ROLEXUS400

iTrader: (2)

So after shopping around and not having any luck with finding quality headers for my car that anyone would....
A: gaurantee fittment
B:have a track record
C:get rid of bull***** 45 degree flanges that bolt ot cats and always leak
D:wanted longtubes to be different

I decided to call in an old friend scott to build me some high end headers.
I wanted super thick tubing,flanges and a long tube that turned straight back under the car. Im going to start with this one pic i took today-but this is going to be one beutiful job.

Anyone with tips or ideas please comment

LiCelsior

iTrader: (32)

nice nice, make sure it'll fit with the chassis also.

ROLEXUS400

iTrader: (2)

Def on top of that Li, I went and bought a car to mock up some parts-headers,blower,and in the process of building some sweet front upper control arms. The arms will host replaceable,greasable ball joints-with camber adjustment .

jrbump

subscribed.

PureDrifter

iTrader: (10)

could have bought rush longtubes, but these look interesting

ROLEXUS400

iTrader: (2)

Ok guys, great news. Headers are done, my wife just picked them up and said they look sweet,pixs tommorow

zinum

So you are making adjustable control arms? For UCF10? You gonna sell those after the process is done?

williamb82

will he be making more headers? and if so how much?

ROLEXUS400

iTrader: (2)

hers the pics

MrFuel

iTrader: (3)

Nice headers! Gonna make that motor sound like a beast!

PureDrifter

iTrader: (10)

build quality looks rather good but the cylinder pairing concerns me...

did you give your header builder the 1uz firing order? iirc it should be paired cylinders 1&3 and 2&4 on each bank. Though, because they are long tubes the volume in the pipes might be enough to dampen the pulses...

something to consider, at least.

willhickey

iTrader: (1)

good catch pure drifter, i didnt know that mattered.. explain to me please what that would cause please.

JBrady

Exhaust theory is COMPLICATED but to simplify the response to your question the USUAL plan is to connect (or Y, or pair) primary exhaust pipes for cylinders that do NOT overlap on the exhaust cycle.

The Lexus V8 firing order is 1-8-4-3-6-5-7-2
The cylinders are numbered with the odd on the drivers side,
starting at the front of the engine 1-3-5-7 and of course the passenger side is 2-4-6-8
Here is a Chevy V8 image (Lexus is the same) to help readers visualize this numbering system.



So, number 1 cyl fires first (front ds) then number 8 cyl fires (back ps) then number 4 cyl and so on...

Notice that for drivers side of the engine that cyl 5 fires just before cyl 6. Conventional wisdom would be NOT to pair those two exhaust primary pipes. On the passenger side cyl 8 fires just before cyl 4 so MOST say do not connect those two exhaust primary pipes.

So, for a try Y header you would "Y" or connect two primary pipes from cylinders 1 and 6 and connect 4 and 7 for the drivers side of the engine. This would keep the exhaust pulses separated at least at first.

For the passenger side you would connect 2 and 4 and then connect 6 and 8.

From the pictures the headers shown on this thread do pair the cylinders accordingly.

Now, the Rush longtubes do not and the S&S do not. Both of those designs connect 1-3 and 5-7 and then 2-4 and 6-8. Both have the passenger side agreeing with conventional theory but both pair 5 and 7 which "interfer" with number 7 exhaust valve opening while number 5 exhaust valve is not yet closed.

On the S&S this configuration was a necessary "evil" from a packaging perspective but I would argue in some ways actually was a benefit (one that I initially did not expect). Worth noting is most V8 header designs connect all 4 primary pipes into one (logically called a 4 to 1 header) where the Tri-Y design that is usually better for low end torque is more complicated to build.

Here are the Rush longtubes for comparison.

LiCelsior

iTrader: (32)

jbrady is truely the exhaust guru.

willhickey

iTrader: (1)

thats cool id love to have some headers but for the price, i can do alot else.