Testing the Nameless Performance Second Generation Header

by Mike Kojima

Until now our FR-S had been running on Nameless Performance's very first prototype header, in fact, this was the very first attempt at a header that they had made. This header worked pretty decently and we have been rocking it for the last 10000 or so miles.  However, since that time Nameless has been busy at work continually testing and improving their header design and recently released their final production version.  The new header is radically different than the prototype we had been running and best of all it is now available for sale.

Want more Project FR-S?  MotoIQ Project Scion FR-S

The Nameless FR-S/BRZ header is made of TIG welded and back purged 304 stainless steel.  To reduce heat soak in the engine compartment the header comes with a black ceramic thermal barrier coating.  Since the header is a tight fit around some heat sensitive components this is actually pretty important.
Unlike the prototype unit, the production Nameless header is a true equal length long runner tri-Y design.  The tuned length is optimized and not compromised for packaging like our prototype was. All of the junctures are smoothly merged for best flow and proper wave propagation.  The production header uses larger primary and secondary tube diameters than the prototype did. We think this will work better with the increased flow demands of our supercharged setup.
The Nameless FA20 header oozes with made in the USA quality.  The header features thick stainless flanges and tubing with beautiful welds.  It's a shame that the thermal barrier coating hides all of this.
Both primary O2 sensors are in the collector to facilitate the packaging of equal length runners without having to mess with the OEM harness.  Our prototype header was like this as well and we ran it that way for nearly two years with no problems.
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Thursday, June 05, 2014 5:00 AM
214whp on the Conservajet? I forgot this thing was supercharged.

Looking at the primaries I thought "hmm a turbo could go where everything loops back".... not so much I guess.

Looking forward to seeing this do battle with the Z.
Thursday, June 05, 2014 6:47 AM
That is a crazy tube you've got there. Can't wait to see what some ECU tuning does to improve this. This is one of the most impressive FR-S builds I've seen. Looking forward to more.
Thursday, June 05, 2014 7:02 AM
Are you still on the stock ECU? I went briefly lipping back through the articles and didn't see a mention of an aftermarket ECU, but I could swear that was on the to do list. What would this make on an AEM ECU that didn't try to return the car to stock power levels?
Thursday, June 05, 2014 7:47 AM
I'm continually impressed what this car is capable of with off the shelf bolt on parts and tuning. Want!
Thursday, June 05, 2014 8:36 AM
Just a note, this header is most certainly designed with a naturally aspirated engine in mind. The long tube design allows us to take advantage of the camshaft timing available in the FA20 platform and generate ~40ft lb of torque at the wheels with nothing but a header and a tune. With the supercharger, there is certainly some advantage, but the cam timing on these supercharged tunes usually is well out of the optimized range to take advantage of the midrange torque gains that the header can provide on a naturally aspirated vehicle.

Might be fun to fiddle with cam timing and see what kinds of advantages you can get. May be able to get the midrange cam timing to get the N/A style benefits we see with the header and then go back to standard boosted cam timing once the supercharger starts making boost. Some custom maps and testing could result in some fairly novel improvements, I would think.
Adrian Avgerinos
Adrian Avgerinoslink
Thursday, June 05, 2014 9:36 AM
Nice looking product. Very nice packaging. Mike, the only concern I have is with the fact that I don't see any sort of flex joint anywhere in that header assembly. Besides the obvious challenge of making installation slightly more difficult, are there any concerns about fatigue failure (expecially with all that additional piping hanging off the front of the engine)?
Thursday, June 05, 2014 9:57 AM
@Adrian Avgerinos, the assembly is 100% T304 stainless and the system is backpurged at every step of the weld process. It's lighter than stock by ~6.5lbs, and the tubing length provides good support for the assembly. A majority of the stress related joints are lap joints also. Flanges are CNC Machined and water cooled during the weld process for a perfect flat fit and reduction of stress build-up in the part during final weld. And we have had no issues with this system during hundreds of hours of testing at our facility and at Cosworth UK, as we are also producing a similar header for their FA-20 Power Packages. We have the utmost confidence in their ability to withstand the highest level of abuse.

Someone mentioned a turbo - the original edition of this long tube header was indeed a convertible Borg Warner EFR Twin Scroll manifold / N/A header assembly that is still in use on our GT-86 rally car in turbo form. :-)
Friday, June 06, 2014 4:25 AM
Looking at dynos of NA Febreezes, it appears that headers completely eliminate that bizarre torque dip. With a decent exhaust it also has some real throat, like an old DOHC VTEC Honda. Interesting stuff.
Adrian Avgerinos
Adrian Avgerinoslink
Monday, June 09, 2014 9:54 AM
Thanks for taking the time to respond, Jason. Much appreciated. Offhand, I don't know what the OEM manifolds look like so I have no basis of comparison. My main concern was the large moment acting on those flanges due to the configuration. Reducing the weight compared to the OE design is always good, but I wouldn't be surprised to find that the moment acting on those flanges is higher.

That said, if testing shows that the manifold will have a near infinite fatigue life, then my comments are pointless since proper testing trumps analysis.

Adrian Avgerinos
Adrian Avgerinoslink
Monday, June 09, 2014 9:58 AM
Clarification: My main concern was the *relatively* large moment acting on those flanges due to the configuration.
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