Founded by legendary fabricator Dan Lemons, the company has long been recognized for its uncompromising craftsmanship, custom-built long-tube headers, and real-world performance. From dominating drag strips across North America to powering championship-winning builds, Lemons Headers has earned its place as a trusted name among racers, engine builders, and serious enthusiasts.

“Lemons has built a legacy on quality, and now it’s time to show the world what we can do,” says MacDougall. “SEMA is the perfect opportunity to connect with performance shops, fabricators, and distributors who share our passion for precision and power.”

The Lemons Headers booth will spotlight:

• ProTour and Race Style Long Tube Headers for big-block, small-block, and LS applications
• Custom-fit solutions for aftermarket chassis, Pro Mod, and street/strip builds
• A preview of the company’s first-ever Lemons Street Muffler, a project over two years in the making that aims to bring their race-proven performance into a refined, street-ready package
• A special restomod tribute car built in collaboration with Pat Musi, honoring Lizzy Musi’s iconic Norma Jean Camaro

In a sea of mass-produced products, Lemons Headers remains proudly hands-on. Every set is built to order, one at a time, in the USA, with a level of attention and engineering that off-the-shelf headers simply can’t match.

Visitors to the booth can expect product displays, the “Norma Jean” Camaro, and the chance to meet and talk with the team behind some of the fastest cars in the country. Whether you’re building a pro-level race car or a street monster, Lemons Headers delivers performance with purpose.

SEMA 2025 will be a new beginning—and a bold next step—for a company that’s never stopped pushing the limits of what a header can be.

Visit Lemons Headers’ team at booth 23655, media coverage, and partnership opportunities. Lemons Headers is ready to make noise in Vegas—literally.

The post Lemons Headers Makes Its SEMA Debut: A New Chapter in Custom Performance appeared first on Lemons Headers.

Once you have the basic configuration nailed down, Lemons offers lot of options for their headers. Many of the headers are built race car style (with individual tubes). That means the collectors are slip on with bolt-on tabs for each pipe. You can get some headers street-style with the tubes welded to the collector too.

That’s not the end of the options either. Again using Lemons Headers as the example, you can have EGT fittings installed (both 1/8-inch NPT and Race Pack style), O2 bungs installed, slip-on reducers, V-band connections for reducers, flanged reducers (3-inch, 3.5-inch and 4-inch); stainless steel header bolts, conventional header bolts, annealed copper header gaskets, ceramic coating (silver, black or titanium) and recently, electroless nickel plating.
Custom and semi-custom headers are often the same as regular headers when it comes to installation. Sometimes, it’s just the way you hold your tongue and purse your lips to get the headers installed correctly. But thanks to Lemons Headers there are some pretty good tips (below) that will help with fit, installation and header maintenance. Check it out:

“Header flange gaskets:

With all our headers we recommend using a flat gasket, either a fiber type or an annealed copper gasket. Do not use an embossed copper gasket that has a raised rib around the port. If we sent SCE flat annealed copper gaskets with your order we recommend applying a thin layer of Permatex Ultra Copper high temp silicone on both sides of the gasket port opening.

High temp anti-seize:

We recommend Permatex Copper Anti-seize to be used on header bolts and slip on collector mounting bolts. If your header has our slip on collectors, use a generous amount inside the slip on tubes. This will stop corrosion and help the collector to slip on much easier.

Individual header tubes:

If your header was built as a race style with individual tubes and slip on collectors, you will be installing one tube at a time. As you install each tube just snug the header bolts evenly, do not tighten. With all tubes installed, slip the collector on and tighten the mounting bolts. Then go back and tighten the header bolts.

Always check around header tubes for brake line, wiring and fuel line clearance.

Slip on collectors:

If your race header has been ceramic coated, there may be overspray inside the slip on tubes at the front of the collector. This should be smoothed off either by hand sanding with 80 grit sand paper or by using a 40 grit flapper wheel on a die grinder or high speed drill motor. Sand just enough to take the roughness off.

When installing slip on collectors coated or not, always apply a generous amount of high temp anti-seize to the inside of the slip on tubes. Cover the entire area inside of the slip on tubes. This will keep the connection from corroding and help the collector to slip on much easier. Our slip-on collectors are held on by tabs and bolts. One tab on each collector will be stamped left or right. The tab needs to match up with the stamped tab on the header tube.

