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Yes, that is what also bothered me was the poor welding.

Fitment issues and header flanges that are not flat are
issues that began back in the 1960's when prefabricated
headers first became available.

Some of those early prefabricated headers were very
crude to say the least.

Before that you had to bring your car down to a header
shop so they could custom build the headers for your car.

That's how the legendary 'Jungle Jim Lieberman' began.

He used to build headers out of a business called 'Babes Mufflers'
in San Jose CA back in the mid 1960's.

Cheers
Boy does that bring back old memories!

Jim for exhaust, Johnny DeLong for custom ground bump sticks, Bob at Gromm Racing for head work and Reggie (off Race St?) for any machine work.

Thanks for a trip to the past Mr. Duck!
 

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Boy does that bring back old memories!

Jim for exhaust, Johnny DeLong for custom ground bump sticks, Bob at Gromm Racing for head work and Reggie (off Race St?) for any machine work.

Thanks for a trip to the past Mr. Duck!
So you remember Bob Gromm. . .
Bob at one time was way ahead of the "Pack".

Not many of us at that time could get a GM 292 cylinder
head casting to flow 292 CFM on bench using a 2.055",
valve, providing for a minimum flow area of 2.85 Sq."
around 1974.

Bob was one of them..

Cheers
 
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So you remember Bob Gromm. . .
Bob at one time was way ahead of the "Pack".

Not many of us at that time could get a GM 292 cylinder
head casting to flow 292 CFM on bench using a 2.055",
valve, providing for a minimum flow area of 2.85 Sq."
around 1974.

Bob was one of them..

Cheers
Yes sir! I had him rework some Brodix heads on a LS7 I was running in a '70 Camaro that ran a 10.68 at Baylands. Bob did all the head work on the various LT1, LS6 and LS7 motors in everything from the '66 straight axle Chevelle to the Brendella Tunnel Hull.

Bob was the go to guy!
 

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Yes sir! I had him rework some Brodix heads on a LS7 I was running in a '70 Camaro that ran a 10.68 at Baylands. Bob did all the head work on the various LT1, LS6 and LS7 motors in everything from the '66 straight axle Chevelle to the Brendella Tunnel Hull.

Bob was the go to guy!
Back then when GM had banned promoting all forms of racing
there was a 'Back Door' to a gentleman at GM.

As I recall Gromm had access to that gentleman as did we.

Bill 'Grumpy' Jenkins was the guy that did most of
the R&D for the GM 'Back Door' drag racing division.

So that gentleman, who I will not name, would pass
on to us any info that he could regarding what Jenkins
was doing.

With 292 cfm flow through 2.85 Sq." of MCSA
we could make right at 600 fwHP from a 331 cid.

Then around 1976 (as I recall) we got the word that
Jenkins was ordering valves for a 396 cid rat motor
and cutting them down.

At the opening of the 1976 season, per people
at Edelbrock, Jenkins was making 685 fwHP.

Evidently he had injured his engine in testing and
brought the engine to Edelbrock to repair it and
had put it on their dyno.

No one could believe he was making that kind
of power with a 331 cid small block.

The rumors were;
He had figured out a way to use 'Canted' valves,
so he could use a larger valve, and of course
with the canted valve, he was moving the intake
valve away from the cylinder wall as the valve
opened.

Again, the rumors were that he had also found
a way to increase the Minimum Circular Square Area,
or the (MCSA) to 3.05 Sq.".

With 3.05 Sq." and a 285° intake lobe, one
can calculate that he could move his engine
Peak 'Torque' rpm up by 452 rpm's.

-with the larger valve area-
We can now also make 'More' HP at a 'Higher'
engine RPM, allowing one to change the rear
gear and generate more 'Axle Torque..:cool:

Cheers
 

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Back then when GM had banned promoting all forms of racing
there was a 'Back Door' to a gentleman at GM.

As I recall Gromm had access to that gentleman as did we.

Bill 'Grumpy' Jenkins was the guy that did most of
the R&D for the GM 'Back Door' drag racing division.

So that gentleman, who I will not name, would pass
on to us any info that he could regarding what Jenkins
was doing.

With 292 cfm flow through 2.85 Sq." of MCSA
we could make right at 600 fwHP from a 331 cid.

Then around 1976 (as I recall) we got the word that
Jenkins was ordering valves for a 396 cid rat motor
and cutting them down.

At the opening of the 1976 season, per people
at Edelbrock, Jenkins was making 685 fwHP.

Evidently he had injured his engine in testing and
brought the engine to Edelbrock to repair it and
had put it on their dyno.

