New header & down-pipe sale!
Senior Member
Joined: 07-11-05
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From: Yonkers NY
I think ima jus wait till the GP ends to get mine shipped 
by the way.. i put a deposit down on for just the header and female ball-socket connection for the downpipe. i want 1-3/4" primaries
by the way.. i put a deposit down on for just the header and female ball-socket connection for the downpipe. i want 1-3/4" primaries
Thread Starter
Senior Member
Joined: 05-11-06
Posts: 967
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From: Auburn, WA
Here's a picture of the 1 3/4" header & 3" stainless Down-pipe with hi-flow converter:
The customer requested we build the down-pipe in a way to allow him to use his stock cat-back exhaust now and up-grade to our 3" exhaust system later. We made a 2 1/2" outlet slip over our 3" down-pipe.
Our exhaust systems can be built the same way to allow the customer to adapt it to any down-pipe available.
The customer requested we build the down-pipe in a way to allow him to use his stock cat-back exhaust now and up-grade to our 3" exhaust system later. We made a 2 1/2" outlet slip over our 3" down-pipe.
Our exhaust systems can be built the same way to allow the customer to adapt it to any down-pipe available.
Thread Starter
Senior Member
Joined: 05-11-06
Posts: 967
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From: Auburn, WA
In this customers case I suggested he use band clamps. He wants our exhaust system as soon as it's ready so it would be a waste of time to weld the slip fit connection. For other customers, the same clamp or even a stitch weld would be fine. A stitch weld would secure the parts while allowing for removal later without having to cut through and ruin the tube. I hope I explained this well enough.
Member
Joined: 03-04-08
Posts: 366
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From: Seattle, WA
In this customers case I suggested he use band clamps. He wants our exhaust system as soon as it's ready so it would be a waste of time to weld the slip fit connection. For other customers, the same clamp or even a stitch weld would be fine. A stitch weld would secure the parts while allowing for removal later without having to cut through and ruin the tube. I hope I explained this well enough.
Member
Joined: 02-18-08
Posts: 253
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From: Cleveland OH
Here's a picture of the 1 3/4" header & 3" stainless Down-pipe with hi-flow converter:
The customer requested we build the down-pipe in a way to allow him to use his stock cat-back exhaust now and up-grade to our 3" exhaust system later. We made a 2 1/2" outlet slip over our 3" down-pipe.
Our exhaust systems can be built the same way to allow the customer to adapt it to any down-pipe available.
The customer requested we build the down-pipe in a way to allow him to use his stock cat-back exhaust now and up-grade to our 3" exhaust system later. We made a 2 1/2" outlet slip over our 3" down-pipe.
Our exhaust systems can be built the same way to allow the customer to adapt it to any down-pipe available.
Thread Starter
Senior Member
Joined: 05-11-06
Posts: 967
Likes: 0
From: Auburn, WA
Absolutely. The GP prices are available until June 27th.
We have 10 confirmed orders and quite a few pending.
When you order, just let us know your plans for the exhaust and we can build the down-pipe as pictured above.
Just give us a call at (425)251-0329 and place your order with Beth.
Let her know the primary size
down-pipe size
with or without converter
aluminized steel or 304 stainless steel down-pipe
for use with stock exhaust (or stock replacement exhaust) - or made to be adaptable for our 3" exhaust system later.
Etc...
Thanks.
When you order, just let us know your plans for the exhaust and we can build the down-pipe as pictured above.
Let her know the primary size
down-pipe size
with or without converter
aluminized steel or 304 stainless steel down-pipe
for use with stock exhaust (or stock replacement exhaust) - or made to be adaptable for our 3" exhaust system later.
Etc...
Thanks.
Last edited by ClearImageAuto Dan; Jun 18, 2008 at 03:44 PM. Reason: Automerged Doublepost
Damn, I think I'm going to have to get one of these. Best looking one I've seen so far from a quality standpoint.
Would there be any benefit to going with the Tri-Y setup on the LSJ engine with substantial mods, 350+ crank HP? I am looking for a full 3" collector back system, but I understand the flow of a Tri-Y makes it less effective when its too big.
Unless you guys would set me up with 2" primaries...
Would there be any benefit to going with the Tri-Y setup on the LSJ engine with substantial mods, 350+ crank HP? I am looking for a full 3" collector back system, but I understand the flow of a Tri-Y makes it less effective when its too big.
Unless you guys would set me up with 2" primaries...
Damn, I think I'm going to have to get one of these. Best looking one I've seen so far from a quality standpoint.
