FE Power Forums
FE Power Forums => FE Technical Forum => Topic started by: c9zx on April 05, 2025, 12:32:50 PM
-
I'm looking for long tube headers for my 66 Cyclone 390 with TFS heads. I have power steering and 4 speed manual transmission. Some sites say automatic only, others say no power steering. Is there anything out there that fits this combination? Any help will be appreciated. Thanks, Chuck
-
The FPA Tri-y's will work also JBA Tri-y's should also work. I saw a set of FPA's listed on facebook yesterday listed as JBA's. I used to run Headman Headers 1 3/4 headers on my 66 cyclone 4 speed car but it was manual steering, not sure if they would work with power steering though.
-
Thanks for the reply. I was looking for conventional 4 into 1 headers. Several choices for 67-70 Mustang/Cougar but, I don't think they will go on the 66-67 Fairlane /Comet. Someone correct me if I am wrong. Thanks for any help. Chuck
-
I used hedmans on my 66 it is an automatic .They are a two piece design fit as well as any .Doug
-
Most long headers will require some attention to the power steering cylinder. The headers and cylinder intersect. Typically a drop bracket is required to move the cylinder down to clear the headers. Heat from the headers will typically melt the boot and deteriorate the seals on the cylinder. It takes some tweaking of things to get proper clearance but it's doable. I have tried the hear reflective sleeving over a boot and made a drop bracket 5/8" longer than those in the aftermarket. I still had issues and went manual steering. Good luck!
-
It would be a long shot but the old Cyclone brand header were 4-1 and would work with power steering. They are hard to find but I have seen them on ebay before but have been out of production for decades. All of the specific Fairlane/Comet 4-1 headers drop down under the lower control arm on the drivers side and that is why power steering can't be used because it interferes with the steering ram. You could possibly modify some Hooker super comps or go full custom. Other than that you'd have to compromise by going tri'y or manual steering
-
Here’s some pictures of the Hooker Super Comp #6113 headers for Fairlane/Torino/Comet. I purposely bought these years ago for my ‘66 Comet because they would fit the factory clutch linkage. I later ran these in my ‘68 Torino. I never tried with the factory power steering, like Doug said most FE headers often require at least the lowering bracket for the hydraulic ram, but personally I always have removed the PS. I post the pictures so you have some stuff you can compare. The oil filter comes very close to the two forward drivers side tubes on these, you might need to use a remote oil filter mount.
Some headers will fit both the Fairlane/Comet chassis and the Mustang/Cougar chassis, some don’t, you just have to check the applications or recommendations closely.
A few years ago I made a post here with various FE header pictures, my hope was that people would continue to add pictures of their headers to help people choose, but unfortunately the post didn’t get much traction, I’ll see later if I can find it.
(https://i.postimg.cc/JhZ79rKM/Hooker-6113-FE-Torino-Headers-004-rs.jpg) (https://postimages.org/)
(https://i.postimg.cc/gJbjJXrx/Hooker-6113-FE-Torino-Headers-001-rs.jpg) (https://postimages.org/)
(https://i.postimg.cc/tCvg6mYQ/Hooker-6113-FE-Torino-Headers-003-rs.jpg) (https://postimages.org/)
(https://i.postimg.cc/DZcvwxtN/Hooker-6113-FE-Torino-Headers-005-rs.jpg) (https://postimages.org/)
-
Back in the 1970s, I had the Cyclone headers on my 66 Fairlane GTA 390, and they fit fine, but since this was going to be more of a drag car than a street cruiser, I had already converted the car to manual steering, so I can`t offer any input into how they would work with power steering, nor with clutch linkage, as my car had a C6.
As for power steering in general, on shock tower cars, I have installed on several of my 70 Mustangs, both with 351 C 4 V, and 428 Cobra Jets, with automatic and 4 speed transmissions, and in each instance, a power steering "drop bracket" was required to clear the PS cylinder. The typical drop bracket, supplied by the header manufacturers present at least 2 common problems, first, the rather flimsy steel construction tends to allow the drop bracket to flex, which reduces the already marginal road feel of that style of power steering, compared to the shorter, and much more rigid cast iron factory cylinder bracket. The can also tear the factory "Riv Nuts" out of the frame rails , that the bracket is mounted to , in the bottom of the frame rails. This can cause the shaft of the cylinder to get bent, as well as making the steering very stiff and sloppy, as the steering cylinder is no longer actually solidly connected to the frame. I have also had the drop bracket, which is made from 2 pieces of steel welded together, break at the weld. In each case, I ended up welding the bracket solidly to the frame rail, and gusseting the 2 sections, to reduce the flexing. It would be nice if somebody offered a much more robust, and stiffer drop bracket . although the Riv Nut mounting situation would still need to be addressed.
Concerning the Hooker 6113 headers for Fairlane/Comets, the 2 front tubes on the drivers side, hang down very low, as they run below the lower control arms, so ground clearance is a very real concern, even at stock ride height. Especially on a street car that encounters speed bumps, dips in the road, or steep on/off ramps. Frankly, for anything other than a race car, I I am a big fan of the FPA headers, although I don`t know how they work with power steering, or the factory clutch linkage on a Comet/Fairlane.
