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One of the best features of working with Burns is that when you buy a collector, you get free consulting for the tuned design from Burns using their X-Design computer program. X-Design takes into consideration, the bore, stroke, rod length, head flow, cam profile and compression ratio to model the correct primary length and diameters for optimal performance.
X-Design has always gotten us several hp over our best attempt to model a header every time we have tried to go head to head. Because of this, we have given up trying to outpower Burns suggestions and just follow their guidelines! Using X-design has always saved us dyno and cut and try time making buying a Burns collector money well spent.
Chris built the header from 0.063″ thick Burns 304 stainless. He reports that the certified 304 welds are better than lesser grades of 304. Here, Chris preps sections of tubing for welding by cleaning off any oxidation with red Scotchbrite.
6 comments
Great series. I guess you weren’t making enough power to warrant a closed deck?
Yes, its a naturally aspirated engine so no need for a closed deck.
Nice! Over 300hp out of a sewing maching size engine. Only thing missing is some video of the car on track.
15inHg of vacuum? That’s more than 7psi, was it not 15inH2O or 15kpa?
I would take those HP #s more serious if they weren’t for churche Dyno.. it’s been knows for years their Dyno read high. Very high… 50hp plus.
Multiple car have Dyno there and at other Dyno to prove church read high..
Not anymore they have been using a different calibration for a few years now and their numbers are in between our dyno and a typical dynojet.