Collector flanges:

If we are installing a 3 bolt style flange on the end of your collectors, we can clock the odd bolt up or down, your choice. A 4” collector will have a 4 bolt flange. For exhaust system connections we can use a flange type, a slip on type with mounting tabs on each side or a “V” band clamp type connection. Each has a different cost.

Ceramic coated headers:

When installing polished silver ceramic coated headers, they should first be wiped down with rubbing alcohol. Use a clean white cloth to apply the alcohol, then a clean dry white cloth to remove the residue. If your headers have slip on collectors, re-read the slip on collectors section (above). After the headers have been installed, repeat the alcohol cleaning process to any areas that are accessible. This will remove the fingerprints, grease, excess anti-seize, smudges, etc. Next start your engine and let it idle for about 5 minutes, then shut the engine off and let it completely cool down. Next run the engine again for about 10 minutes and then let it cool down. This process will help to bake the new finish on, making it tougher and will greatly reduce the chance of any dulling of the finish in the future.

Spark plug wiring:

For all of our Big Block and LS headers we recommend a 45 degree wiring boot and for all of our Small Block headers we recommend a 90 degree wiring boot.”

As you can see, there are more than a few options when off the shelf headers don’t fit. Totally tubular? Most likely. For a closer look, check out the accompanying photos:

Photo 9: Typical for a race style header, each pipe is affixed to the collector by way of a bolt and tab arrangement.

Photo 10: Here’s another look at the collector. Lemons Headers recommends you use high temperature anti-seize on each pipe in this location.

Photo 11 & 12: This is what the pipes look like installed in the collector. According to Lemons Headers, One tab on each collector will be stamped left or right. The tab needs to mate with the stamped tab on the header tube.

Photo 13: Typically, most of the custom builders affix a name tag to a primary tube in a conspicuous location.

Photo 14: For my Nova application, I’m using a slip on reducer at the end of the collector. From there, it eventually hooks up to the exhaust system

Photo 15: A v-band clamp setup is used to hook the headers to the exhaust rather than a bolt-on reducer. Although I came up with this arrangement for my own car, many of the custom header builders offer different street hook up reducer systems (including v-band clamps).

Photo 17: Once the headers are installed on the engine, in the car, I can adjust the head pipe length and weld on the rest of the v-band assembly. This is what my abbreviated exhaust system looks like

Byline: Wayne Scraba
Photo Credits: Wayne Scraba

The post TOTALLY TUBULAR – 2 WHEN SHELF HEADERS DON’T FIT appeared first on Lemons Headers.

Sometimes something that seems insignificant can totally mess up header fit. I speak from personal experience, and I’ll share some of it with you.  A good example is the Nova project I have and you’ve seen bits and pieces of it on these pages. It’s a pretty straightforward build and it also uses pretty common parts (1968-74 Novas and 1967-1969 Camaros share similar front subframes – as you can well imagine, the interchange and availability of hardware is considerable). The Nova is receiving a big block Chevy and the subframe is fitted with correct big block frame stands. It has manual steering, manual brakes and a heater delete.  It’s a stick shift combination. I’m using a mini starter. It’s Simple City.  Or so it would seem.  An off-the-shelf header should drop right in.  Maybe.

Here’s the rub:  The Brodix BB3-Xtra heads I’m using on my large displacement big block have raised ports.  In fact, they’re raised 0.600-inch.  That’s a bunch.  But I had a brand new set of 2.25-inch tube diameter Hooker race headers in my parts stash.  I thought I’d give them a go and see if they could come close to fitting.  What I did next was to mock up the engine.  This consisted of a plastic mock up block, my Brodix heads, a Quick Time bellhousing, a clutch fork and basic clutch linkage along with a mock up four speed transmission.  I bolted the works together, using the correct motor and transmission mounts (another story, but we’ll save that for another time).  At this point, I attempted to install the headers (keeping in mind these were multi-piece headers and they’re technically easy to install).  I started with the worst job, and that’s the driver side.  Amongst other fit issues, the header tube for #5 cylinder would not fit because it interfered with the rag joint.  I tried clearancing the tube with a press (basically, I use a piece of heavy wall pipe and a press to dimple the header tube rather than a sledge hammer – it’s cleaner).    Following multiple attempts, it was pretty clear this tube would never work. It would have to be moved.    And another tube on this side required massaging (at the least).  Fair enough. Back to the passenger side.  The fit on this side was equally frustrating. Here I’d need at least one, and most likely two pipes moved.  Starter clearance wasn’t exactly fabulous either, even with the small Tilton starter I’m using.  And finally, the headers obviously sat a bit high in the chassis (keeping in mind the ports are 0.600-inch higher up). Moving the ports up, also forces the headers outboard toward the fenders.  As a result of this, I was experiencing fitment issues coming at me from more than one direction.