No one could believe he was making that kind
of power with a 331 cid small block.

The rumors were;
He had figured out a way to use 'Canted' valves,
so he could use a larger valve, and of course
with the canted valve, he was moving the intake
valve away from the cylinder wall as the valve
opened.

Again, the rumors were that he had also found
a way to increase the Minimum Circular Square Area,
or the (MCSA) to 3.05 Sq.".

With 3.05 Sq." and a 285° intake lobe, one
can calculate that he could move his engine
Peak 'Torque' rpm up by 452 rpm's.

-with the larger valve area-
We can now also make 'More' HP at a 'Higher'
engine RPM, allowing one to change the rear
gear and generate more 'Axle Torque..:cool:

Cheers
Why did I read this as though you were whispering to us?
 

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I didn't read the whole thread, but a few years ago I bought a set of Stainless Works headers for my 2006 Escalade. The flange had over a 1/8" gap/warp in the flange. Sent it back after some arguing and got one that was better but still not perfect. I never considered running SW again after that. Even the Ebay/Chinese headers hold better tolerances.

The SW headers in my sig were on the V when I bought it....
 

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To me, this thread screams more about their lack of professionalism as a company and approach to customer service more than their products.

It’s like people...if you are marrying someone, do you care more about appearance than them as a person?

And that is a rhetorical question.


Sent from my iPhone using Tapatalk
 

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I can't believe for how much some companies charge for headers they're coming with slip fit collectors....

I'm using Tapatalk so I may not see what you u do.
 

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To me, this thread screams more about their lack of professionalism as a company and approach to customer service more than their products.

It’s like people...if you are marrying someone, do you care more about appearance than them as a person?

And that is a rhetorical question.


Sent from my iPhone using Tapatalk
Shallow Hal has entered the chat.
 

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Discussion Starter · #70 ·
Look at those fucking flanges! What's wrong with you???

 

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So my friend, you got me concerned about the 2" TSP headers that I got from Brent @Weapon X.

I had never thought about checking flange level before I had them ceramic coated, it is the "always learning" from this forum, and was wondering how they compared.

Took a couple of pics of the driver side.

Thankfully the TSPs look better and looks like I dodged a bullet for them being even and nicely welded.

Sorry that you are going through this but hopefully others reading this thread are learning too.
 

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Discussion Starter · #73 ·
Deep welds, looks like the flange was machined or ground uniformly... the way it should be.


That looks like a good build quality. Only other thing is to verify quality stainless. I'd definitely go TSP over SW based on that product!

Sent from my SM-G965U using Tapatalk
 

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Deep welds, looks like the flange was machined or ground uniformly... the way it should be.


That looks like a good build quality. Only other thing is to verify quality stainless. I'd definitely go TSP over SW based on that product!

Sent from my SM-G965U using Tapatalk
Cleetus Mafarland uses tons of TSP stuff and always seems great.


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Discussion Starter · #75 ·
So update now that the build is together: The headers were ground as flat as possible - but that also showed just how warped in multiple dimensions the header flanges were (the edges of the flanges flared out away from the heads so much that they could not be ground completely flat, in addition to the linear warping from cylinder to cylinder). Really, shit work and I should have eaten more time to swap them out for Kooks, or maybe the cheapest set of Chinese shit I could find.

The rear mid-pipes that connect to the mufflers also look like they were "Friday'd" as there is an extra bend (blue arrow) that moves the pipes closer up into the driveshaft and differential - where I am getting interference (red arrow) against the driveshaft. had this portion just been left straight, it would be a pretty good fit. Although I have an aftermarket diff and a one-piece driveshaft that does change the dimensions, this contact looks like it would still hit the OEM 2-piece as it's so far rearward where both driveshafts would be connected to the pinion yoke.




As it stands, I swapped the driver/passenger pipes and got better clearance (lol), that's how fucked up this is - but it's still banging against the diff and some of the connections are not idea so I'll still have to employ a muffler shop to fix it. Yes, the pipes are labeled and due to the angles needed to get out past the differential on each side, to mate with the OEM mufflers there are only so many ways to orientate them. It's unfortunate a USA-made company seems to care so little about quality control, much less customer service.

So yeah, welcome to 2015: Stainless Works Sucks.
 

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I have a set of straight 3" midpipes that I replaced with resonators. If you think they'll help get your setup aligned, lemme know. They are 26" long.
 

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Couldn't figure out how to edit from my phone. The pipes I have may not be called midpipes.
 
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