We are happy to release our new 4 into 1 mid-length header with choice of 2 1/2" or 3" down-pipe (NO cat converter) or choice of 2 1/2" or 3" down-pipe (WITH cat converter). I know I am late offering this GP but we needed to be able to offer an equivalent package to what other companies are offering. We designed this new header with a gasketless ball/socket connection. No more flat flanges and gaskets to mess with. Our header will be completely de-burred inside and out and we will fully machine the face of the flange. Also, we will offer the customer a choice of either the 4 into 1 design or a TRI-Y design at no additional cost as well as a choice of primary sizes depending on supercharged or normally aspirated, again at no additional charge. This will be good for this GP only.

EDIT: Dyno graph and test results on 2nd page.

Here's a picture of the R&D header and 3" down-pipe with hi-flow metallic substrate converter:


And here is the finished product:





Underside showing O2 bung.


Inside of collector with optional 3 1/2" velocity cone.


Machined face of header flange.


Close-up of finished port.


Close-up of 100% finish welds around the outside of each primary tube.

Materials & details:
3/8" thick header flange
14 gage (.083) wall steel tubing
machined collector
3" gasketless ball-socket flange
all clamp marks polished
machined flange with full welds on both sides of the flange

We had hoped to get the R&D done Tuesday but the customers car was not available. I am working on up-loading the pictures of the new header and down-pipe now. I have already priced everything out and here's what you guys are looking at.

Retail prices:
4 into 1 mid-length header only - $197.57
4 into 1 mid-length header with 3" down-pipe (NO cat converter) - $344.54
4 into 1 mid-length header with 3" down-pipe (WITH cat converter) - $458.21

OK, here's the break-down:

5 orders: 4 into 1 mid-length header only - $177.82
5 orders: 4 into 1 mid-length header with 3" down-pipe (NO cat converter) - $314.79
5 orders: 4 into 1 mid-length header with 3" down-pipe (WITH cat converter) - $433.46

10 orders: 4 into 1 mid-length header only - $162.18
10 orders: 4 into 1 mid-length header with 3" down-pipe (NO cat converter) - $299.79
10 orders: 4 into 1 mid-length header with 3" down-pipe (WITH cat converter) - $418.46

15 orders: 4 into 1 mid-length header only - $152.36
15 orders: 4 into 1 mid-length header with 3" down-pipe (NO cat converter) - $289.79
15 orders: 4 into 1 mid-length header with 3" down-pipe (WITH cat converter) - $408.46

20 orders: 4 into 1 mid-length header only - $147.57
20 orders: 4 into 1 mid-length header with 3" down-pipe (NO cat converter) - $279.79
20 orders: 4 into 1 mid-length header with 3" down-pipe (WITH cat converter) - $403.46

Extra O2 bung for wide-band available at no additional charge.
CHROMEX ceramic coating is $155.00 regardless of orders as we send the headers out and have no control over prices.

If you are interested in ordering please call and get your info to Beth. We will NOT bill any credit cards until the GP is closed. If we get a quick 5 and no more for a week, we will close the GP, bill all credit cards and go into prodiuction.

All major credit cards, PayPal and money orders are accepted.
Payment plan through July 31st available.
Minimum of $25.00 deposit required once the minimum interest has been shown.
100% refund available for PayPal deposits within the first 30 days.

 

what engine is this for??

 

they all bolt up the same. but a 3" pipe would be too big for anything other than a 2.0, unless there's some serious mods done, at a minumum a turbo.

 

No problem at all. For those who prefer the 2 1/2" down-pipe, just ask. We build everything here and can give the customer exactly what they want.

Currently the 3" down-pipe will reduce to 2 1/2", at the outlet, to bolt to the cat-back. Otherwise, the down-pipe will reduce to 2 1/2", after the collector.

I'll have some pictures of the R&D header and down-pipe (with converter) up-loaded in a few minutes. Man you guys are quick responding... I didn't even have time to sneeze.

I just finished up-dating our website. I added the picture to the original post above and all GP prices are now listed.

