Garage Storage Organization and Garage Cabinets

2.2=8 · 11-21-2005, 01:57 PM

Starter drops right out, but I have to shorten the oil drain back tube in the block to about 1 inch. Also I wanted to be able to remove the turbo without removing the head or intake. this you can do. You can also remove both manifolds without removing head.

2.2=8 · 11-21-2005, 02:00 PM

Quote:

Originally Posted by russ jerome

Wow it will fit!!! 2am and cold ass hell out I will take some pics for
you in daylight,that is some tricky angles you worked into that header!

That side shot you just posted tells a good story, had to go out
a second time and view my car. That is some very creative use
of space you got going on bud!

Russ you crack me up as usual

thanks

GLHandGTS · 11-21-2005, 02:10 PM

Excellent news about the fitment for an L body.

I understand that this is primarily for a race car type deal, but so is most stuff on my car. How confident are you in longevity? Some braces from the Kframe to the header possibly (if you have very solid engine mounts)? Expansion might play havoc here. What thickness are the tubes?

Any idea on overall weight of the header?

Just brewing up some ideas, thanks. I remember discussing with you my ideas about this design via PM last winter, do you remember that?

Aaron Miller

2.2=8 · 11-21-2005, 03:47 PM

Aaron, Hangers are on the drawing board, Longjevity is my biggest concern! as stainless expands and contracts a bunch. the hangers will be designed to allow the tubes to go where they will but the header in no way will have to support the wieght of the turbo.........the hangers will support everything......this header weighs 10lbs,4oz. soaking wet. a stock log weighs 9lbs., and a TBI weighs 12lbs.8oz...........Material is 18gauge and 16 gauge respectivly.............I will do testing next race season, I,m hoping that since my engine only gets run in "anger" for ten seconds at a time it should be ok for that but I don't know how it would fare on a street car.

GLHandGTS · 11-21-2005, 03:59 PM

Quote:

Originally Posted by 2.2=8

Aaron, Hangers are on the drawing board, Longjevity is my biggest concern! as stainless expands and contracts a bunch. the hangers will be designed to allow the tubes to go where they will but the header in no way will have to support the wieght of the turbo.........the hangers will support everything......this header weighs 10lbs,4oz. soaking wet. a stock log weighs 9lbs., and a TBI weighs 12lbs.8oz...........Material is 18gauge and 16 gauge respectivly.............I will do testing next race season, I,m hoping that since my engine only gets run in "anger" for ten seconds at a time it should be ok for that but I don't know how it would fare on a street car.

I think with the proper support it would fare just fine. Perhaps a heim linkage of sorts off of each collector section going to another heim linkage off of the powersteering bracket obsses on the block? Possibly even find a small "shock" of sorts to pick up slack/expand w/ the tubes/collector area or wherever you deem neccessary to mount the bracing to.

Long tubes have lived on such applications in the import world. Specifically the used-to-be-popular "sidewinder" design on Honda's that brought the primaries up and twisted over to a collector and mounted the turbo behind the headlight area. They used some bracing to the transmission underneath it if I remember correctly.

I'm sure you'll get it figured out as obviously you've put enough time/effort into it by now that you'll make sure it will last!

Just think how badass the exhaust is going to sound now! $20 says the pitch/note is much higher and pissed off. My exerience in the DSM world (usually a really drab drone bla exhaust note of sorts) turns into a high pitched combo between a rotary and a pissed off Honda! Wonder what our lowly headflow would sound like through one now? Guess you'll have to let us know.

Aaron Miller

kedavis · 11-22-2005, 06:01 PM

Very nice warren are you going to upgrade the turbo this year too.

2.2=8 · 11-22-2005, 06:10 PM

Yes Kevin, that STGII just ain't makin it anymore. Don't know yet what I,m gonna use yet but header is flanged for a garret/Chrysler......Maybe go to a STG. III or IV. At least now I can pull the turbo without to much fuss.

Reaper1 · 11-22-2005, 08:03 PM

Somebody else already mentioned my idea too...Heim joints seem to be a good solution to me also. I think that possibly the bolt holes for the intermediate shafter support bearing brace may be of some use...

12secomniGLH · 11-25-2005, 04:29 PM

Holy Crap!!!

john1320 · 11-25-2005, 07:07 PM

I'm speechless!

I vote a production run of at least 15.
You could put on EBAY also..

UltimateBaron · 11-25-2005, 08:10 PM

I think that header is awesome.. but I was thinking more on the lines of feasibility. Wouldn't you get more hp/doller doing a DOHC conversion than to swap headers? Perhaps it would shine most on a DOHC hybrid or TIII motor.

john1320 · 11-25-2005, 08:28 PM

90% of us are 8 valvers.. every bit counts.
This solution is here because he wanted to give us a "bolt on" option.
A conversion is nice but waaay to involved for most of us, not to mention down time on said car.

turbo2.3 · 11-25-2005, 08:55 PM

if you made a pulse type header you could have used an hx 35 and prolly get a decent spool time

GLHandGTS · 11-26-2005, 12:49 PM

Quote:

Originally Posted by turbo2.3

if you made a pulse type header you could have used an hx 35 and prolly get a decent spool time

Or use the turbo technology offered out there to the automotive aftermarket and have a turbo that flows more, spools better, and has lower outlet temps while doing so.

Aaron Miller

2.2=8 · 11-26-2005, 10:15 PM

What is a pulse type header???