-
I have FPA headers and there was interference with the power ram. There was also interference with the z-bar. On the z-bar I shortened the one arm and moved the pin back 3/8" which was adequate clearance. Here is a CAD drawing I made showing the difference and pictures of the FPA's (not new) on my 427 going in my '66 Fairlane.
http://www.fairlanet.com/images/zbar.jpg (http://www.fairlanet.com/images/zbar.jpg)
(http://www.fairlanet.com/images/fpa1.jpg)
(http://www.fairlanet.com/images/fpa2.jpg)
(http://www.fairlanet.com/images/fpa3.jpg)
(http://www.fairlanet.com/images/fpa4.jpg)
http://www.fairlanet.com/images/fpa1.jpg (http://www.fairlanet.com/images/fpa1.jpg)
http://www.fairlanet.com/images/fpa2.jpg (http://www.fairlanet.com/images/fpa2.jpg)
http://www.fairlanet.com/images/fpa3.jpg (http://www.fairlanet.com/images/fpa3.jpg)
http://www.fairlanet.com/images/fpa4.jpg (http://www.fairlanet.com/images/fpa4.jpg)
-
Kevin , are the headers actually touching the filter ? Looks really tight, my 63 Fairlane with Crites has about 1/8th clearance all the way down and yours looks tighter
-
Kevin , are the headers actually touching the filter ? Looks really tight, my 63 Fairlane with Crites has about 1/8th clearance all the way down and yours looks tighter
That’s a Precision Oil Pumps billet filter adapter in that picture, and the Precision Oil Pumps one points straight down, I was able to spin the filter on, but yes it was very close, much less then 1/8”. You could use the smaller diameter oil filter that’s available and gain some more air gap.
The factory oil filter adapter actually tips the filter back a degree or two, the typical FL-1A filter wouldn’t have worked with that. The shorter filter that’s available, or the smaller diameter one might work, but I didn’t try that. When I ran those headers I used a remote filter mount.
I believe John Vermeersch & Barry have mentioned the tip that angle milling the oil filter adapters is another option to gain some filter clearance.
And of course every set of headers can vary a bit, just to add another variable ;)
-
...
The factory oil filter adapter actually tips the filter back a degree or two, the typical FL-1A filter wouldn’t have worked with that. ...
My factory filter adapter with an FL-1 filter worked fine on my '67 Fairlane. It is about 1/4" clearance. I later added an Earl's oil cooler adapter and it didn't change that relationship.
As a closing note; I replaced the Super Comps with Cobra Jet manifolds, and those work with everything.
-
I have a 66 comet with FPA heads, 4 speed with borgeson power steering, was manual. The FPA headers fit with no modifications
-
My thanks to everyone who has replied. Every bit of information helps. Hooker's site shows 6113 not available, of course! I looked at the FPAs. The tri-ys have never been a favorite of mine. However if that is my only option, then it is my only option. The primaries seem short, there is virtually no merge, and the collector length is very short, I have Jay's book and he wrote they work reasonably well on a 425 HP engine. I have no idea how they would work on a 550 HP engine.Does anyone have an idea of how they would work on a higher HP engine? Should I start looking for a used set of 6113 headers? Between not being able to find a good block and this header issue, my beer budget is increasing. Thanks again everyone. Chuck
-
I have FPA's on my Mustang, engine was done by Ross, 528HP. They probably cost some power compared to the dyno headers, but I imagine having the full exhaust system took away more and wouldn't matter what header was on there.....3 inch x pipe with dynomax super turbos (the ones with the 16 inch case, the 14 inch case version only has 2-1/2 inch tubes inside). The car moves out just fine, Mashing the throttle will still overpower the tires in the first few gears......
-
I think Jay Browns full weight 69 Mach 1 ran mid 10s in the 1/4 mile with FPA headers, so I don`t think that they are as bad as some people may think, compared to large diameter, 4 tube headers.
-
That is correct, and in fact in the dyno tests of headers shown in my book, the FPA and JBA tri-Ys did very well.
-
Again, thanks for all the replies. Jay, I will read the exhaust section again. Some on the Fairlane site are saying the Doug's, PN D625 fit as well as can be expected and are available. They look like Hooker 6113. I also found some "imported" knock offs of Hooker 6113 on eBay. Thanks, Chuck
-
In my area, Central PA. There is a new set of Hooker 6113 for sale. Facebook Marketplace.
-
I can only imagine what shipping would be fro PA. to OK. But,did they have a price on the 6113s? Does anyone know anything about Doug's Headers PN D625S (the S is for stick shift)? They look real similar to Hooker 6113. Any thoughts. If I'm going to get them it needs to be soon as they are made in Mexico and the tariffs are coming soon. Thanks, Chuck
-
I snipped the page from Marketplace.
(http://www.fairlanet.com/images/6113.jpg)
http://www.fairlanet.com/images/6113.jpg (http://www.fairlanet.com/images/6113.jpg)
-
Thanks Doug, I appreciate it. I ended up buying Doug's D625S. I talked with their Tech guy, he actually knew FEs. We will see what happens this falll/winter when I go to put them on. I imagine loose engine adapters, loose motor mounts, loose trans mount, and engine hoist will all be involved. I forgot a piece of brass stock, a ball peen hammer, and a die grinder. Chuck
-
When the Doug’s headers arrive take a couple pictures and post them up, it will probably help someone in the future with questions. And by all means let us know how the install goes. Thanks.
-
Kevin, If the on-line pictures mean anything the Doug's D625S look very similar to the Hooker 6113. Chuck