240sx hotshot race header Q

i have a few Q's on the hotshot race header for the DOHC 240sx. Can anyone post specs on it such as collector diameter and tubing size?
also, does it eliminate both cats?

Forget the Hotshot...

www.ssheaders.com

pt # 5441 or 5442 depending on year.

Talk to Lauren if you have any questions. He knows his stuff.

Jim

well i have done some research of headers and the ssheader didnt impress me much over the hotshot. would you mind posting some specs on it and why its better?

[This message has been edited by Machines240 (edited November 23, 2004).]

Jim, I'd like to learn more about S&S as well...

I have been using the hotshot for several years now. Nissan motorsprts did a lot of research on headers before they chose the Hotshot for the catalog. Short of building a custom stepped header this is the one I would buy.

anymore insight guys?

Breaks down like this (IMHO):

S&S makes a better off-the-shelf header for the 12-valve (ITA)
Hotshot makes the preferred header for the 16-valve (ITS)

But if you want as much power as you can get from a header, you're gonna hack off everything past about 7-9 inches from the manifold, and make it a stepped long-tube header...

Well that sounds like a good start,i just know nothing of header design.
But i still wonder what hotshot race specs are though, anyone atleast know the collector diameter of the race version?

Quote:

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Originally posted by Machines240:
Well that sounds like a good start,i just know nothing of header design.
But i still wonder what hotshot race specs are though, anyone atleast know the collector diameter of the race version?

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To the best of my knowledge, there isn't a "race version" of the Hotshot...

Mine has 1 5/8" primary tubes... can't recall what size the tube is that these merge into, but 2" sticks in my head for some reason... then, they come together into a 2 1/2" collector.

On mine, I hacked off everything past the last merge and went in and cleaned up the merge area into the collector. I flanged it with a "clam-shell" style aircraft clamp, and then used a piece of the original collector to build a transition from the header to the exhaust... I'll try to get some pics on my server and post them tonight...

Don't have dyno numbers, but the engine suddenly revved nicely past 6500, where before it really tapered off at around 6000... My overall performance increased, and the car had more sack down the straights and off the corners, so it did make a nice difference over the stock manifold...


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Darin E. Jordan
SCCA #273080, OR/NW Regions
Renton, WA
ITS '97 240SX
http://home.comcast.net/~djjordan/Web/DJ_AV1.jpg

...Oh... one more thing...

All of the above goes into a 2 1/4" exhaust and exits out of a 12" Dynomax Bullet muffler mounted in the stock location with 2 1/2" in/out (all transitions from 2 1/4" to 2 1/2" are done with tapered sections)...

Again, I haven't dyno'd it, but the 2 1/4" tubing was selected to keep exhaust velocites high in the first part of the system. I'm going to build a 2 1/2" system to compare this to, but I'm not convinced there is anything to gain there, and even if there is, it would be up top where it's not as useful as the torque down low with the smaller system...

Remember, these are TRUCK motors... revving them may not be the most effecient way to make power and get around the track...

Unfortunately... it still sounds like a tractor! Going to try a different muffler on the next system ("Auger" or something non-glasspack variety...)

Good luck!

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Darin E. Jordan
SCCA #273080, OR/NW Regions
Renton, WA
ITS '97 240SX
http://home.comcast.net/~djjordan/Web/DJ_AV1.jpg

Thank you Darin, that is just what i wanted to hear. Does it eliminate both cats or just the 1st? Id love to see pics if you could get them up.
Also, have you ever considered a 3" or 80mm exhaust? i have seen a dyno of one on a stock KA, and the results were very impressive..

[This message has been edited by Machines240 (edited December 01, 2004).]

What I would like to see is the comparison of the 2.25,2.5 and 3.0 I have seen the gains on a 3.0 over stock. I spent a lot of time talking to Sly at Nissan MS when I bought these cars originally. He did say these were all dynoed with 2.25 thru 3.0 and the midrange loss was significant enough to stay with the 2.25. Now the 12 valve has shown good numbers with the 3.0.

Banzai240- i was just reveiwing this thread and realized that you said you mae good power to 6500 after the header and before the header, made good power to 6000. my question is how the hell did you manage to make usable power that high despite the s14's mild cams and o-so-long runners? my stock S14 drops off so badly around 5200-5400. is it all exhaust tuning?

also, i tried emailin you before about ou 12:1 KA. id like to hear about that. if you could email me, thatd be great.thanks
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