We will be doing some exhaust work on the car again Monday before dyno tuning. If there's time, we will build an extyra exhaust system to set-up for prodution later.

As always, comments are welcome.
Thanks again.

 

looks good. i don't see the bung for the 02 sensor on the dp though. also, where is the bung on the manifold?

 

to bad i got s 2.2 WITH SAI..............

 

Thank you. The parts in the picture are the hand built R&D parts. They were fabricated today and were still wet with paint when I snapped the picture. The car is coming back Monday and we will add the O2 bung on the down-pipe then. Also, down-pipes without the cat converter will not have an O2 bung as it will serve no purpose without the converter.

On the header, the O2 bung is on the bottom. When we get a production header built I'll up-load more pictures.

As far as the SAI, we just need one car with the provisions to mock-up the fittings.

 

damn if i wasn't so far away id help with that..

 

Just to clarify the rear O2 sensor function.

On OBDII engines (1996 and newer), a rear O2 sensor was added behind the stock catalytic converter. It's only function is to communicate to the pcm the cat converter is functioning properly. If the cat converter fails or is removed, the rear sensor reading changes and the pcm throws a code resulting in a "check engine" light. Now, we can provide the rear O2 sensor bung so the rear sensor can be screwed into the down-pipe. But, if the down-pipe does NOT have a cat converter, a code will be thrown and a check engine light will result. In a nutshell, if you delete the converter, there isn't any reason to plug the rear O2 sensor into the down-pipe. You will need programming to disable the rear sensor. For those who want the rear O2 bung, we will happily install it for you at no additional charge. An O2 plug will be available for $7.50. But you don't need either.

I hope this answers any confusion about the rear sensor, O2 bung, cat converter and pcm codes / engine light.

Thanks again.

 

cant you also buy those sensor extenders that fool the sensor? idk if they actually work, but i hear they do

 

You are speaking of O2 simulators. We do not carry them but an associate business of ours builds them. I will check with them Monday to see what they have for this application.

 

I wish you guys good luck after the 50+ people that just got on the ZZP GB...

BTW, looks like some good quality stuff

 

Yup, we missed the boat for sure. I know our quality will speak for itself once we can manage to get a few headers out there. But it's obviously going to take some time.

Thanks very much. We try to go above and beyond whenever possible.

 

most people see a cel and freak out. if you get a code from not having a cat, your car is running fine, and nothing is wrong. the sensor is basically just reading more air than it's programmed to read, so it things there's something wrong with the cat. that's why you'll get a p0420 code for low cat efficiency. it dosn't affect the way the car runs, and it's really nothing to worry about.

 

nice looking setup. I realize this is a new product and your probably very busy with it but some more info and pictures would be nice. what size primaries are available? do they all have 3" collectors? do you have any pics of the tri y version? I noticed the downpipe doesnt have a flex section, why? and also, why did you discontinue the old model?
edit: almost forgot, is the downpipe available in stainless?

 

Where are the dyno charts? whats the gain over stock? all these questions need to be answered if you are the sway people your way

 

wow this is cheap..i'd like to see dyno numbers

 

Busy? Nah. This header and down-pipe was built yesterday. We only had one flex section and it was installed on the down-pipe we built on the car with another header. A flex section will be included. More pictures will be posted as soon as we can get a production header built. I'll make sure and post close-ups of the face of the flange, inside the collector, etc. Today we are going to attempt to build fixtures, make bending patterns and create bending numbers. If we are able to get all of this done we will look to do a back to back dyno test between our header and the other brand on his car. Both will be tuned by Vince of TriFecta. We will even attempt to get some sound files or videos of both.

Primary sizes available are 1 1/2", 1 5/8" and 1 3/4". Though we will most likely not be marketing the 1 3/4" primary size ourselves. 3" collectors will be used for the 1 5/8" and 1 3/4" and 2 1/2" for the 1 1/2" primry tubes.

