That looks simple. Ferrari headers are simplistic. I would just build a jig off the old headers and weld up series of proper mandrel bends. Should be simple. I have seen far too many 355's with burnt up headers like that. It is quite a joke. So who doesn't think Ferrari uses the "low bidder?"
The headers, while not amazing, were not junk either. Those tubes tell the story, the motors were running so hot on the exhaust side, that they would have melted anything short of inconel. Was it the engine calibration, the lack of exhaust flow, cat failure prior to header failure, or something else... I can't say for certainty. However, the fact that heads didn't warp and valves didn't break, says a lot about the components that survived. Sent from my SM-G920P using Tapatalk
I agree. Ferrari could have made stubby cast iron manifolds like 95% of the other cars on the road that live forever and kill horsepower but they actually did a nice long tube tri-y setup to maximize power. If it weren't for emissions regulations (cat light off) they may have not entombed them in insulation and stainless shielding. (in which case they may have lived longer). Considering the nature of the engine and emissions testing they needed to pass I think they did a pretty good job.
Stupid question, but my drug impaired brain must ask... how does the crank counterweighting even play a role in this, isn't the whole point of a flat plane crank to avoid counterweighting in general? The only significant counterweight should be the rods and pistons 180 degrees from the rods and pistons opposite the rod and piston in question. If you are adding/removing from the crank in order to balance the rods, I would think that you are doing it wrong. Take it easy on me for the stupid question, remember, my Ph.D. was only color by number.