Something else you have to ponder when selecting headers is tube size. Yes, tube size influences power along with the point an engine produces power.  But some of today’s cylinder heads have ports sufficiently large (or different in shape), shelf-headers aren’t available. Basically, what you don’t want is a header tube that is smaller than the exhaust port.  If that happens, you’ll create a serious flow restriction in the exhaust; and not mention the gasket won’t last long.

Back to my situation:  At this point, it was decision time.  It would probably cost me a couple of hundred dollars (or more) in fab work to move the respective tubes. There was also the very good chance that I’d have to go back and modify more tubes once I had them close to fitting.  Modifying them didn’t seem like such a great plan.  Instead of cobbling up the headers and making a perfectly good set of adjustable race headers un-usable, I decided to sell them and put the proceeds toward the purchase of a custom header set.

There are a number of individuals and companies out there who will build semi-custom headers and/or custom headers for a given application.  Mine came from Lemons Headers(POBox202,Paso Robles, CA 93447; PH: 805-239-8998; website: http://www.lemonsheaders.com).

Some of the shops have tooling setup for specific header applications. That way, if you have a tall deck block or raised ports, or an unconventional port location (amongst other things), the shop will build the headers to fit. But if you have something very unique (for example, something like, oh a 426 Hemi in a Gremlin), you’ll most likely need to take your car to the shop.

Using Lemons Headers as the example, you’ll find they offer custom headers for a wide range of Chevy applications – big and small block along with specific LS swaps. There are all sorts of options too:  There are several different configurations for common cars – some with stock engine location; some with a big block on small block frame mounts (stands); some for big blocks on big block frame mounts (in the case of first gen Camaros, this moves the engine toward the passenger side); some for cars with aftermarket front clips; some for cars with a stock chassis and rack and pinion steering; some with a stock chassis and a dry sump pan and so on. Some of the configurations are available with tubing as large as 2.5-inches and collectors up to 5-inches in diameter (or a header muffler with a diameter of 6-inches). Small blocks can go up to 2.25-inch in tube size with a maximum collector diameter of 4-inches). You can specify step headers with your choice of dimensions too.  Basically, name your poison!

Some headers will not fit cars with air conditioning. Ditto with column shifter linkage. With big tube custom headers, you’ll often have to trim one or more of the corners on the factory frame mounts (stands).  According to Lemons Headers:  “The stock front motor mount frame stand on the driver side hangs over the back of the “K” member about ¾”. The top back corner of this frame stand needs to be notched for header room.” When used with OEM rubber or aftermarket poly motor mounts, there might be some trimming of the mount involved.  If you have a stick shift car with a big Lakewood style bellhousing, that too might need to be trimmed lightly on the outer edge adjacent the starter location.  Oil pan kickouts can have an effect upon header choice too.  Case-in-point is the fit of large tube race headers in first gen Camaros:  Lemons Headers note:  “if there is no oil pan kickout on the driver side, the (oil) filter is easily accessible, but if your oil pan kicks out under the filter, it will be trapped and you will need a remote filter”.  The same applies to starters. Lemons advises that in many of their applications, a full size stock Chevy starter will not fit.  You’ll need an aftermarket mini-starter. On some applications (for example, some Chevelle headers), a tube or tubes may go over and around the frame.  This means the inner fender panels will require trimming.

That’s a wrap for this issue, but we’re far from done!  Next time around, we’ll look a number of options available and we’ll also devote space to a series of installation tips, courtesy of Lemons Headers. Watch for it.  There’s some good info there for everyone.

