Headers?

Does anyone make a performance header for a 512tr? or is this something that couldnt be enhanced from the stock design?

 

Vast room for improvement, & IMO no need for a $4,000.00 aftermarket exhaust. Running gutted "Cats" & "Pre-Cats" is a great start, then replacing the heavily baffled stock muffler....I made my own "Custom Exhaust" for a few hundred $'s....I'll place mine against ANY aftermarket "High End" exhaust!!!.....Mark

 

Iam running hyperflow precats , test pipes and a tubi.

 

For the headers, I don't think that you can do much better performance-wise -- JMO (I can't recall ever seeing an aftermarket TR/512TR header for sale).

 

Hello Don; I better understand your question now, I believe you are seeking an alternative to the factory "Headers" that bolt to the cylinder heads. This I find interesting, as I would like to know how the factory headers "flow" vs an aftermarket/custom made header/s. I believe there is a tremendous amount of untapped HP in "That Flat 12". I'd like to experiment with various cam profiles, & porting & polishing the heads, etc,etc,. If ground clearance wasn't an issue, I'd like to fabricate a "Bundle of Snakes" 180 headers...I can only imagine the "SOUND"!!!!.....Mark

 

Before posting and searching, the consensus was that design of the factory headers was not restricted so therefore no one made one and this why a lot of performance mufflers are header back design. But thought I ask.

Ps I still have nt check the wiring info yet. I will email you the finding when I do.

 

Would 180 deg. headers be necessary on a Ferrari? Seems I recall Ferrari F1 headers in groupings of 3 then into 2 per bank , with 4 for exhaust tips.



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Ferrari already uses well-designed "180 deg" headers (but this description really only applies to V8 cyl engines with 4 cylinders in each bank) by virtue of their engine design -- i.e., Ferrari uses a flat 12 engine design where the exhaust pulses entering the exhaust manifold in each bank are equally separated by (720 deg)/(# of cylinders in each bank) = 720 deg/6 = "120 deg" headers, and each sub-group of 3 are equally separated by 720/3 = 240 deg.

On conventional US V8 (with a cross-plane crankshaft, that doesn't have "alternate bank firing"), to achieve this relationship requires running exhaust tubes from some cylinders in one bank to the exhaust manifold in the other bank -- so isn't such a good thing for overall packaging (nor tube length).

 

The Cosworth F1 engine had A flat 180 crank like a 4cyl. so the cylinder pairing would be easier in an F1 car. The Ford DOHC Indy engine of the 60s had a 90deg. crank with the exhaust ports in between the V, they took the exh. and made a bundle of snakes to pair the exh. pulses equally. The Ferrari V8 has a flat crank that is why they sound so good.



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