ebay headers and y-pipe (pic)
04-28-2005, 02:19 PM
#3
that is what everyone says, but im not sure if anyone has ever tested them. it would be cool of you to do a dyno before you install and after, and see what kinda gains you get.
04-28-2005, 02:28 PM
#5
Originally Posted by Epacy
Headers for $280. Best of luck!
04-28-2005, 02:28 PM
#6
Senior Member
Join Date: Dec 2000
Location: Southern MA
Posts: 833
Originally Posted by Epacy
Headers for $280. Best of luck!
....
04-28-2005, 03:08 PM
#9
Well they look good! I'll hope for the best, $300.00 was burning a hole in my pocket and I thought what the hell. has anybody actually used these. Am I going to be the first cheap *** to try them. I'll be sure to do a before and after dyno. Oh ya and install, NO problem, I manage a auto shop and my mechanics will be happy to do it for me.
I'll be shortly behind I hope ... More like high 14's up here though.
04-28-2005, 03:21 PM
#12
youd be suprised how some of the ebay pipes and stuff actually work well.. my frend got and up and downpipe for his WRX cost him only 250.. compared to the HKS and such which were wayyy more expensive.. the quality of the pipes were damn good.. welds are strong and everything bolted up nicely..
definitly take pics after the install.. i doubt those headers would fit a 5.5 gen.. hmm
definitly take pics after the install.. i doubt those headers would fit a 5.5 gen.. hmm
04-28-2005, 03:58 PM
#16
vqpower.com, there was a 4th gen with the vq30de and installed stoneracing headers, said the power felt good. Here is the article:
http://www.vqpower.com/v2/modules.ph...article&sid=88
edit: woops, didn't know you had a 3.5 so it might be a different story for your engine.
http://www.vqpower.com/v2/modules.ph...article&sid=88
edit: woops, didn't know you had a 3.5 so it might be a different story for your engine.
04-28-2005, 04:08 PM
#17
Originally Posted by dizmax96
youd be suprised how some of the ebay pipes and stuff actually work well.. my frend got and up and downpipe for his WRX cost him only 250.. compared to the HKS and such which were wayyy more expensive.. the quality of the pipes were damn good.. welds are strong and everything bolted up nicely..
definitly take pics after the install.. i doubt those headers would fit a 5.5 gen.. hmm
definitly take pics after the install.. i doubt those headers would fit a 5.5 gen.. hmm
Sure hope they fit! They were advertised for the 3.5...They also had them for the 3.0 also
04-28-2005, 04:13 PM
#19
Originally Posted by nismo0604
im just bought hotshot headers so ill be another auto maxi in 13s hehe
Great transition in the thread. Just buying those headers will not give you 13's. You are too optimistic.
04-28-2005, 04:24 PM
#21
Senior Member
Join Date: Oct 2003
Posts: 1,539
how can you tell with no before and after?
04-29-2005, 08:18 AM
#23
Member
Join Date: Feb 2002
Posts: 79
if they are stone racing, there's a good chance they just copied an existing design and are manufacturing in china, hence the low price. they did the same thing for sr20s, where they copied a 5th gen hotshot design and sold it for about 1/3 the price. I know, I bought one for my b13 a year ago and couldn't be happier with the quality and the hp gains.
05-04-2005, 10:23 AM
#26
Obviously we're a potentially biased source of information on this topic, but in all objectivity, there are a couple of clear issues with this design.
First of all, you NEVER design the manifolds to fit an existing y-pipe design - talk about the tail wagging the dog. You come up with the very best manifold design you can fit into the car and make on a relatively affordable basis, and then you design a y-pipe that will fit between the outlets of those manifolds and the catalytic convertor. This is the "do-it-quick-and-on-the-cheap" pitfall that Stillen fell into.
Second would be the clearly deficient 3-1 collector design - that kind of very abrupt confluence, forcing the gasses very quickly into a much smaller volume, just creates turbulence and loses power. Keep in mind that you can make a dyno say anything...
