Quote:
Originally Posted by Calum
Your link to the dyno plots doesn't work.
Can we get a complete explanation on ALL of the different options for this header.
There's type a and type b, as well as different overpipe designs. If I was going to order one I wouldn't even know where to start at this point. Also, you should include the explanation on your site.
Edit, after reading through some of the posts I'm come to the conclusion that the type A has 15* collectors, while the type B has 20* collectors. The 15* are more expensive because they take longer and require a human to weld, but they make more power. I'd be interested and in knowing how much more, but that has been asked already.
There's also the type C, but that's a temporary measure to get orders filled faster. Nevertheless, I'm curious to know the collector convergence angle on the type C, and if the internal steps help or hurt power.
There are also three options for the 2-1 merge. The 350 (mm?) is left hand drive only and gives the most low end power, but the least high end power gains.
The 150 is the opposite of the 350's gains in that it gives the best high end power and the least low end gains, of the three options.
There is also a 250 that can work with both left and right hand drive and would likely offer the best of both worlds when it comes to gains at both ends.
Is that accurate?
Edit 2, so I just looked at your site, you also offer custom collector convergence angles.  |
Appologizes for all the confusion with different types.
To simplify, we only have a Type A and B now.
Type A= 100% hand made. 15* converging angles
Type B= 80% hand welded. Slip joints and 20* converging angle
Any collector will fit with any header. A or B
It's since come to our attention that the type A is WAY overbuilt for an NA application. Also it takes over 3 weeks to build.
The type B is designed to get the same relative performance with a turnover time of just over 1 week.
All converging angles can be customized, but the 15* and 20* angles from the primary runners have shown very little variance in overall HP or Torque. The extent of the gains are found in the "2-1 OP's" which is why (depending on track/driving conditions) we have different variations to suit different applications.
Depending on the track we're racing at, we have a 2-1 collector to suit our needs.
Hope this helps clear up some things. And, yes the 250 is really for our colonial cousins in RHD cars to get maximum torque.