Photo 2: We’ve shared this photo on these pages before. But it provides graphic proof why headers for stock height ports (left) often run into interference issues when used with raised ports (right). FYI, those ports are raised 0.600-inch.

Photo 3: The solution is a custom or semi-custom header of some sort. This example (and ditto with the one in the next photo) came from Lemons Headers.

Photo 4: While the left side provided serious fit issues with my old headers, the right wasn’t much better. The Lemons headers fixed the issue. But they were made for the specific application.

Photo 5: The exhaust ports on some heads such as these BB3-Xtra jobs from Brodix can be large. So large, that header tubes can actually hang into the port.

Photo 6: The Lemons Headers shown here have a 2.25-inch primary tube size. Note the machined 3/16-inch flange.

Photo 7: Quality custom headers will often be nicely TIG welded, as shown here. Attention to detail is a big part of what you’re paying for.

Photo 8: Downstairs, the slip on collectors on these headers make use of a merge spear or cone. FYI, these collectors have an outside diameter of 4-inches. There are plenty of other options available.

Byline: Wayne Scraba
Photo Credits: Wayne Scraba

The post TOTALLY TUBULAR – 1 When Shelf Headers Don’t Fit appeared first on Lemons Headers.

In the history of drag racing, Lemons Headers occupies a cherished place. Opened in 1997 by Dan and Kathy Lemons, this family business quickly became a household name among car enthusiasts for its custom-made Chevy headers. With a steadfast reputation built over 25 years, their handcrafted, one-of-a-kind applications have set industry standards for quality, precision, and power. The commitment to a custom approach, instead of the ‘one-size fits all’ mentality, has fueled their success. And now, the Lemons’ legacy continues with each exhaust system, designed to fit seamlessly and enhance the performance of Chevy’s across the globe. The company has evolved into a car community hub, filled with a team of dedicated employees and a legion of racing enthusiasts.

On the other side of this enduring partnership stands Tony Foti, a drag racer and a retired LAPD detective who would swap out his badge and gun for a fire suit and helmet on the weekends. He’s known for his audacious drive – both on and off the track. Back in 1984, Foti created the LAPD Racing Team, where he showcased his extraordinary driving skills in a AA/ Pro Modified 1991 Camaro, a drag race beast that could hit speeds of over 200 m.p.h. Adorned in LAPD’s black and white livery and a police light bar, this was no ordinary race car; it was a 1,300-horsepower symbol of unity and outreach, a tool to bridge gaps between the police force and the youth of Los Angeles.

The race car known as the “world’s fastest police car,” captured the imagination of fans worldwide. With Foti behind the wheel, the LAPD Racing Team became an iconic symbol in the drag racing world, winning races as far as New Zealand, Australia, Alaska, and Hawaii and attracting admirers in Japan. Such was its stature that it was twice chosen to open in the Chevrolet booth at the Las Vegas SEMA Show, the premier automotive specialty products trade event.

The history of collaboration between Lemons Headers and Tony Foti dates back to 2010 when a chance encounter at a car show and a common love for automotives united them. It was then that Dan Lemons, disheartened by the mediocre exhaust on Tony’s race car, offered to craft a custom set of headers. The results exceeded expectations, improving not only the car’s aesthetic but also its performance.

“They’re the best headers out there, there’s not even a question,” said Tony. “Even if I didn’t know Dan, from the set of headers I got…wow! My car picked up a bunch instantly with his new headers on.”

This act of goodwill and proven performance sparked a friendship that the pair have cherished over the years, growing so deep that they now consider each other family.

Today, as Tony Foti sets his sights on reviving the LAPD Racing Team, Lemons Headers is once again stepping up to the plate as the primary sponsor. As Dan passes the gauntlet of Lemons Headers to his daughter Jen Lemons and business developer Chuck MacDougall, the company has committed to crafting a custom set of headers for the soon-to-be iconic black-and-white race car. The revival of this racing team signifies not only a tribute to the past but also the celebration of a 40-year-long friendship between Dan and Tony.

“We are so pleased to partner with Tony to represent not only our brand and friendship but also to put a positive representation of law enforcement and promote that relationship with the next generation,” said Chuck.

