I just spoke with FPA. The Tbird headers come coated with steady rests, etc. for $895. He said they worked with John Mummert to develop them and were originally going to be sold by John but decided that FPA would sell them direct. Lead time is about 3-5 weeks as they are made to order. They go through the original holes in the frame, not below, using 2.5" exhaust.

57 Black Tbird 312/auto

Also are 3/8 flange using 16 gauge pipe.

$695.00 plain (not ceramic coated) and as mentioned above $895.00 coated.

$55.00 shipping

Still dont know if they are firing order specific or not

Oldmics

I don't believe firing order specific applies to 4 into 1 headers. It is important with tri-y headers, which are 4 into 2 into 1, because you want to pair the cylinders so that those which share a tube are as close to 180 degrees apart in the firing order as possible.


Lawrenceville, GA

Charlie,

       In many cases they do. They try to fit the pipes so they enter the collector in a rotational sequence. The idea being to exhaust in a circular manner. I wonder if that's worth the trouble, other than a Marketing story.

Frank/Rebop

Bristol, In ( by Elkhart) 

Well, in that case, the passenger side header seems to be but not the driver side. The #6 and 7 tubes will have to be swapped at one end to achieve that.


Lawrenceville, GA

Pegleg,

I think the idea is to create a vortex. In fluid dynamics this is said to flow more effectively than a straight directional flow.

The question is which way is the correct swirl direction? The recognized southern hemisphere swirl direction or that other hemisphere.

cheers

Warren

  

Grizzly (Aussie Mainline)

Charlie / Frank / Warren.  The 4 into 1 headers on my altered have what I call the ‘gattling gun’ collectors where the firing pulses into the collectors are rotational as being described.  When I was originally building the headers, I was torn between having one side firing clockwise and the other firing counter clockwise or both sides rotating the same direction.  I settled on a clockwise firing into both collectors (looking forward at the back of the vehicle) as it was opposite of the crankshaft rotation.  Hard to say if it helps at all but at the time it seemed to be the logical thing to do.  Being clockwise firing into the collectors, would these headers work better in Austrailia than in the northern hemisphere?

 

Here’s a picture of the headers.

 

Lorena, Texas (South of Waco)

As Wayne brings up, those FPA headers for the ‘Birds looks similar in design to the Maxton Mile headers that were just tested.  Since doing the exhaust tests, I’ve come across another set of headers that I’d like to see tested on the dyno mule before changing out the heads for some cylinder head testing that is forthcoming.  With that in mind, if there are any other headers that can be sent to me such as the Speedway or FPA headers, then I can run those at the same time.  I’ve got about a 3 week window before the cylinder head testing takes place which will permit some additional exhaust testing to take place with the same engine combination that was used in the ‘exhaust test to end all tests’.  If there are some of these headers laying loose or some other unique header design that’s different from what has already been tested and you’d like to loan them for a quick test, just give me a shout.  Contact info is at www.eatonbalancing.com   .

 

Another option, although remote, is FPA and/or Speedway donating or loaning headers to add to the test data already accumulated.  I’ve too much on my plate to pursue this but if someone else is willing to make the calls and explain the case, I’ll be happy to take calls from the manufacturers to discuss doing the testing along with the other headers that will be tested.  Just forewarn me if this indeed looks like it might happen.

 

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Back to the main topic at hand and regarding the Sanderson headers for a mid-Fifties car chassis, I’d donate a frame with dummy engine and transmission setup along with a firewall for use as a jig to properly design a header for those cars.  Problem is I’m in Texas so cost wise it’s probably not feasible to get that moved to California.  Right now the frame I have in mind is a 1955 passenger car full frame with suspension but I could remove the back half of the frame so it’s shorter and easier to handle if necessary.  It would need to be trailered to get it there though.

 

If Sanderson could indeed do something regarding chassis headers, then I’d also be interested in a set for my ’55 Customline.  John Mummert has mentioned that he was aware of someone also working towards a chassis header for the cars but it wasn’t mentioned if this was Sanderson or someone else.

Lorena, Texas (South of Waco)

For what it's worth, those FPA headers are made about 15 miles from where I work. Last I heard, he used the flanges from Stan's Exhaust in Auburn WA, about 2 miles from me. That's what I used for the headers on my '32 with the F code motor and Frank's (now John's) parts. John told me that when I asked about the headers for my 55 'bird. When the new heads go on, I'm going to use them. I may have to change the steering, as I have a cavalier R&P and an ididit column in the car. They have an excellent local reputation for Ford motors, especially with the race car guys, and Stan's flanges are first rate. Like all quality US parts, they're not cheap. Since I'm local, maybe I can get a set not coated (in case it's easier to modify them than the steering). I'll try to call tomorrow and see when they can ship. I wouldn't mind seeing a test if Ted can get to it. Stan's Exhaust will probably do the new header back system, and I'm thinking 2.25 or 2.5, depending on clearance under the car. Snowing outside Seattle, you'd think the world had ended if you saw the traffic not going to work.

miker
55 bird, 32 cabrio F code
Kent, WA
Tucson, AZ

Mike.

    I still have the F code brackets, pulleys and bonnets. John has the timing cover and will probably wind up with the water pump. We haven't pushed it, the heads took priority. 

Frank/Rebop

Bristol, In ( by Elkhart)