I know that talking about Cattman headers will seem self-serving, but since so many people have been waiting (and may be reading this thread), I'll mention that our new US-based production is all lined up and will be underway soon. The design is currently being upgraded in some useful ways by Tim Richards at Speed Force Racing and we hope to have new 304, TIG-welded Cattman headers within 4-5 weeks. Patience has its rewards!
Brian C Catts
Cattman Performance
First of all, you NEVER design the manifolds to fit an existing y-pipe design - talk about the tail wagging the dog. You come up with the very best manifold design you can fit into the car and make on a relatively affordable basis, and then you design a y-pipe that will fit between the outlets of those manifolds and the catalytic convertor. This is the "do-it-quick-and-on-the-cheap" pitfall that Stillen fell into.
Second would be the clearly deficient 3-1 collector design - that kind of very abrupt confluence, forcing the gasses very quickly into a much smaller volume, just creates turbulence and loses power. Keep in mind that you can make a dyno say anything...
I know that talking about Cattman headers will seem self-serving, but since so many people have been waiting (and may be reading this thread), I'll mention that our new US-based production is all lined up and will be underway soon. The design is currently being upgraded in some useful ways by Tim Richards at Speed Force Racing and we hope to have new 304, TIG-welded Cattman headers within 4-5 weeks. Patience has its rewards!
Brian C Catts
Cattman Performance
05-04-2005, 10:35 AM
#27
Senior Member
Join Date: May 2001
Posts: 428
Originally Posted by Cattman
Obviously we're a potentially biased source of information on this topic, but in all objectivity, there are a couple of clear issues with this design.
First of all, you NEVER design the manifolds to fit an existing y-pipe design - talk about the tail wagging the dog. You come up with the very best manifold design you can fit into the car and make on a relatively affordable basis, and then you design a y-pipe that will fit between the outlets of those manifolds and the catalytic convertor. This is the "do-it-quick-and-on-the-cheap" pitfall that Stillen fell into.
Second would be the clearly deficient 3-1 collector design - that kind of very abrupt confluence, forcing the gasses very quickly into a much smaller volume, just creates turbulence and loses power. Keep in mind that you can make a dyno say anything...
I know that talking about Cattman headers will seem self-serving, but since so many people have been waiting (and may be reading this thread), I'll mention that our new US-based production is all lined up and will be underway soon. The design is currently being upgraded in some useful ways by Tim Richards at Speed Force Racing and we hope to have new 304, TIG-welded Cattman headers within 4-5 weeks. Patience has its rewards!
Brian C Catts
Cattman Performance
First of all, you NEVER design the manifolds to fit an existing y-pipe design - talk about the tail wagging the dog. You come up with the very best manifold design you can fit into the car and make on a relatively affordable basis, and then you design a y-pipe that will fit between the outlets of those manifolds and the catalytic convertor. This is the "do-it-quick-and-on-the-cheap" pitfall that Stillen fell into.
Second would be the clearly deficient 3-1 collector design - that kind of very abrupt confluence, forcing the gasses very quickly into a much smaller volume, just creates turbulence and loses power. Keep in mind that you can make a dyno say anything...
I know that talking about Cattman headers will seem self-serving, but since so many people have been waiting (and may be reading this thread), I'll mention that our new US-based production is all lined up and will be underway soon. The design is currently being upgraded in some useful ways by Tim Richards at Speed Force Racing and we hope to have new 304, TIG-welded Cattman headers within 4-5 weeks. Patience has its rewards!
Brian C Catts
Cattman Performance
Hopefully it will come at a beautiful affordable price!
05-04-2005, 10:41 AM
#28
Originally Posted by Cattman
Obviously we're a potentially biased source of information on this topic, but in all objectivity, there are a couple of clear issues with this design.