When Tony approached Jen and Chuck with the proposal to revive the LAPD race car, Tony had the perfect one in mind. He had recently stumbled across a used 1971 Split Bumper Pro Mod Camaro Z/28 and knew that with the right engine and a custom black and white refurbish, both the car and the Lemons Headers logo would catch eyes speeding down the racetrack.

“This is the last real police race car we’re ever going to build,” said Tony. And it’s here to make a lasting impression. The new police race car is set to run in the NHRA Nostalgia A/Gas class at 7.6 seconds at 185 MPH, guaranteed to give fans the show they’ve been waiting for.

Together, Lemons Headers and Tony Foti are a testament to the strong bonds forged in the pit lane and the lasting legacy they can create. Their story is a heartwarming and exciting chapter in the exhaust of car racing history, built on mutual respect, shared passion, and an enduring friendship.

So, as the rubber hits the asphalt and the LAPD Racing Team roars back to life, spectators can rest assured that it’s not just about speed. It’s about a unique bond that has lasted decades and the spirit of two industry giants who believe in camaraderie, legacy, and the love of racing.

Ready to experience the rush of the racetracks? The last real police race car is set to debut at the NHRA California Hot Rod Reunion in October at Famoso Raceway in Bakersfield.

The post Rekindling a Race-Legacy: The Unbreakable Bond Between Lemons Headers and Tony Foti Revives the LAPD Racing Team appeared first on Lemons Headers.

We are looking forward to the next race at Pomona and hope to see many more of our Lemons Headers army there!

Learn more about the event here

https://www.bakersfield.com/sports/super-pumped-pocock-makes-solid-run-at-march-meet/article_c400429c-ba30-11ed-8880-e31ddf4b256d.html

The post Lemons Headers at Famoso March Meet appeared first on Lemons Headers.

We are looking to add fabricators, Tack welders, TIG welders & skilled craftsmen to our team.

Must be able to:

Tack weld 16/18 guage mild & stainless steel

Use tools to make precise measurements to ensure fitment. Each order is custom so attention to detail is key.

Lift up to 65lbs

Pass our welding test

Work Monday-Friday with optional overtime benefits on weekends

Probationary period of 3 months – Benefits package will be discussed at time of hire

Pay is based upon experience

Job Types: Full-time, Part-time

Pay: $19.00 – $24.00 per hour

Benefits:

• 401(k)
• Dental insurance
• Flexible schedule
• Health insurance
• Paid time off

Experience level:

• 1 year
• 2 years

Shift:

• Day shift

Weekly day range:

• Monday to Friday

Work setting:

• Warehouse

Ability to commute/relocate:

• Paso Robles, CA 93446: Reliably commute or willing to relocate with an employer-provided relocation package (Preferred)

Application Question(s):

• Are you familiar with drag race / high performance vehicles?

Do you have shop experience?

Experience:

• Welding: 1 year (Required)

Think this is the job for you? Click here to apply

The post Hiring: Tack Welder/Fabricator appeared first on Lemons Headers.

MOORESVILLE, NC — The new year means a new major associate sponsor for Pat Musi Racing Engines and the Musi Racing team, as Lemons Headers has officially been added as a new partner.

The company, which is based in Paso Robles, CA, will become the official header of Pat Musi Racing Engines, and their industry-leading headers will be installed on the entire Musi Racing stable of cars, including “Bonnie,” “Norma Jean,” Pat Musi’s personal ’67 Camaro, as well as the upcoming Vic Edelbrock tribute Chevelle that Musi is in the process of completing.

Musi has always appreciated the brand’s impressive attention to detail when it came to their headers, while Lemons Headers found themselves with a long list of clients using Musi engines, which all meant a partnership between the two companies was the next natural step.

“It’s a brand new partner for us and it is really neat to build these relationships,” Musi said. “We’re really excited to team up with Lemons Headers. They’re big out on the West Coast and they want to expand to this side of the country. They really trust me and when they visited our shop, they really liked what they saw.”

Added Chuck MacDougall, Business Development at Lemons Headers: “We’re absolutely thrilled with this partnership. We were reviewing our client base and where they come from, and it was one Musi engine after another. They make an incredible product and I believe he felt the same way about us, so it just made sense to work together.”

