sounds like a good find

 

Now those look nice!

 

damn! Those are nice, MardiGras needs to get someone to order them with him. If they work i'm sure we could get a group deal and import a lot of them AND save on shipping. Sure it's a ***** to install, but if you really get 13% i'm for it, PLUS i have NOS now. Imagine the gains with NOS. I'm excited :

P.S. MardiGras, have any NOS stuff you wanna sell now that your getting the motorswap??

 

Primarys are longer, thats great. The swooping pipe on the rear bank is mostly for fitment, but it may be an attempt to make the secondary collector pipes equal length.

I got the new e-mail also and asked him to please send the dyno fugures. We shall see!

Any one wana go in on a test set yet?

DMB, I will be using all the nitrous stuff on the new motor

 

i say use the rear headers and make dual's dual y pipe.. dual straight pipe, dual mufflers

 

Dual ear plugs.

 

We need a brave soul to test it out. If it goes well, I'm sure we can get enough people to make a group deal out of this.

 

Dual Subs

 

Interestingly, Desert Pearl installed a Stillen Y-pipe on a Cali-spec 5th Gen Maxima and dyno'd it. Then he replaced the Cali-spec front exhaust manifold containing the front pre-cat with a Fed-spec front manifold with no pre-cat, reattached the Stillen Y-pipe, and dyno'd it again. He gained exactly 1 hp. The conclusion he drew was that the front pre-cat is not nearly as restrictive as many give it credit for being.

 

Hmmmm. Is it just me, Don, or does it appear that no-one paid any attention to your post?

One thing's for sure. Their manifolds are WAY prettier than the cast manifolds. That may be reason enough for some to make the investment.

 

<For some reason, I've seen fit to pollute the General Discussion forum with spammy posts......thank goodness bill99gxe is a moderator in here and is helping me control myself>

 

Whats that in Canadian?

 

Go back and read my last post fully it will state most of the needed info.

 

I'd definitely be interested in a set of these...

 

I'm thankful too. We were having a meaningful and somewhat productive discussion....now we can continue.

 

HTey do look nice, and with the fact that it's a y-pipe too makes it worth the price. I think the only way they would be worth it though would be if you don't have a y-pipe, AND you are going to be pulling or swapping the engine anyway......

 

Wouldnt the case be different on cars with boost?

Buying these headers would be worth it for those people...no??

 

One would would certainly think so!

 

sorry to interrupt gents...carry on....this is interesting...

 

I was going to send my "old" Cattman Y-pipe (No Flex) back to Cattman to have a flex put in it, but now I think I'll save that money and use it towards the headers. These are awesome. Then the header wrap I bought will actually be used as header wrap

 

Has anyone actually bought a set yet?? Who is the guinea pig?? They have them available for the A33 (5th gen)??

Adam

 

Although I have known individuals that seem to type just to exercise their fingers, (including a few on this forum), I was not doing this when I said I would be the guinea pig. I have no mods yet, so as we do this, we could get the some excellent readouts on usable power and torque. This would be a good opportunity learn what the potential of each piece of aftermarket equipment is, when coupled to the headers.

I think what excites me the most is the potential for torque gain, as that is the most usable power in a NA car with asthma above 5800 rpms. My point is this, if anyone is willing to throw in on the cost to have it dyno'd, we could do this correctly, and get data that would benefit both us, for the truth factor, and the man, for advertising with dyno graphs to back it up. Anyway, just a thought.

By the way, this seems like the perfect opportunity to run a true dual exhaust, and see the benefits, if any of that. Maybe run dual 2" or 2.25", so as not to decrease flow with (an) oversized pipe(s). It is my understanding that it may be best to run a smaller diameter pipe, because, if it is too large for the amount of gas it needs to expell, it loses velocity, therefore, impeding its ability to scavenge cylinders, reducing efficiency and possibly losing usable torque in the low-to-midrange.

Thoughts are welcome, but please be respectful, I will try to do the same for you.

Lee DeVine

 

I've been looking at various shipping options and found the site for the New Zeland post office:

http://www.nzpost.net.nz/nzpost/control/ratefinder

they quote shipping rates to the us for 20KG (44LB) package as follows

Economy - $222.08NZ ($91.39US)
AIR - $261.27NZ ($107.51US)
Express - $372.64NZ ($153.34US)

1US$ = 2.43NZ$

also here's more information on each of the shipping options and how long each shipping option takes to get here:

http://www.nzpost.net.nz/nzpost/cont...options#target

 

what even happened to this. Everyone was all gung ho. I would want a set if they fit and mardi's engine swap is coming soon. And i found out about that twist, it's so the pipes are equal length, which is better for flow.

 

I'm gonna pass on the headers for now. Not because I think they wont work better than just the Y-pipe, because their is no doubt that they will, but because I want to keep the motor swap simple. If I throw headers on to this project it presents another variable than needs to be tweek'd. I'll wait until I get the motor broken in, tuned well and do a dyno run. Then do the headers and another dyno run. So I'm out of this deal for a few months.

