Simplex, that's good info, thanks!
Since you seem involved in the manufacturing process/chain i would take it that you might have some contacts regarding the overall design of the Headers?
I would with all respect for the Fenton brand suggest that:
1. rear header flange should point 90 degrees downward (instead of currently 76 degrees or something) (front header points 90 degrees) (this was the most annoying thing when fabricating a dual exhaust setup, the angles gets messed up)
2. Both front and rear flanges could be made slightly larger to accomodate a bolt and nut setup for fastener (threaded holes on soft cast material will take a beating)
(By flanges i mean the end of the header that connects to the exhaust pipe)
=)
It doesn't matter which angle the exhaust dumps are angled, some ya-hoo will always stumble along and complain that they can't get it to fit their particular rare application or they want this or that changed in the casting.
The current headers being made are identical copies of the originals that were made in the 50's so, if you wish the castings were different, I suggest you fire up your flux capacitor equipped DeLorean and go back in time to hunt down Mr. Fenton himself for your input.
{ While you are there stop by the GM plant & tell them to install stainless steel floorboards in all GM trucks so we won't have to deal with rusty cab floors 60 years later}.
Angle grinding the output dumps and installing asbestos donut seals with hardended steel studs, steel flanges and brass nuts is the only recommended way to install the headers.
Flat gaskets are a waste of time & will warp and leak in short order.
Some of the early Fenton headers were cast with dumps flanges at a 90 deg. angle but, they actually conflicted with the steering column and 3 speed column shifter rods on some car applications.
The current configuration of the Fenton headers has proven to be the most compatible with the largest variety of vehicles without clearance problems.
Fenton did experiment with casting integral heat plates into their headers at one time.
It proved to be problematic as the bolt pattern between the early and late 216 & the 235's intake manifolds was different and compatibility problems soon arrived and the heat plate was quickly eliminated from the casting.
http://img.claspics.com/w8cp5hb/hflwc435/1366166667-436.jpg_m.jpg?1366167941
