Here are some pics of our headers. I am shipping out the previous order each day. Check your email for a tracking number to tell you if yours shipped out.

http://www.quicktimeperformance.com/headers.htm for a complete info and more pics.
Now time for pics

<img src="http://www.quicktimeperformance.com/Headers/headerdisplaymed.jpg" alt=" - " />

<img src="http://www.quicktimeperformance.com/Headers/headerdisplay.jpg" alt=" - " />
Headers on the JPR All Bore 382 Motor. Now thats a thing of beauty. <img border="0" alt="[hail]" title="" src="graemlins/gr_hail.gif" /> JPR

<img src="http://www.quicktimeperformance.com/Headers/headerpass-med.jpg" alt=" - " />

<img src="http://www.quicktimeperformance.com/Headers/headerdriver-med.jpg" alt=" - " />
Picutre of our QTEC Style Y Pipe
<img src="http://www.quicktimeperformance.com/QTEC/Ypipe2_small.jpg" alt=" - " />

A little video of my car with the QTP Header System and Dual QTEC Y Pipe breaking in a new set of nittos. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
http://www.quicktimeperformance.com/...maroRoast1.mpg

1 3/4" Emissions Style(EGR/AIR)-$799.99
1 3/4" Race Style-$729.99

1 7/8" Race Style-$829.99

QTP OffRoad Y Pipe $310.00
QTP QTEC Off Road Y Pipe-$600.00.

A cat style y pipe is in the works.

Any questions feel free to call me.
Enjoy!

<small>[ November 20, 2002, 08:51 PM: Message edited by: Quick Time ]</small>

 

Looks great.. <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />

 

nice video, sounds good, and looks great

 

what cam and cat-back do you have on that car <img border="0" title="" alt="[Confused]" src="images/icons/confused.gif" />

 

Very Cool. <img border="0" title="" alt="[Cool]" src="gr_images/icons/cool.gif" />

 

you should produce a cutout where the exhaust flows straight out and the normal corked flows at an angle. Then the one cutout would be way more efficient due to straight airflow. This would stop some of the power losses and lt no head/cam cars that run dual cutouts off the headers. It would also help with the exhaust reversion that cause really wierd O2 readings. You know how everyone adds piping to make the cutout farther back, it is because when the gases flow through and have to turn they will cause a very wierd swirl effet. We did some studies on how the density of air effects how it flows through cutouts. as well as how the air is affected by the angle of the sudden bend and edge insie the cutout. We are trying to mae our own y-pipe that will incopoate a straight out the back design using a cutout, and a capped exhaust flow that goes off at an angle.

 

Stangkiller
Its a 226/230 cam with QTP headers, QTEC Y pipe going into a SLP Dual/Dual exhaust. When its closed its quiet!

Boo Yeah
The reason for where the cutout is where its at becuase thats the highest pressure area on the y pipe. Secondly, rclearance and room is an issue else where. You dont to bang or scrape. I made one y pipe like you descibed and it would get caught on a trailer. Thats why you see everything the way it is.

 

there should be no clearence prblems with the idea i last described. It would not come down any lower rather bend off. the exhaust would exit out like you just had a y-pipe and no exhaust system. Then right before the exit there will be a little pipe leading off the flow line and into the exhaust. This pipe will quickley build pressure causing a cooling wall of gases allowing for a straight flowing exit out the back of the y-pipe. It would no be anywhere near the headers but at the end of th y-pipe

 

Thats bad *** <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />
I was wondering what your rwhp gains are on a car with intake and 220/220 cam? Nice vid, i think ill be buying a pair in the next few weeks. <img border="0" title="" alt="[Cool]" src="gr_images/icons/cool.gif" />

<small>[ November 21, 2002, 06:01 PM: Message edited by: 02smknSS ]</small>

 

Barry, that's a nice set up but in my situation I have the BMR Extreme Duty which has the crossmember welded to both subframes, what kind of clearence problems would I run into with the y-pipe...Nothing has changed from when they were called Grott's headers to QTP's but the name right? My headers are still brand new and I have not decided on which exaust to go with but I do know that the true dual h-pipe bullet the dumps are a bit too loud for daily driving around so I was wanting to go with something else mabey an X or Y pipe but not sure what will work at this point with that TQ arm. Got any options, I have a th350 and a 12 bolt to boot.... <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

 

BadZ
Call me and we can talk about options on your set up.