 

Yay, someone who understands that lose of low rpm power is because gases travel faster in an optimal sized tube. If the tube is too large, it can actually slow the gases down. The loss of low RPM power is not because of loss of "back pressure".

Get those headers man! More aftermarket for non-hondas please!

 

I'm jumping in mid-thread here.

Long primaries increase exhaust velocities and help w/ low end torque at the expense of high end breathing.

Short primaries give good breathing at high rpms at the expense of low end torque.

This example is using the same dia. pipe. It's like the JWT cone(shorty) VS CAI (long primaries).

IMHO. The maxima would benefit from shorter primaries becuase it needs more high rpm breathing vs low rpm torque. But since the engine bay is so tight, the best design is probably not going to happen.

 

By George it seems your right Jeffro

A nice article on headers http://www.ssheaders.com/header.htm
"The second consideration is the proper tube length. The length directly controls the power band in the R.P.M. range. Longer tube lengths pull the torque down to a lower R.P.M. range. Shorter tubes move the power band up into a higher R.P.M. range."

IMHO your IMHO is correct.

But... It is still my opinion that these headers will out perform the current Y pipe/stock manifold setup. If no one has tried them by October or so I will probably give them a whirl. AKA puttin the money where my mouth is...

And besides they look cool too... Better than Altezas

 

Well, with all due respect Jeff, I am going to disagree, at least for now. I will agree that high RPM power would be very nice, but for me, using this as a daily driver, torque is what I am going for. The VQ is an incredibly torquey (sp?) engine, and that is what I love about it. On the other hand, if there were a plethora of aftermarket springs, reatainers, cranks, etc., as well as a variable-length intake tract and/or a cam-shifting mechanism (read vtec or vvtl-i) as there are for all the damn Honda engines, than I would definitely agree that the VQ would benefit more from the shorter primaries. But, as of right now, I am not aware of enough aftermarket support for our engine to justify trying to increase high-rpm horsepower at the expense of our torque. I would suspect that this would actually slow our cars a bit, because I think the reason that our cars are faster *stock* than those damn Hondas is because we have more usable torque than they will ever have. I do not disagree that shorter primaries, with a larger diameter would benefit many others (blown and bottled), because they have a boost of torque throughout the power band, at least enough to offset the loss at the lower end. Anyway, I'm rambling, so I'll let it go.

BTW, I still want to do this, so let's make this happen. I will pay for them, and shipping, but I can't afford a dyno run, so that will have to be subsidised. So, what's it worth for you guys to know what kind of gains these make?

And Jeff, this was not an attempt to make you look bad, or to argue, just me expressing my thoughts as you did yours, and I would be interested to hear what you think about what I've said here.

Thanks Kit, I take that as a compliment of the highest regard.

Lee DeVine

 

Hey, nice replyl. You don't have to say "not to flame but..." becuase I can see you mean no harm by your post. I'll try to write my post likewise.

The following is just my opinion and that's about it. I don't even own a VQ. lol.

I think a well designed header system would probably inprove hp/torqu throughout the power band. Now that would be the ideal choice. I hope that these Aussie ones are the case. Everyone one here has been dying for headers for years.

The primary post was mainly just to clear some things up w/ Mardigras, with some opinions thrown in.

The VQ is a super nice engine. It achieves it's hp/torque WITHOUT all those gadgets. I think the VQ can could have been made to do whatever Nissan wanted it to do. ie...torque monster(currently) or a higher rpm hp maker(chose not to do). So what we have to work with is a torque maker that would probably rev damn nice IF it was allowed to. Most guys think it's either the cams or the intake manifold preventing the VQ to rev and make power up high but that's another thread.

IMHO, the VQ maximas(4-gen espeically) would benefit more from a little better breathing than more low end torque. Hopefully you guys can get both. If the VQ with headers could still pull out of the hole AND keep pulling into 5500 rpm and beyond, I think the 0-60 times and 1/4 times could improve. But I guess it depends how the mph and gears work out(ie.. if headers can allow 2nd to pull into 60mph or if the 1/4 can be done w/ one less gear shift etc)

I totally agree the reason why the VQ feels so good is the torque. But since we are FWD, I think a slight loss in torque would be worth it if you can get the VQ to keep pulling for another 1,000 rpm.

In my case, VE 3-gen 190hp 190torque. My lower rpm pull sucks. I almost would NOT want headers for just this reason. With my dual stage intake and VTC assemblies, I can pull almost right into redline(about 6,500-6,800 rpm). I need mods that give me more low end punch.

Anyway, nice to read your thoughts. I hope others jump in and reply also.