As far as why we decided to dis-continue our other TRI-Y header: the 4 into 1 design was done in a way to allow pairing together of the primary tubes for a TRI-Y. We can build either in the same fixture. This new TRI-Y will be tremendously easier to assemble so we can build it for less cost and sell it for a lower price. Those who have our original TRI-Y header are very happy but they were time intensive to build. Also, the new design allowed for a much simpler down-pipe, again, cheaper to build so we can sell it for less. We are a small shop and we have literally hundreds of misc fixtures, both ours and those belonging to Private label companies we build products for. We need to conserve our space so whenever we can use the same fixture(s) to build two different designs, all the better. This will allow us to destroy the original fixtures and save room in the shop.

Yes, we can build the down-pipe using 304 stainless. Cost would increase by 70.00.

Thanks for your interest in our products.

It's interesting. When we released the original TRI-Y header we posted dyno numbers and everyone said our header cost too much. This time we simplified the design and were able to lower the cost tremendously and now everyone wants dyno numbers.

As I mentioned above, we will do our best to have a header ready for dyno testing (and tuning) Monday. The current header on the customers car have 1 1/2" primary tubes. We will be building a header with 1 3/4" since he has a supercharger. The test wont be comparable between the headers but it will demonstrate what the larger primary tubes can do for a supercharged engine over smaller primary tubes.

We prefer the term "inexpensive". As you'll clearly see once we get pictures of a production header up, our products are anything but cheap. Nothing but premium American made materials are used and completely fabricated in our shop. One of our mission plans for the Cobalt header was to reduce assembly time in order to compete with other companies. We had decided it would be required to leave out some of the finer details of finish work in order to compete. I'm happy to say we will be able to over-build and over-finish the Cobalt header just like we do for all of our headers, and still be very competitive with other brands. In fact, I'm proud to say I think we're going to be the best bang for the buck with no compromise on anything. Enough talk, we need to get to work in the shop.

Thanks for all your questions and comments.

Look for up-dates later this afternoon.

 

Subscribed.

 

Is it the same for the tri ys?

 

I think id be interested depending on how many people get in on this. Do you have to get the chromex service? What type of warrenty do you carry on your product?

 

Looks nice Dan, but I still rather my Tri-Y. Though the cost is ~$150 less then the Tri-Y.

 

The TRI-Y header will use 2" secondary collectors into a 2 1/2" final collector. 3" is too large for a TRI-Y configuration using primary tubes smaller than 2".

Chromex ceramic coating is optional. The header will be painted with a hi-temp ceramic paint as standard finish. We offer a limited lifetime warranty on all of our headers. Here's our policy:
http://www.clearimageautomotive.com/Warranty.htm

Thanks Troy. You have a solid product. But as you stated, it did cost quite a bit more. We have opted for a simpler look and easier built header. Being relatively unknown on this forum and being the most expensive was proving to be a problem for us. I have to admit, it's very frustrating coming from a car community where everyone knows us and considers us THE header builders of choice, to a car community where no one has heard of us before. Right now we are trying to break into this market but we did not want to lower our quality or standards to do it. R&D is very expensive, especially these days with everything costing more and more. Also, R&D often results in what ends up being scrap metal. We hope to get our products out there and we hope to remain part of the Cobalt community for many years to come.

Thanks again for your support Troy.

Keep the questions and comments coming everyone.

UP-DATE: Fixture is complete. Here's a picture for anyone curious:
http://www.clearimageautomotive.com/P1160125.JPG

Bending patterns are complete: Here's a picture:
http://www.clearimageautomotive.com/P1160126.JPG

Bending numbers are complete.
First set of production parts are complete.
Todd is working on assembly of the 1st production header now. Pictures to follow.

More coming.

As promised, here's the first production header.




Underside showing O2 bung.


Inside of collector with optional 3 1/2" velocity cone.


Machined face of header flange.


Close-up of finished port.


Close-up of 100% finish welds around the outside of each primary tube.

OK, we're out of here.
Enjoy the pictures.

 

hey these guys MODIFIED MY ZZP 4 TO 1 header for me so i wouldnt have to deal with the inferier 2 bolt flang that has given some people problem over on RLF.com... ive seen the quality of there work and i wont go to any other place for exhaust work on MY LSJ!!

 

Does this one pictured have the chromex coating...