Where can I find longtube headers that doesnt need welding?

 

Try SpeedDemon. Chris has FLP's.

 

FLPs are the only ones ;). They rock ;)

 

Our LG Long tubes do not deed any welding with the new design, and can be had with a stainless steel "X" pipe, and go bolt to bolt from head to
cat-back. And you can purchase our system with or without the cats.


Thanks,
Lou G

 

IMO, if you want to use the original Cats, you have to weld the headers on to them. On the 2000 model, the Cats are welded to pipes fore and aft. The front one is flanged and bolts to the exhaust manifold. The rear one is also flanged and bolts to the muffler over-the-axel pipe. If you ever had 1 bad Cat, you would have to buy both; that is if you wanted to stay strictly stock. I have a phobia about welding directly on the car, what with all the computers that could be screwed by voltage spikes, but I guess this is done all the time. :cheers:

 

I installed a set of LGM's on a friends car and neither of us had a welder. No cutting or welding needed. They fit together a lot nicer than FLP's as well, from what I could tell.

 

FLP's or LG's :seeya :seeya

 

I forgot about LGs, my bad LGM.

So, the two that don't require welding...
FLPs and LGMs :thumbs:

 

I can vouch for this. The system works great: we've swapped ORP's, High flows, and so forth in just a few minutes. No welding, everything lines up without a problem. In my case, I had the Corsa X pipe, and so used it, but Lou's got a nice alternative.

Great quality stuff.

 

Speed Dog,

Do you have any dyno numbers after the addidion of the LGM's. They are the most expensive headers that I have found. Worth the $$$?

NO2, Class of '64 ;)

:seeya

 

Sorry, I don't. My small block H/C car had TTS headers. Due to a catastrophic failure of a Comp Cams 918 spring, I was faced with an engine rebuild. Agostino Racing met me half way, and we worked out an equitable arrangement for a Big Block (note, Comp Cams never remunerated any of us who were damaged by their batch of spring failures during the summer of 02). Since Wade and the guys were going out of their way to help me, I decided I should invest some resources and do this right. LGM headers are, in essence, race headers: true long tubes, merge collectors, and so forth. They are optimized, and ideal, for high output cars; in addition, the unique collector serves to broaden the torque curve. I felt (as did KaTech, for example) that they would be ideal for my project. As a result, they have been on the car from day one. I know they are pricey. On the other hand, there is a LOT of hand work that goes into building them (I've been to Lou's shop and have seen this).

My dyno graphs are down at our shop so I can't scan them today. In essence I have enormous amounts of torque fromn 2k to 6k with a very flat curve. Lou feels that's a direct result of the header configuration, though of course the heads and cam setup I chose also had a profound effect on this. Lou based his conclusion on comparing my car to a number of others that he's tuned (with similar displacements and cams, but with and without the headers.

Sorry about the long winded reply. This car is a keeper, and I feel the dollars I've invested will be worth it in the long run (at least I hope so!). I've just come in from a spirited run down the road: this engine sure pulls like a train!!

Hope this helps.


[Modified by SPEED DOG, 11:34 AM 12/29/2002]

 

Speed Dog,

No need to apologize for your reply. This is why I'm on the forum.

I probably will not be modifying my '02MN6 as much as you have your beauty. I soon will have everything done pre and post engine that I can think of and will be addressing the engine, to include headers, in the spring. I will not be going crazy with the cam or the heads, however. Certainly not stage III heads and a modest cam that has minimal lope and doesn't stall at idle or with the A/C on. So the question still remains - do you think I'm going overboard with these (LGM) headers for my somewhat modest goals (400+ rwhp)? I tend to always want to buy the very best but is the extra >1k justified in my instance? Also, any thoughts on the "popping" on deceleration issue? Does yours? I have Stingers to which I added the Bassani X-pipe which helped but did not eliminate the problem.

Thanks,

NO2 :seeya

 

I don't think you're going overboard. Yes, you can get nice headers for less money. No argument. On the other hand, these have several things going for them:

1. Optimization of flow, with broadened torque curve (a benefit regardless of your setup). Choices here are those or risk/benefit analysis. You're hoping for 400+rwhp/tq. Your Head/Cam setup will have an enormous impact on this, but so will headers. Any number of engine builders think that smaller pipes, shorter tubes starve the LS1. If you're going to get as much as you can for your setup, these are the headers to have. Of course, you're paying for incremental benefits, as is the case with each modification choice. The old saying applies: "speed costs money, how fast do you want to go?"

2. Terrific build quality. Period.

3. Forward mobility: once you've gotten mod fever, current day projects evolve into future day projects. These will be useful regardless of displacement, and aggressiveness of setup. You may stop as you imply, you may not. Lou's headers allow you flexibility.

4. The deceleration issue is a non issue. High compression, high output engines do this (have you listened to the Petit LeMans or CanAm GT1 or GT engines as they decelerate?). To my ear, it sounds wonderful. Winding up, full throtttle, my engine sounds like the gates of hell have opened. Winding down, the car sounds like a race car breaking for a turn after a long straight (think Daytona, the hard left after pit row). The quality of the sound is modulated by the exhaust setup, the presence or absence of an X pipe, and so forth. In my case, it just sounds great. As far as I'm concerned, modified cars shouldn't sound like Mazda's; mine doesn't.

As an aside, I like Lou, and I like his stuff, but I get nothing out of this beyond the pleasure of my car and of posting on the forum. The same goes for ARE; they built me a great engine, and stood behind their work when I had a problem. I'm therefore openly expressing my opinions, for what they're worth with no other agenda in mind.

Hope this helps.


[Modified by SPEED DOG, 3:07 PM 12/29/2002]

 

Lou,

Your webpage doesn't list prices of header with offroad pipe vs.cat, vs. both. I ran several LG suspension parts on my Z28 quality parts :yesnod:


[Modified by 93Polo, 4:17 PM 12/29/2002]

 

Speed Dog,

LGM's it is then!!!! :cheers: :thumbs: :iagree: Thanks a lot for the fine advice. I'm pretty new at all this and need all the help I can get. It helps a lot that we're both the same age - a trust thing I guess. I may have some more questions for you in the future, if you don't mind. :chevy

 

Speed Dog,
Any problems with heat in the console area?
Thanks for all the great information. :cheers:

 

Don't mind a bit; we're all stumbling about trying to do the right thing. Glad to help. You'll like Lou's stuff, and he'll stand behind it 100%. Feel free to email me.

Regards.

 

There IS a little more heat in the console area, but nothing excessive. In fact, I see no difference between the TTS setup I had on the small block, and my current setup. With either system, the console (and the titanium shift ****) got a bit warm in our summer heat. Nothing too terrible, nor beyond the AC's ability to cool down.

Lou, and LAPD, have a very nice heat shield that installs in the tunnel. I haven't done that yet, but might as things go along. I've spent enough on this whole project that I'm just not willing to spend any more now for marginal benefits.

 

SpeedDog, a 436 LS1 is not a "big block". The block is the exact same size as everybody elses LS1. :confused:

 

Well, no. I guess the problem is one of semantics. You're right, the external demensions of the engine are the same. The 436 is bored and stroked, providing the increased displacement. One can achieve this other ways: a C5R block with its bigger bore is an example. It too has the same external size as the LS1, as do the truck blocks, and so forth. In any case "big block" as commonly used refers to the displacement not the physical size of the engine. There are, of course, families of engines of differeing demensions, and displacements: small block, big block and so forth perhaps more accurately applies to them (think 327, 427 chevies, and so forth).