First of all, you NEVER design the manifolds to fit an existing y-pipe design - talk about the tail wagging the dog. You come up with the very best manifold design you can fit into the car and make on a relatively affordable basis, and then you design a y-pipe that will fit between the outlets of those manifolds and the catalytic convertor. This is the "do-it-quick-and-on-the-cheap" pitfall that Stillen fell into.
Second would be the clearly deficient 3-1 collector design - that kind of very abrupt confluence, forcing the gasses very quickly into a much smaller volume, just creates turbulence and loses power. Keep in mind that you can make a dyno say anything...
I know that talking about Cattman headers will seem self-serving, but since so many people have been waiting (and may be reading this thread), I'll mention that our new US-based production is all lined up and will be underway soon. The design is currently being upgraded in some useful ways by Tim Richards at Speed Force Racing and we hope to have new 304, TIG-welded Cattman headers within 4-5 weeks. Patience has its rewards!
Brian C Catts
Cattman Performance
First of all, you NEVER design the manifolds to fit an existing y-pipe design - talk about the tail wagging the dog. You come up with the very best manifold design you can fit into the car and make on a relatively affordable basis, and then you design a y-pipe that will fit between the outlets of those manifolds and the catalytic convertor. This is the "do-it-quick-and-on-the-cheap" pitfall that Stillen fell into.
Second would be the clearly deficient 3-1 collector design - that kind of very abrupt confluence, forcing the gasses very quickly into a much smaller volume, just creates turbulence and loses power. Keep in mind that you can make a dyno say anything...
I know that talking about Cattman headers will seem self-serving, but since so many people have been waiting (and may be reading this thread), I'll mention that our new US-based production is all lined up and will be underway soon. The design is currently being upgraded in some useful ways by Tim Richards at Speed Force Racing and we hope to have new 304, TIG-welded Cattman headers within 4-5 weeks. Patience has its rewards!
Brian C Catts
Cattman Performance
05-04-2005, 12:03 PM
#29
Originally Posted by DJSCIASCIA
Hopefully it will come at a beautiful affordable price!
Nobody wishes more than we do that it was possible to sell these for $500/unit, but with the new materials, design changes, and solid "made in the USA" provenance I will be paying more than that making 50 at a time. Most people in this business would think we're crazy to develop and sell a part with this slim of a profit margin, but we won't compromise on quality and that's what it costs to do it right. [I should qualify that by saying that I guess everyone compromises at some point - we won't be making the $1400 headers w/ the $600 3-1 racing collectors that we got a quote for; if anyone's interested, we're happy to do these on a custom order basis.]
We don't have a final $ yet, but I expect to hold the new price within $25 of the old one, despite the fact that we're upgrading to 304 stainless from mild steel, putting in more sophisticated 3-1 collectors, making some proprietary tubing adjustments (don't ask) and putting a nice brushed finish on them (sorry, I can't stand polished stainless).
Brian C Catts
Cattman Performance
05-04-2005, 01:45 PM
#30
1400 dollar headers that make proven HP over HS headers or Cattmans existing headers and I would be down. Provided the headers DO make alot of power. I need something to allow my cams to breathe good at high end with the VIAS intake of the DE-K engine.
05-04-2005, 01:51 PM
#31
Originally Posted by Cattman
Obviously we're a potentially biased source of information on this topic, but in all objectivity, there are a couple of clear issues with this design.
First of all, you NEVER design the manifolds to fit an existing y-pipe design - talk about the tail wagging the dog. You come up with the very best manifold design you can fit into the car and make on a relatively affordable basis, and then you design a y-pipe that will fit between the outlets of those manifolds and the catalytic convertor. This is the "do-it-quick-and-on-the-cheap" pitfall that Stillen fell into.
Second would be the clearly deficient 3-1 collector design - that kind of very abrupt confluence, forcing the gasses very quickly into a much smaller volume, just creates turbulence and loses power. Keep in mind that you can make a dyno say anything...
