Here is a picture of my custom header project for my supercharged SEC and a few links to some other pics. Let me know what y'all think.

http://boards.rennlist.com/upload/Headerpass5.JPG
http://boards.rennlist.com/upload/Headerpass2.JPG
http://boards.rennlist.com/upload/Headersdriverside.JPG

Here is what they normally modify:
http://boards.rennlist.com/upload/headershop3.JPG

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Looks pretty nice, I hope you can get to the spark plugs.

Are you making a couple sets?

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Current Stable:
1994 S500 v140, 210k miles, white with grey.

Former Mercedes in the Stable:
1983 300CD Turbo diesel 515k mi sold (rumor has it, that it has 750k miles on it now)
1984 300CD Turbo Diesel 150 k mi sold
1982 300D Turbo Diesel 225 sold
1987 300D Turbo Diesel 255k mi sold
1988 300 CE AMG Hammer 15k mi sold
1986 "300E" Amg Hammer 88k mi sold (it was really a 200, not even an E (124.020)
1992 500E 156k mi sold
etc.

The guy that is doing them will make 100 sets if needed; however, for now there will be 6 sets made for different people. The spark plugs will be accessable when they are finished. A coating of JetHot Sterling and they will be good to go!

They look great.

Two questions:

A. How much?

B. Will they fit my 119?

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David Hendy
'97 Renntech E60RS
'97 GMC 2500 Sub' Diesel
'95 E300D
'88 300TE
'88 250TD
'84 L/Rover 109

David,

The would not fit your 500E but if you could get your car down to Florida he could make some sets for the 500 crowd. The price will be between $750 and $1,000 for a set plus the cost of the ceramic coating. Horsepower for my will be huge for my application so the price will be way worth the money. No to mention, all the other SEC/SEL cars could benifit from the application too. The stock US exhaust is so restrictive I feel it harms the longevity of the engine. The build-up of heat and pressure cause headgasket oil leaks around the #8 cylinder as well as burnt valves and decreased life of the valve stem seals due to the build-up of heat.

These headers will contain the heat in the exhaust much better than the stock manifolds due to the ceramic coating. The headers will also remove the excessive heat and pressure away from the heads so the engines will run cooler and produce more horsepower.

After installation on a 500E/E500, what is the expeted additional HP from this header..............?

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Vince

'94 E500 2 piece SL rims, chip, K&N Filter, HR Springs. Mesa Valve "Y" Pipe, ASR Defeat, BW NOS, S600 Grille, SL600 300mm rear brakes

10% to 15%+ gain is good for a really well designed header system given it is replacing a very restrictive manifold.

Super SEC, thanks for info. I'll be checking in on this thread periodically to find out on new developments on this header prject..........!!

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Vince

'94 E500 2 piece SL rims, chip, K&N Filter, HR Springs. Mesa Valve "Y" Pipe, ASR Defeat, BW NOS, S600 Grille, SL600 300mm rear brakes

Here's another pic:

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Does he do turbo headers?

Have they been dyno'd ? How are the length's and bends determined ? How are they being "collected" ?

Burns Stainless is one of the only outfits I know that builds dyno-proven headers in a one-off situation, based-upon a mathematical formula, tempered with years of experience.

http://www.burnsstainless.com/
http://www.burnsstainless.com/Xdesign/xdesign.html

:-) neil
1988 360TE AMG
1993 500E

They will be dynoed after they are JetHot coated and mounted to my car. This guy has been building headers for over 40 years and builds drag cars from the ground-up professionally. He recently got through building a 300 mph top fuel dragster. I'd say he definitely knows his stuff. He doesn't usually mess with small projects but I've been bugging him for over a year to make some.

Building headers is often form over function. The clearances are very tight in the drivers side of a SEC with just about no room for anything. They spent one week doing just the drivers side. The power gains should be huge over the stock US manifolds. The car will have the standard header flanges so any muffler shop will be able to join the headers with the rest of the exhaust. The passenger side will be one piece but the drivers side will be four separate pieces due to the tight clearances and need to make installation very simple. The headers have several points that join the exhaust down line for improved flow and greater horsepower. Basically its a 4 to 2 to 1 true try-y design that gives the engine more power across the most useable rpm range.

He has done turbo manifolds and also does precision maching for hospital operating equipment.

Super SEC, just doing the cals, assuming a conservative 10 % gain in HP, (which for the 500E/E500, that translates to a 32HP gain, total output would now be in the 350 HP range) the $750 to $1,000 cost would appear to be money well spent. I wonder if the cost could come down if we do a group purchase. Interesting to see what kind of dynos numbers you get after the install....?

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Vince

'94 E500 2 piece SL rims, chip, K&N Filter, HR Springs. Mesa Valve "Y" Pipe, ASR Defeat, BW NOS, S600 Grille, SL600 300mm rear brakes

My SEC has around 400 hp through a very restrictive US exhaust and cats. I think 10% would be rather conservative on my engine and the real number will be closer to 15%+ or around 50 rear wheel hp. Though, I will be happy with 40 RWHP for $1,000.

I am already doing a group purchase for the headers. We have 6 sets being made in the next week. We also got a very good group rate from JetHot coating too. If I had him make the one set alone, the cost would be north of $2,000. The price still may go as high as $1,500 per set. He hasn't given me a firm price to date; however, I needed a good set to make sure my engine will last and as well as to capture all the lost hp from the stock US exhaust.

Super SEC, impressive HP numbers. What are your 0-60 numbers, if you dont mind me asking ?

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Vince

'94 E500 2 piece SL rims, chip, K&N Filter, HR Springs. Mesa Valve "Y" Pipe, ASR Defeat, BW NOS, S600 Grille, SL600 300mm rear brakes