 

I feel like a kid waitin' on Christmas! Can't wait for my QTP's to get here! <img border="0" title="" alt="[Cool]" src="gr_images/icons/cool.gif" />

I may do a little dyno testing before and after the QTPs with this setup...

Underdrive pulley
FTRA kit
MTI lid
Descreened MAF
C/F driveshaft
!Cats

Then add 1 3/4" QTPs, 3" Y-pip, 4" collector, 3.5" reducer, 3.5" I-pipe, 3.5" QTP electric cuttout (closed and then open.)

Any guesses what kind of RWHP increase we'de see?

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Quick Time:
<strong>Stangkiller

Boo Yeah
The reason for where the cutout is where its at becuase thats the highest pressure area on the y pipe. </strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">How did you determine that was the higest pressure area?

 

That sounds MONSTROUS..!!!

 

Those look great...nice job! <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />

 

Looking good Barry!!!! <img border="0" alt="[cheers]" title="" src="graemlins/gr_cheers.gif" /> Hey I need to get you the new and improved video of my ride. <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> It is a little louder. <img border="0" alt="[devil]" title="" src="graemlins/gr_devil.gif" />

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Speedfreaks101:
<strong> </font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Quick Time:
<strong>Stangkiller

Boo Yeah
The reason for where the cutout is where its at becuase thats the highest pressure area on the y pipe. </strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">How did you determine that was the higest pressure area?</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Simple fluid dynamics, or you can even use Newtons laws. An object in motion will try to remain in motion and not change direction, so the exhaust gasses would rather go straight out the cutout than turn through the Y-pipe. Much simplified of course, but you get the idea <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

<small>[ November 28, 2002, 08:12 PM: Message edited by: Fenris Ulf ]</small>

 

Oh yeah, if the primaries on these "QTP" headers are in the same arrangement as their Grot predecessors, the passenger side header is out of phase and thus not optimal for scavenging.

 

You got anymore info on this (like where you cam about this info?) Gotta be some reason that the Grotts were somehow always a step ahead of all the others. What would be an example of an LS1 header that has no out of phase primaries?

Thanks! <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

Interestingly, I was reading the other day that because of the fireing order of the SBC (and the LS1 as well so I've heard) that a true tuned header system is only possible by using a set of headers that have primaries from each side sharing collectors. That is that one or more primaries from each bank dump into the collectors on the opposite side of the engine. This is obviously NOT possible with the K-member arrangement of the F-body. I also read that because of this situation that true equal length headers make only a very small difference in power and during only a small RPM range. Primary lengths varying by 8" or more show hardly any loss over true equal length headers. It was suggested thatthe most important (and most overlooked) variable was collector diameter and length.

Maybe all of this is hogwash but it's what I read. I'll see if I can dig it up if anyone else would like to read it.

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Colonel:
<strong>You got anymore info on this (like where you cam about this info?) Gotta be some reason that the Grotts were somehow always a step ahead of all the others. What would be an example of an LS1 header that has no out of phase primaries?

Thanks! <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

Interestingly, I was reading the other day that because of the fireing order of the SBC (and the LS1 as well so I've heard) that a true tuned header system is only possible by using a set of headers that have primaries from each side sharing collectors. That is that one or more primaries from each bank dump into the collectors on the opposite side of the engine. This is obviously NOT possible with the K-member arrangement of the F-body. I also read that because of this situation that true equal length headers make only a very small difference in power and during only a small RPM range. Primary lengths varying by 8" or more show hardly any loss over true equal length headers. It was suggested thatthe most important (and most overlooked) variable was collector diameter and length.

Maybe all of this is hogwash but it's what I read. I'll see if I can dig it up if anyone else would like to read it.</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">What you read is true Colonel. Grots have the passenger side header out of phase. How do I know? Because I checked mine out before I put them on <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

An interesting setup would have the intake and exhaust ports flipped around so that the V8 would have two intake plenums where the headers would be, but the header tubes could scavenge from both cylinder heads easily where the stock intake is located. There are some obvious downsides to a setup, but something interesting to think about <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />