, and others, fit it to our cars
Mac
Ooooo. That's interesting.If it gives confidence in this type of design of pipe, these have been routinely available in both stainless steel and aluminium for similar vintage VR6 engines which suffer from the same problem from reputable manufacturers of tuning parts
I don’t think corrosion should be an issue, as the coolant has corrosion inhibitors which will protect the inside, and as far as I’m aware the aluminium boost pipes on the TDIs don’t have issues with corrosion, though I guess the death pipe will experience higher temperatures…The pipe is "soft" mounted at both ends, push fit with O ring, so it's not structural in any way.. It has to be rigid to maintain the relative positions of the end male connections, which are at a slight angle to one another.
It has to contain coolant at around 1 - 1.5 Bar pressure, and 110 - 120 C.
The rigidity and pressure requirements make the tubular shape perfect, (better than the rectangular original, imo).
I don't know if my slight concern about weight is valid, but using aluminium would not be without concerns, particularly corrosion.
Mac.
You're right about the premium feel of stainless. I was thinking external corrosion of ally, but not really, given where it is.I don’t think corrosion should be an issue, as the coolant has corrosion inhibitors which will protect the inside, and as far as I’m aware the aluminium boost pipes on the TDIs don’t have issues with corrosion, though I guess the death pipe will experience higher temperatures…
That being said, stainless does feel like a higher quality option for some reason.
I would be interested in 3.So, these are a known problem. As are certain pipes on Rover 800's which I also own.
One of the 800 enthusiasts, Andy Cowen, remanufactures some pipes in stainless and I have approached him with the prospect of doing the death pipe too.
He has agreed. I have also given him the link to this forum.
How many people would be interested?
He will need a sample to work from, and will be able to give a price too on quantities
Also, are there any other pipes people would be interested in?
I will post links and pictures later.
He has worked on Jag, Lotus, and Rover in the past.
I would be interested in 3.