tstar
04-29-2007, 12:51 AM
I have been working with SS Autochrome on their newly designed Header system. Hopefully the final fabrication will be completed soon, in the interim they have a significant stock of this design and they’ve allowed the price of $400.00 shipped. PM me for info.
The Headers and X Pipe are made out of SUS 321 Stainless Steel. SUS 321 has Titanium added and has much better heat properties then the typical T-304. The flange is 3/8” thick with a 3”collector. The welds are very well done.
http://i142.photobucket.com/albums/r117/tstar99/SS%20Autochrome%20Headers/HeadersandXPipe.jpg
http://i142.photobucket.com/albums/r117/tstar99/SS%20Autochrome%20Headers/FlangeWelds.jpg
The design of the Headers is a Mid Length design. The overall length of the primary header pipe is governed almost exclusively by the target engine's rpm range, which is dependent upon wave tuning. Typically, a lower engine rpm range likes a longer primary pipe, while a high rpm engine prefers a shorter primary. The length of the primary pipes also affects torque. Where diameter affects the torque peak relative to rpm, the length affects the shape of the torque curve. Longer primaries provide more torque below the peak and reduce it past the peak. Shorter primaries provide more torque above the peak at the expense of below-peak torque. More torque in the low- to mid-rpm range is important to drivers who want that feeling of seat-of-your-pants performance on the street. Longer primaries also reduce the chance of escaping exhaust's being drawn back up another pipe.
In order to keep the torque curve the same for all eight cylinders, it is important that primary pipes be equal in length. Exactly how equal they have to be is more critical on uncorked race cars than for the vast majority of mild-engined street cars running through mufflers. In most applications, pipe length deviation of 2 to 3 inches on a set of full-length headers is not a problem.
Included in the kit are the Headers, X Pipe and X Pipe to Catback gaskets and bolts and A.I.R. Tubes. There is also a collector reducer included which is useless and I threw it away. The Headers are a “race” style with no A.I.R. tube provisions, however the A.I.R. tubes are provided and I opted to install them.
http://i142.photobucket.com/albums/r117/tstar99/SS%20Autochrome%20Headers/Almost.jpg
I pretty much followed an installation guide from LS1Tech on FLP Headers, The installation actually went very well and I encountered only a few minor design problems;
The passenger collector was pointing towards the outside of the car, about a ½” too far. I got it pried over without too much trouble but the mounting tab still doesn’t line up, I’ll fab a new tab soon.
http://i142.photobucket.com/albums/r117/tstar99/SS%20Autochrome%20Headers/Install/Completesystem.jpg
The Headers and X Pipe are made out of SUS 321 Stainless Steel. SUS 321 has Titanium added and has much better heat properties then the typical T-304. The flange is 3/8” thick with a 3”collector. The welds are very well done.
http://i142.photobucket.com/albums/r117/tstar99/SS%20Autochrome%20Headers/HeadersandXPipe.jpg
http://i142.photobucket.com/albums/r117/tstar99/SS%20Autochrome%20Headers/FlangeWelds.jpg
The design of the Headers is a Mid Length design. The overall length of the primary header pipe is governed almost exclusively by the target engine's rpm range, which is dependent upon wave tuning. Typically, a lower engine rpm range likes a longer primary pipe, while a high rpm engine prefers a shorter primary. The length of the primary pipes also affects torque. Where diameter affects the torque peak relative to rpm, the length affects the shape of the torque curve. Longer primaries provide more torque below the peak and reduce it past the peak. Shorter primaries provide more torque above the peak at the expense of below-peak torque. More torque in the low- to mid-rpm range is important to drivers who want that feeling of seat-of-your-pants performance on the street. Longer primaries also reduce the chance of escaping exhaust's being drawn back up another pipe.
In order to keep the torque curve the same for all eight cylinders, it is important that primary pipes be equal in length. Exactly how equal they have to be is more critical on uncorked race cars than for the vast majority of mild-engined street cars running through mufflers. In most applications, pipe length deviation of 2 to 3 inches on a set of full-length headers is not a problem.
Included in the kit are the Headers, X Pipe and X Pipe to Catback gaskets and bolts and A.I.R. Tubes. There is also a collector reducer included which is useless and I threw it away. The Headers are a “race” style with no A.I.R. tube provisions, however the A.I.R. tubes are provided and I opted to install them.
http://i142.photobucket.com/albums/r117/tstar99/SS%20Autochrome%20Headers/Almost.jpg
I pretty much followed an installation guide from LS1Tech on FLP Headers, The installation actually went very well and I encountered only a few minor design problems;
The passenger collector was pointing towards the outside of the car, about a ½” too far. I got it pried over without too much trouble but the mounting tab still doesn’t line up, I’ll fab a new tab soon.
http://i142.photobucket.com/albums/r117/tstar99/SS%20Autochrome%20Headers/Install/Completesystem.jpg