I know that talking about Cattman headers will seem self-serving, but since so many people have been waiting (and may be reading this thread), I'll mention that our new US-based production is all lined up and will be underway soon. The design is currently being upgraded in some useful ways by Tim Richards at Speed Force Racing and we hope to have new 304, TIG-welded Cattman headers within 4-5 weeks. Patience has its rewards!
Brian C Catts
Cattman Performance
First of all, you NEVER design the manifolds to fit an existing y-pipe design - talk about the tail wagging the dog. You come up with the very best manifold design you can fit into the car and make on a relatively affordable basis, and then you design a y-pipe that will fit between the outlets of those manifolds and the catalytic convertor. This is the "do-it-quick-and-on-the-cheap" pitfall that Stillen fell into.
Second would be the clearly deficient 3-1 collector design - that kind of very abrupt confluence, forcing the gasses very quickly into a much smaller volume, just creates turbulence and loses power. Keep in mind that you can make a dyno say anything...
I know that talking about Cattman headers will seem self-serving, but since so many people have been waiting (and may be reading this thread), I'll mention that our new US-based production is all lined up and will be underway soon. The design is currently being upgraded in some useful ways by Tim Richards at Speed Force Racing and we hope to have new 304, TIG-welded Cattman headers within 4-5 weeks. Patience has its rewards!
Brian C Catts
Cattman Performance
I'm glad that someone had actually put some brain power into designing power producing headers...now thats what I call engineering at work!
Stuff like this makes me proud to be an engineer.
05-04-2005, 01:53 PM
#32
well, i have a Cattman catback, strut bar, and Y pipe, and the quality of all of them is awesome. im sure the headers will be nothing less. once i finally get this damn y pipe in right (nissans fault, not cattman), ill see what the gains are like, and what the headers cost...i may have to make the change soon.
05-04-2005, 03:54 PM
#33
Those headers might give you performance but not as much as the Cattman or Hotshots would because of its design. The exhaust won't be as presurized with these headers but it will be terbulant. 
05-04-2005, 04:35 PM
#34
I wanna see his before/ after dyno. If anyones looked at the stock manifolds on a 5.5 gen they look Very restrictive and are probably more turbulent than the stone mountain ones. I wouldn't be suprised if he makes quite a bit more power than you guys think he will. I wont get them regardless. More than likely hotshot for me.
05-04-2005, 11:11 PM
#36
Originally Posted by BlackBIRDVQ
1400 dollar headers that make proven HP over HS headers or Cattmans existing headers and I would be down. Provided the headers DO make alot of power. I need something to allow my cams to breathe good at high end with the VIAS intake of the DE-K engine.
Keep in mind that the "law of diminishing return" is very applicable here. Spending 50% more might only increase power by 15%. Pure speculation, but I'd be surprised if the best collectors would add more than 4-5hp to what the headers make already.
Brian C Catts
Cattman Performance
05-05-2005, 04:59 PM
#38
First of all CATTMAN, these headers don't use the existing y pipe design! Other than that my car is at the dyno right now getting my stock results, I should have the new headers and Y-pipe in and dyno'd within a couple weeks. Hopefully for me I get a good gain, but who knows they might not do ****! I guess that we will all know shortly
05-05-2005, 05:48 PM
#40
Originally Posted by 00SEMAX19
First of all CATTMAN, these headers don't use the existing y pipe design! Other than that my car is at the dyno right now getting my stock results, I should have the new headers and Y-pipe in and dyno'd within a couple weeks. Hopefully for me I get a good gain, but who knows they might not do ****! I guess that we will all know shortlyMy point was just to say that letting an existing y-pipe design (or something very close to it) determine the configuration of the manifolds in a header system for a Maxima is not the ideal approach and that however effective these turn out to be, they could be better (but I suppose you could say that about anything).
All that said, I guarantee that you'll make power with those because they'll definitely flow better than stock. And in all seriousness, I hope you feel you've gotten your money's worth once everything's measured. I think your $/HP ratio should be pretty good!
Brian C Catts
Cattman Performance