Lemons Headers was originally started by Dan Lemons, who was focused on making a top-notch product with no stone unturned. Their custom, handmade headers have been a popular product for decades, and it’s due to a precise product and a team that takes the time to develop a perfect header for every customer — based on their exact specifications.

“Their headers always fit,” Musi said. “When you go to them, they ask a lot of detailed questions and their attention to detail is really impressive. Dan has been around a long time and it really is a custom deal with every customer. We’re going to recommend their product to anyone who has purchased an Edelbrock/Musi 555 crate engine or will get one in the future. This is the header we run. They’ll build it for you personally and it’s going to be the header of choice for all of our cars.”

The extremely popular Edelbrock/Musi 555 and Lemons Headers have already proven to be an ideal fit, and that should only grow with the new partnership. The headers and partnership will be visible on the Musi Racing cars driven by Street Outlaws: No Prep Kings star Lizzy Musi, giving Lemons Headers an added avenue to showcase their custom-made product.

“The Edelbrock/Musi 555 engine is a very exciting product and it fits exactly what we’re doing,” said Lemons Headers Operations Manager, Jen Lemons. “Our clients line up perfectly. It’s a big benefit for us and we’re excited to be part of the family. We think alike and it’s great to have someone like Pat and his team to bounce ideas off of and to work together.

“We’re not a point and click and order company. We have a conversation with every customer and everything is custom made by our team.”

About Lemons Headers
Lemons Headers specializes in creating custom-fit headers for Chevy vehicles, designed specifically for your car’s engine. Unlike other manufacturers, we don’t subscribe to the ‘one-size fits all,’ machine-made approach. Instead, each header is made-to-order and designed to meet your unique specifications and needs. With Lemons Headers, each piece is handcrafted, 100% custom, and designed to optimize your exhaust system and increase horsepower. This allows the piece to slide effortlessly into place, clearing the spark plugs and having a perfect seal, every time. For more info, please visit www.lemonsheaders.com.

About Pat Musi Racing Engines
Based in Mooresville, North Carolina, Pat Musi Racing Engines is a one-stop shop for sportsman engines with a Pro Mod pedigree. Pat Musi Racing Engines controls every component of the engine, from in-house manifolds to custom cylinder heads. Pat Musi has been at the forefront of electronic fuel injection (EFI) technology for over two decades, and that experience is available to every customer with custom-designed EFI systems, exclusive software and individualized tuning. Whether going rounds in Super Comp or setting records in Pro Nitrous, each customer receives the same quality and workmanship Pat Musi Racing Engines is known for worldwide. For more info, please visit www.musiracing.com.

The post Lemons Headers Joins Musi Racing as Sponsor and Official Header of Pat Musi Racing Engines appeared first on Lemons Headers.

DL – If your motor/chassis combination is stock then an off-the-shelf header may be the way to go. The advantages of an off-the-shelf header are quick delivery and price. The advantages of a custom header are: correct fit, the ability to get the proper primary tube and collector size, better quality materials, workmanship and design.

CHP – What are the benefits and drawbacks of fenderwell headers compared to a more conventional header design?

DL – The benefits of most fenderwell headers are: lots of spark plug room, you don’t have to worry about oil pan or starter clearance and in most cases their very easy to install. The drawbacks are you will have to cut your inner fenderwells, tire clearance, limited turning radius and if the collectors are pointing down you’ll blow dust on your neighbors in the pits.

CHP – What are the advantages of stepped primaries and collectors over non stepped tubing?

DL – Some of the advantages of a step header are they will scavenge better than a straight tube header and broaden the torque curve. On our race collectors we build a transition cone inside which also assist with scavenging. We keep the flange opening larger than the head port opening to help with scavenging. When determining the proper tube size for an application we will sometimes use the step header as an in between size. An example would be if a 2 ¼” tube is too small, but a 2 3/8” may be too large then we’ll build a 2 ¼” stepped to 2 3/8”.

CHP – How does collector length affect the overall power curve, and how do you determine the proper length for a given application?

DL – A longer collector will typically make more torque. A shorter collector will typically make less torque but more mile per hour. If the car has an exhaust system then the collector length has less effect. With open headers sometimes we will use a larger collector and then use collector extensions to fine tune the torque requirements.

CHP – What is a good rule of thumb for properly sizing primary diameter and collector diameter for a certain power level or displacement?

DL – When sizing a header there are a lot of things to take into consideration. Cubic inch, compression and horsepower are the obvious, but we also consider the weight of the car, heavy cars need more torque, tire size, big tire cars need more torque. If it’s a 10” tire car then we may use a bigger tube to kill some of the torque and help manage blow to the tire especially if there is nitrous or a blower. If there is an exhaust system even a straight through muffler it will still add back pressure, so we may lean towards a larger tube or collector size. A lower converter stall setting will require more torque than a high stall. Nitrous and blower motors like bigger tube sizes. So to answer your question I don’t know that there is an easy rule of thumb formula, it may be more about experience as to what works in the real world. Engine builders and experienced header builders are usually a good source for answers. I’ll give you an example. A 540 cu.in. Big Block Chevy 14-1 compression with good cylinder heads making 900 to 1100 horsepower on motor plus 300 to 500 nitrous on 10 ½” tires weighing 3100 lbs. with a 5500 stall setting and mufflers would typically need a 2 ¼” stepped to 2 3/8” header with a 4 to 4 ½” collector.

CHP – Some shops claim that ceramic coatings improve scavenging by improving heat retention. What’s your take on this?

DL – Heat retention does make horsepower according to the dyno guys, but I don’t know that there is any scavenging benefit. I do feel there is some benefit to a header that is well coated on the inside to help control rust and carbon build up inside the tube which would disturb the gas flow. Coating will also help these expensive headers last a long time.

CHP – Given the track abuse your products are subjected to, what features are incorporated into your headers to help them survive violent wheelstands?

DL – We started this business building drag race headers; where there are two high priorities, spark plug room and ground clearance. It’s a constant challenge for us. Most of our new Pro-Touring and Drag Racing designs have the primary tubes actually higher than the bottom of the oil pan. So if your wheelstand got the headers, it got the oil pan too. We put a lot of effort into improving and redesigning our headers. If we feel we can pick up a little more ground clearance or starter and oil pan room or better access to the spark plugs then we’ll redesign a header. On our Big Block headers we TIG weld silicon bronze on the outside of the flange to keep the tube from cracking, but keeping them off the ground is the key.

CHP – Mass-produced headers often have fitment problems. What measures do you take to ensure precise fitment?
DL – Production headers are designed so that the tubes can be bent on a mandrel bender from one end to the other. For this to happen, there needs to be enough straight between the bends for the bender to grab the tube. This necessity dictates the design. Our headers are hand made, so we can have bends anywhere necessary to properly clear any obstacles.

CHP – Headers designed for use strictly on an engine dyno can get away with not having nearly as many tight bends as headers designed to fit inside a chassis. How much of an impact can this have on horsepower?

DL – In a perfect world a header would only have one bend, out and back. But we’re stuck with the confines of a stock chassis. To make things even worse we try to put too big a tube into too small a chassis and then we try our best to get them as close to the same length as we can. Not an easy task. We try to keep our designs as free flowing as possible, we use as large a radius bend as we can and we keep the tube square to the exhaust port without back cutting the bend at the flange.

CHP – What precautions must be taken when bolting off-the-shelf type headers to a tall deck block?

DL – A tall deck block is going to bring the header up and out usually causing a fitment issue. A raised port head will have the same effect. If an off-the-shelf header is used on a raised port head it brings the tube too close to the spark plugs.

CHP – How does primary length affect the shape of the power curve? What tricks do you use to maximize primary length in a limited amount of space?

DL – Primary length has an effect on the power curve, but in stock chassis cars to get all four tubes from the flange to the collector in a normal location we’re stuck with X amount of tube length, give or take a couple of inches. Having the ability to use different tube sizes helps greatly. Smaller tubes acts like longer tubes and bigger tubes act like shorter tubes.

CHP – For someone that has an uncommon set up, such as an 18-degree-headed small block Chevy that requires custom headers, how many hours does it take to fab up custom headers and what will it typically cost?

DL – In our jigs we have the ability to build the header for any cylinder head as well as different deck heights. We can make it in the tube size the customer needs in a step or non step configuration. But the engine needs to stay in the stock location. It takes us about 2 days to build a header once we start on it, but because we custom make every header we always have a lead time. Most of our customers understand that and give us plenty of advance notice. Any combination is the same price, about $1200 in mild steel.

CHP – Is mild steel or stainless steel preferable when building headers? What are the benefits of each? What gauge of metal is used?

DL – We build headers in both materials. Stainless costs about twice as much. It’s a stronger material and won’t rust, but it discolors and weighs more. Mild steel headers that are well coated inside and out make a lot of sense. We use 3/8” thick header and collector flanges, 18 gauge tubing and 16 gauge collectors. Both types are TIG welded.

CHP – Many enthusiast complain about installation difficulties with headers, but what challenges do you have to contend with to design a header system in the first place?

DL – To design a header and find that it installs easy is a blessing. But we won’t sacrifice performance or fit to make a header easier to install. Some of our headers are a pain to install, but when their in they fit good, have good spark plug room oil pan room and ground clearance and we don’t want to lose that. All of our race headers are made with individual tubes and slip on collectors, so you install one tube at a time and the collectors slip on and bolt in place. This makes all the difference in the world. Many of these headers can be installed with the engine and starter in place and be finished in about 15 minutes.

CHP – What type of collector gaskets do you recommend? Paper gaskets can blow out, while aluminum gaskets tend to distort over time.

DL – The collector gaskets we use are SCE copper. Since the copper can’t crush like a fiber gasket we use a thin layer of copper silicone on each side of the port opening. As for our flange gaskets at the head, again we use the SCE flat annealed copper. Any gasket that is flat will seal at the header flange. I never use the embossed copper type. Their made for the flange to match the port opening and won’t work with our headers.

CHP – Lazy installers sometimes dimple headers for clearance. How much does this compromise flow?
DL – Making a small flat spot in a tube probably has a minimal effect on performance, but I wouldn’t do it if you don’t have to. If your header is touching the steering column, there may be a way to adjust the column outward or if it’s the starter you may have to use a mini starter. If you are trying to use a header made for a stock configuration on a tall deck block and raised exhaust port head, then take a hammer with you.

CHP – How important is it for the exhaust gaskets and the openings of the primaries to line up properly?
DL – Again use a flat gasket and as long as the gasket is not obstructing the port opening, your fine. We normally use a gasket the matches the header flange, which is going to be larger than the port opening.

CHP – What are some features that can be incorporated into header design to maximize scavenging?
DL – We have covered some of this already, but again header flange larger than the port opening, step tube design, transition cone in the collector or merge collectors and an X pipe exhaust system.

CHP – What type of bolts are best in preventing leaks? What’s the best way to keep them from backing out?
DL – There are header bolts with locking washers that work well if you need them. We use ARP stainless bolts that are longer than a standard bolt because we have thick flanges. We find that the heavy flange and the flat copper gaskets don’t expand and contract like thin flanges and fiber gaskets do. Therefore we don’t have problems with the bolts loosening. Once the headers are installed and the engine is started always retighten the header bolts after the engine is warmed up.

CHP – What suggestions do you have for keeping under hood heat in check?
DL – Ceramic coatings do a great job of keeping the under hood heat down. Also a properly sized header can make a big difference. If your header is too small for the size of your engine, the header and the engine can overheat. This is especially true with blower motors.

The post Interview with Chevy High Performance Magazine and Dan Lemons, Owner of Lemons Headers appeared first on Lemons Headers.

I finally finished the car in 2017 after having near fatal bone cancer, almost lost my right leg. I just wanted to say thank you for building such an outstanding set of headers! Being in a wheelchair, I can change every plug by myself, never had any tube drag underneath, the oil and transmission pan will go before even coming close to the headers! My 582 made 800hp on pump gas, 760ft-lbs tq at 4800 with them.

Dan definitely delivered on everything he promised, I asked for steering shaft clearance, spark plug access and starter clearance… all was perfect. I had so many sets of headers over the years leak horribly, collectors drag, almost every single one had to be ‘modified’ just to be functional.

Thank you so much for building me such artwork that I’m proud to show off on my Chevelle! Thanks Dan! Jay Jachimiak….. one happy customer!

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