 

Good to hear your response Jeff, and I appreciate your candor. Well, I, too, also hope we can get the best of both worlds out of these headers, though there is almost always a sacrifice somewhere, unfortunately. I am intrigued by your dual tract intake and VCT, whatever that acronym stands for it sounds cool. Anyway, I had another thought last night, and I'll bounce it off of you to start. Has anyone done any port-matching and polishing to see the real-world benefits to our engines. If we did it on intake and exhaust, I bet it would help, esp. my blown and bottled buddies around here. I know that Nissan did an exceptional job with the micro-finishing of certain components, but I do know that there was a significant amount of casting flash on certain parts of the VQ30DETT, and I wonder if that is the case on the VE and VQ30DE. Anyway, just a thought.

Just as an aside, I think I'll start a new post to discuss/debate the hindrances to high RPM power in our engines. I think it will be fun....then again I'm just a loser with an affinity for power and a disdain for Hondas with ram air hoods huge carbon fiber wings and 113 bhp.

Lee DeVine

 

LOL! I also kinda chuckle at the Accord DXs w/ 18" rims. They never seem to want to race me. lol.

Anyway to continue the discussion, I had my motor out about a year back(long story!). But I also had the intake(lower/upper) manifold off and that gave me a chance to look at the intake/exhaust ports on my VE. The castings on everything was really nice. So nice that I don't think it's a hinderance at all. But I DID notice that the ports could have benefits from port matching. There was a little ridge on every piece. ie.. ports on the heads were very slightly bigger than the lower manifold ports, lower manifold was slightly larger than the upper etc... I think it's so they make sure the airflow doesn't accidently get blocked from a manufacturing tolerance.

 

Well, it is good to know that the casting flash is not atrocious (sp?). I am interested in these things because I know that i am going to have to rebuild the engine at some point in the near future. I have 182,000 miles at present, and though I am still not burning any oil, and don't seem to have any compression loss, at least not enough to notice, I know the way I flog it, the engine has got to go at some point. When it does, I hope to rebuild it using more performance related parts. What do you think about the viabiltity of this is? In other words, what parts are available? Does anyone make different springs, retainers, valves, crankshaft, rods, rod bolts, etc.? I am seriously considering dropping in a VQ35DE crank in, but there are some other considerations I will have to see about (clearance, tolerances, block strength, etc.) Fortunately, there are a great number of aftermarket companies that make fuel management hardware that I could piggy to my ECM. How intriguing! Anyway-I may even see about the viability of dropping in the entire top half of the new Max, as it does have much better breathing, and I know I can work out the loss of torque in the lower revs that plagues the new max, with a little help from some new cams from JWT. So, what are your thoughts? And who would know about the availability of the aforementioned parts?

Lee DeVine

 

Does anyone know if these headers can make it through customs, don't they have to be epa and dot approved. if they do make it about how much will it cost duty fees. This is another expense that needs to be added to the cost of the headers.

 

Those are some tough questions. Don in Texas is totally rebuiling his engine for serious na duty. But he's not giving up the goodies yet .

To me, it would seem a VQ3.5 engine swap ecu/engine would be the most cost effective/reliable way of getting 260hp. They will probably develope a sc for that to so add another 60-80hp?

But on the other hand the Acura guys(gasp!) have been hybriding their 3.2 CL/TL S engines w/ the MDX engines to get some sweet hp. They "claim" about 280-300 na hp.

 

So why not swap/play with some parts from the Pathfinder/QX4? Wouldn't that be a good way to get a bit more torque out of your engine, without sacrificing top end power? Do you know anyone that would have the nitty-gritty on the differences in the components from the Pathfinder and the new Max, such as the cam specs, whether or not the ECU has different programming for the fuel curve, or if they use different valves, springs, etc.?

Anyway, good to bounce this stuff around with someone.

Lee DeVine

 

These headers are designed for off road racing use only so smog laws etc. should not matter. As for being EPA,DOT approved? If they had to be approved buy these guidlines then nothing whould be able to come into america.

 

I am only up to page five of the thread so if already answered sorry for the repeat. But you can insert the .mix file into a Word document by selecting the Picture IT (.mix) file from the file type pulldown menu at the bottom of the insert dialog window.
Once it's in Word - you simply right click the image to copy it and then paste it into your favorite image editing program. You can then save it it whatever format you would like.

Or have them convert it to .jpeg or whatever you can use.


Finally computer geek knowledge is working FOR me. heheh

SuDZ

 

Hey,

The jpeg file that was posted earlier worked when I wanted to view it from the site, but when I save it to my computer, I couldn't view it. Any suggestions? I just want a copy of it, especially if I plan to buy it.

 

If you increase the bore, you can gain displacement w/o hurting the revs but if you increase the stroke, you gain torque but at the expense of high rpm revability. Increased rod angle and all that good stuff. Swapping is probably possible but ain't no way I'm gonna guinea pig that stuff. Intial investment would be some serious downtime on your car and a few thousand to buy the parts.