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Headers(US)extractors (Oz) or in RSA English branches :D
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Author:  68barracuda [ Fri Nov 21, 2008 9:59 pm ]
Post subject:  Headers(US)extractors (Oz) or in RSA English branches :D
Had a quote on a system based on the comments made to one of our members -clean forgot who - by Pete Hagenbusch ~ $800

for those who forgot the story

and I quote:

When my wife and I were back at Chrysler Head Quarters for some meetings a few years ago I was introduced to Pete Hagenbusch - a SL6 engine development engineer. We spent one afternoon with him as he took us through the museum tour and he told us stories on how he and his team used to hot rod the SL6. I was all ears and took lots of notes. We also bought about $300 in books.
He was very nice to share specifics. On the item of headers he suggested to go with a 3 into 1 combination with tubes at 34 to 36" in length with 2.5" diameter 12" collectors. He said the engine really responded well with them along with a .10 of the block for a little more compression. He said the engine has allot of torque that we never realize with short manifolds or headers. He told many, many stories of the crazy things his team put the SL6 through. They tried all different length setups. The headers in a cast version that they made never went into production because the engine made as much power with them and the 4 barrel setup as a 318 at the time and the big boys didn't want to spend the extra money. He thought the Offy or Weiand manifolds were a good idea and that the Super Six was a must do as a minimum.

The tour of the engine shop was just awesome. Each engine on it's own test stand ready to go.......was quite a site.

So if we could get them, that would be the best combination for torque and power. I did ask the question about duals verses single exhaust. He said 2.25" single was a good compromise. The 2.25" duals were far better with 2" tail pipes. He likes the "X" pipe for the added HP. Pete said it really helps to realize the engines torque potential.

I it got form these guys http://viperperformance.co.za/index.php ... t&Itemid=3
Author:  Aggressive Ted [ Fri Nov 21, 2008 10:31 pm ]
Post subject: 
That was me during our trip to Chrysler. It was quite a surprise to meet Pete.
One of my friends that we were visiting ran the Metrology Department new I liked the SL6 and hooked my wife and I up with Pete for an in-depth tour for about 6 hours.

I can't stress enough how Pete kept suggesting that we exploit the bottom end torque of the SL6 instead of trying to make more rpm.

Example: One of my buddies built a nice SL6 like Brenan's and ran 14.01 - 14.06 fairly consistently this year with a 2200 rpm converter. He was talked into getting a 3000 stall converter and lost a full 2 seconds. His 60' times took a dump. So he is back to the 2200 rpm converter and taking advantage of the torque. The 3000 stall converter was a $500 dollar lesson.
Author:  68barracuda [ Sat Nov 22, 2008 12:18 am ]
Post subject: 
I did some experimentation with engine simulators - Dyno Sim in my case and drag sims etc.

and I came to the same conclusion - my combo might sound strange but here goes

hagenbusch exhaust SAPS dual weber long ram inlet was tuned for torque

isky 264 cam plus valvetrain components plus 1.7 1.44 engin buildervalves and matched porting work to the head

this combo does not give the high end at sky high rpm some guys would want ~ 241BHp at 5000 but this is hooked into an AVERAGE of over 300lbft between 1500 and 3500 rpm and a peak 0f 316 at 2500

This combo on the dragsim runs circles around the high revving options

I did "build" a base slant six and it gives 128hp@4000 and 205lbft@2500

Long story short YES go for torque

BTW drag sim tels me with my car weight, trans, ratio, tires and so on a 93.6 @ 14.391 is possible with this combo on the quater

This is all experimental but it helped me to decide how to build and what parts to order


:D
Author:  Charrlie_S [ Sat Nov 22, 2008 5:33 am ]
Post subject: 
Quote:

Example: One of my buddies built a nice SL6 like Brenan's and ran 14.01 - 14.06 fairly consistently this year with a 2200 rpm converter. He was talked into getting a 3000 stall converter and lost a full 2 seconds. His 60' times took a dump. So he is back to the 2200 rpm converter and taking advantage of the torque. The 3000 stall converter was a $500 dollar lesson.
Ted, off topic for this thread, but your buddy should return that converter.
Something is wrong with it. No converter is going to make a 2 sec difference (better or worse), and 800 rpm is not a real major change.
Author:  SlantSixDan [ Sat Nov 22, 2008 6:46 am ]
Post subject: 
P. Hagenbuch and his team certainly did a lot of interesting things, and it's definitely always interesting talking to him. Sometimes more so than others, depending on what he recalls.
Author:  Rug_Trucker [ Sun Nov 23, 2008 7:17 am ]
Post subject: 
Well this is sure interesting!
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