Would there be any benefit to going with the Tri-Y setup on the LSJ engine with substantial mods, 350+ crank HP? I am looking for a full 3" collector back system, but I understand the flow of a Tri-Y makes it less effective when its too big.
Unless you guys would set me up with 2" primaries...
Would there be any benefit to going with the Tri-Y setup on the LSJ engine with substantial mods, 350+ crank HP? I am looking for a full 3" collector back system, but I understand the flow of a Tri-Y makes it less effective when its too big.
Unless you guys would set me up with 2" primaries...
Right, I like the design of a Tri-Y, its a great comprimise between high-flow and efficent scavenging. Great street solution. My issue is that I'm going to push a lot more air through my engine than 99% of the cobalt owners out there are. So thats why I ask. I'd be happy with a 1.875 or 2.0 primary, 3" collector header. It would work well for me, but not for most of the people out there.
Thread Starter
Senior Member
Joined: 05-11-06
Posts: 967
Likes: 0
From: Auburn, WA
We do not bend 1 7/8" tubing. There just isn't very much demand for it. 2" would be pushing the limits of clearance, if not causing some issues. The header would need to be custom built. Also, the collector would be a 4 into 1 3 1/2" collector with reduction to 3". We have a car available if need be but we would bill it at time plus material. Figure $90.00 per hour and tubing by the foot, etc. Give us a call if you are interested.
The TRI-Y design, with primary tubes up to 1 3/4", requires a 2 1/2" collector for proper scavenging. For a 3" cat-back exhaust you are better off sticking with the 4 into 1 header with 3" collector.
"Scavenging" is basically the evacuation of exhaust gases from the engine. The design of the header; primary length, collector design, etc is what produces "scavenging". Harmonics also play a part in "scavenging" but streetability, ease of install, serviceability, etc take priority over "tuned" or "equal length" header design. By the way, we are within 2" of having an "equal length, tuned" header.
On a supercharged engine the volume of flow is more important than the ability to scavenge because the exhaust gases are being pushed (forced) out of the engine by the in-coming, pressurized, air.
Our header/DP combination will bolt to any factory or factory replacement cat-back exhaust system. For a true 3" system we can modify the down-pipe to work with you 3" exhaust, as long as the 3" exhaust allows for a slip-fit. Call us for more info and options on this.
Also, we are designing our own exhaust systems using 2 1/2" and 3" tubing, resonators & mufflers.
Thanks again everyone.
The TRI-Y design, with primary tubes up to 1 3/4", requires a 2 1/2" collector for proper scavenging. For a 3" cat-back exhaust you are better off sticking with the 4 into 1 header with 3" collector.
"Scavenging" is basically the evacuation of exhaust gases from the engine. The design of the header; primary length, collector design, etc is what produces "scavenging". Harmonics also play a part in "scavenging" but streetability, ease of install, serviceability, etc take priority over "tuned" or "equal length" header design. By the way, we are within 2" of having an "equal length, tuned" header.
On a supercharged engine the volume of flow is more important than the ability to scavenge because the exhaust gases are being pushed (forced) out of the engine by the in-coming, pressurized, air.
Our header/DP combination will bolt to any factory or factory replacement cat-back exhaust system. For a true 3" system we can modify the down-pipe to work with you 3" exhaust, as long as the 3" exhaust allows for a slip-fit. Call us for more info and options on this.
Also, we are designing our own exhaust systems using 2 1/2" and 3" tubing, resonators & mufflers.
Thanks again everyone.
We do not bend 1 7/8" tubing. There just isn't very much demand for it. 2" would be pushing the limits of clearance, if not causing some issues. The header would need to be custom built. Also, the collector would be a 4 into 1 3 1/2" collector with reduction to 3". We have a car available if need be but we would bill it at time plus material. Figure $90.00 per hour and tubing by the foot, etc. Give us a call if you are interested.
The TRI-Y design, with primary tubes up to 1 3/4", requires a 2 1/2" collector for proper scavenging. For a 3" cat-back exhaust you are better off sticking with the 4 into 1 header with 3" collector.
"Scavenging" is basically the evacuation of exhaust gases from the engine. The design of the header; primary length, collector design, etc is what produces "scavenging". Harmonics also play a part in "scavenging" but streetability, ease of install, serviceability, etc take priority over "tuned" or "equal length" header design. By the way, we are within 2" of having an "equal length, tuned" header.
On a supercharged engine the volume of flow is more important than the ability to scavenge because the exhaust gases are being pushed (forced) out of the engine by the in-coming, pressurized, air.
Our header/DP combination will bolt to any factory or factory replacement cat-back exhaust system. For a true 3" system we can modify the down-pipe to work with you 3" exhaust, as long as the 3" exhaust allows for a slip-fit. Call us for more info and options on this.
Also, we are designing our own exhaust systems using 2 1/2" and 3" tubing, resonators & mufflers.
Thanks again everyone.
The TRI-Y design, with primary tubes up to 1 3/4", requires a 2 1/2" collector for proper scavenging. For a 3" cat-back exhaust you are better off sticking with the 4 into 1 header with 3" collector.
"Scavenging" is basically the evacuation of exhaust gases from the engine. The design of the header; primary length, collector design, etc is what produces "scavenging". Harmonics also play a part in "scavenging" but streetability, ease of install, serviceability, etc take priority over "tuned" or "equal length" header design. By the way, we are within 2" of having an "equal length, tuned" header.
On a supercharged engine the volume of flow is more important than the ability to scavenge because the exhaust gases are being pushed (forced) out of the engine by the in-coming, pressurized, air.
Our header/DP combination will bolt to any factory or factory replacement cat-back exhaust system. For a true 3" system we can modify the down-pipe to work with you 3" exhaust, as long as the 3" exhaust allows for a slip-fit. Call us for more info and options on this.
Also, we are designing our own exhaust systems using 2 1/2" and 3" tubing, resonators & mufflers.
Thanks again everyone.
We do not bend 1 7/8" tubing. There just isn't very much demand for it. 2" would be pushing the limits of clearance, if not causing some issues. The header would need to be custom built. Also, the collector would be a 4 into 1 3 1/2" collector with reduction to 3". We have a car available if need be but we would bill it at time plus material. Figure $90.00 per hour and tubing by the foot, etc. Give us a call if you are interested.
The TRI-Y design, with primary tubes up to 1 3/4", requires a 2 1/2" collector for proper scavenging. For a 3" cat-back exhaust you are better off sticking with the 4 into 1 header with 3" collector.
"Scavenging" is basically the evacuation of exhaust gases from the engine. The design of the header; primary length, collector design, etc is what produces "scavenging". Harmonics also play a part in "scavenging" but streetability, ease of install, serviceability, etc take priority over "tuned" or "equal length" header design. By the way, we are within 2" of having an "equal length, tuned" header.
On a supercharged engine the volume of flow is more important than the ability to scavenge because the exhaust gases are being pushed (forced) out of the engine by the in-coming, pressurized, air.
Our header/DP combination will bolt to any factory or factory replacement cat-back exhaust system. For a true 3" system we can modify the down-pipe to work with you 3" exhaust, as long as the 3" exhaust allows for a slip-fit. Call us for more info and options on this.
Also, we are designing our own exhaust systems using 2 1/2" and 3" tubing, resonators & mufflers.
Thanks again everyone.
The TRI-Y design, with primary tubes up to 1 3/4", requires a 2 1/2" collector for proper scavenging. For a 3" cat-back exhaust you are better off sticking with the 4 into 1 header with 3" collector.
"Scavenging" is basically the evacuation of exhaust gases from the engine. The design of the header; primary length, collector design, etc is what produces "scavenging". Harmonics also play a part in "scavenging" but streetability, ease of install, serviceability, etc take priority over "tuned" or "equal length" header design. By the way, we are within 2" of having an "equal length, tuned" header.
On a supercharged engine the volume of flow is more important than the ability to scavenge because the exhaust gases are being pushed (forced) out of the engine by the in-coming, pressurized, air.
Our header/DP combination will bolt to any factory or factory replacement cat-back exhaust system. For a true 3" system we can modify the down-pipe to work with you 3" exhaust, as long as the 3" exhaust allows for a slip-fit. Call us for more info and options on this.
Also, we are designing our own exhaust systems using 2 1/2" and 3" tubing, resonators & mufflers.
Thanks again everyone.
Senior Member
Joined: 09-04-07
Posts: 5,190
Likes: 2
From: FL.. FT LAUDERDALE/MAIMI
buy 2, ill pay you later. Whats gonna hole the 2.5 sliip over flange? clamps or you gotta weld it on?
Ok, and when I do, you pay me $1500. Deal?
Dan,
The Silverado headers you have on your sight, do they fit the 99-06 body style, specifically a 03 4.8L truck?
Last edited by ItalianJoe1; Jun 19, 2008 at 09:55 PM. Reason: Automerged Doublepost
