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Message: [QUOTE="me2, post: 343476, member: 3825"] Good question. The 2nd gen ('98.5 to 2002) manifolds have a turbocharger port turned down about 45 degrees between cylinders 3 and 4. If you flip it, the port is about 45 degrees up. The HE351VE is quite a larger turbocharger for its size (60mm). The turbine housing is large because of the VGT vanes. The actuator sticks quite a ways out from the turbo itself and it seems like Holset made the compressor cover larger than what a similar 60mm turbo uses. And the VGT actuator dosen't clear the turbine in all positions. The 2nd gen manifold has a different turbocharger port than the HE351VE. I think the 2nd gen is T2 and the HE351VE is T3i, IIRC. Double check this before quoting me. The 2nd gen manifold is fairly wide from the head to the turbocharger port. And one needs to add an adapter into the mix to convert the manifold pattern to the turbocharger pattern. There are 3 or 4 options for using a 2nd gen manifold. Flipped. If you look at the pictures of the mock engine placed in the 08 engine compartment from a few pages back, there doesn't appear to be much clearance between a 6.7 valvecover and the underside of the hood. If one attaches an HE351VE to a flipped 2nd gen manifold, it protrudes about 4 inches (IIRC) above the modified 6.7 valvecover. It would almost surely touch the hood. It might be possible to make this height work, but I think it would be difficult. Downward If one places the HE351VE on the 2nd gen manifold in its stock orientation, the turbocharger is both far out from the engine and low. The engine mount is almost directly below the 3rd and 4th cylinders and space here is at a premium. The stock 6.7 manifold exists between cylinders 4 and 5, one fully cylinder back. And the compressor intake on the HE351 just clears the back edge of the engine mount. The 2nd gen manifold places it right in the way. Having the HE351VE so far back and low also leaves very little space between the HE351 and the S475 for various piping, specifically getting a 5 inch air intake into the S475. Combinations Because one has to make up an adapter to go between the HE351 and the 2nd gen manifold, one isn't stuck with the stock 2nd gen manifold output orientation. However, any adapter design other than straight to straight puts the turbocharger further up where it runs into the hood, further down, where it runs into the engine mount or further out, where it probably starts to run into the front suspension or HVAC stuff. Other Issues. The other issue with the 2nd gen manifold is that even if it did work, it will stuff the turbo just under the engine cowl, effectively blocking all access behind it. I dislike that. The other thing to remember is that the 6R140 bellhousing not only forces the starter onto the passenger side, it puts it much higher than any other transmission I've seen. Most put the start at about the oil pan line. The 6R140 puts it quite a bit above that. The 6R140 forces the starter position because it has a slight cutout for the nose of the starter. One would be forced to cut part of the 6R140 bellhousing to move the starter to another location. I did that with my 5.9 CR /ZF6 swap to get(keep) the starter on the driver's side (like Dodge has it) but I don't want to do that with my 6R140. My custom manifold is going to put the HE351 as high up, as far forward and as close in as possible, making the piping as simple as possible and making the engine compartment as clean and accessible as possible. [/QUOTE]