Lance, they are at the ceramic coaters along with a bunch of Aston parts, but unfortunately they are shutting down Tomorrow until the new year so I won't be able to get them to you until then.

 

No problem. Ice storm coming tonight so don't know next time I can get the car out to take it to the installer. BTW...I have new exhaust manifold gaskets ready to go. Will I need new gaskets/seals for the other 2 (x2) connections?

 

The joint to the center section is OEM sleeve/clamp. The joint from the header to our cat section we have set up with a 3" triangular flange will supply to you with a set of Aston Martin cat flanges.

 

Received the headers on Monday and the 200 cell cat/downpipes today. Scheduled for installation and dyno run for next Wednesday.

 

Awesome!!! I can't wait to hear your sound clip and see your dyno numbers. You are about to get a massive volume increase.

 

Those are a work of art. How difficult is the install?

 

The installation is not trivial. The steering rack will need to be disconnected and the alternator unbolted and pushed out of the way. The engine may also need to be braced so the mounts can be removed to gain sufficient access to torque in the headers properly.

 

Why didn't Jaguar makes this type of header from the get go . why would they make a less effective manifold. I'm sorry for the question, as I'm not mechanically inclined so it might come off as a silly question .
Thanks

 

Two words: cost savings. A cast iron manifold casting will cost just a couple bucks each after the mold is created (also cheap). Headers are labor intensive and the ceramic coating and stainless steel construction add substantially to the materials cost. Auto manufacturers try to shave pennies. Adding a couple hundred bucks to manufacturing costs makes no sense to them if they can bump the same power increase with a (to them) cost-free tune instead of an expensive header.

 

This, and additionally - this is NOT an easy header design. Putting a Tri-Y on the new ZL-1 from the factory is not that hard to do. When you compare the FType engine bay, the available space, etc. to something like a mustang or Corvette it is night & day.

So if you look at the header design, all those little curves and facets were required in order to build something that is virtually equal length, which physically fits in the space, and which has accessibility to each of the head bolts.

That level of complexity in design is just not compatible with an OEM model of production.

Then add in this - the SCV6 and SCV8 are fitted not just to the FType but to pretty much everything across the JLR range. By using a short cast manifold, this manifold can be fitted to the engine in every single one of those vehicles, and then the downpipe becomes the vehicle specific part (which it would anyway.) So they are also able to make a one size fits all.

 

I asked a friend who owns a bicycle shop why a component was in use on a bicycle where it was not the ideal design, but shared from another where it made more sense. His answer: "Fewer SKUs."

 

My knowledge is criminal statute for NJ & NY, unfortunately not so much with auto mechanical know how.
Okay, Stuart can you give a price point for the V8 headers. Any idea of approx price for us who might be interested. Thank you.

 

Very nice headers, good job Stuart!


Mike

 

Thanks Mike. Just have to see if they get the Unhingd seal of approval.

 

That could be the hardest part, lol.


Mike

 

I resemble that remark!

 

oh please make these fit the XF as well

 

 

Any updates on the headers?

 

They are installed. We will have results after my Keyless Vehicle Module issue is resolved.