I remember Tom Sahines said the power difference will be evident over 7000 rpm and the Shankle will be significantly louder.
I also found John Hertzman's email on this subject: "Date: Sat, 29 Apr 2006 16:57:21 -0400 From: "John Hertzman" <[email protected]> Subject: [alfa] Shankle or Alfa Headers? Brian Shorey wrote "I seem to remember reading somewhere, maybe in the Performance Competition Handbook, of a study where somebody had dyno'dstock '72 - '74 Spider and GTV headers against others, including Shankle, etc. IIRC, the Shankles weren't any different from a stock header." He may have been thinking of "The Vandenberg Papers", an article in the February 1981 Alfa Owner with an intro by Joe Benson. Dave Vandenberg, who owned an Alfa/BMW shop in Belmont, California ran an extensive series of dyno tests on a two-liter Alfa engine, generating a base line and then comparing various cams, Weber carbs, Spica injections, air boxes, distributors, exhaust systems and a bolt-on Jafco system. It doesn't hit all variables, but has twenty tables of dyno readings of various combinations at full throttle at 500 rpm increments except the top which is at 5800. It is just three pages, and contains little that will surprise but some things might confirm skepticism about advertising claims and/or conventional wisdom. He tested five headers '74 stock, '74 Shankle, '76 Alfetta stock, '77 '78stock, and Shankle Alfetta. Leaving out the pathetic stock '76 Alfetta headers, the two stock headers and the two Shankles were equal at most speeds, with the twostock units better at some speeds and in no case worse. But Vandenberg tested only up to 5800; it in no way contradicts those who say that Shankle headers are better at 7000 The only thing I would add is that the Shankle headers are undoubtedly lighter than the cast iron stock ones, and the weight is added in the front of the car and relatively high above the low roll-center of the front suspension. The differences may not be great, but some people spend hours drilling holes to save ounces. On a different matter, Brian answers Anne O's mirror question: " my understanding is that mirrors from that era were mostly dealer installed, and probably only on one side of the car, depending on which market the car was sold into." As often, the parts books offer some clues. The parts book covering the Sprint GT, GTV, GTA, and GTC shows a single mirror (105.25.61.017,00) on the GTC only, none on the other versions. The 1750 Euro GTV parts book shows one(105.03.61-017.00) mounted on the fender; the 1750 USA GTV parts book shows one (105.64.61.017.00) mounted on the door, not the fender. The 2000 Euro GTV shows yet another, 105.48.61.017.00, mounted on the fender. Two locations, apparently corresponding to market, and five factory parts numbers, which sounds to me less like a dealer-offered accessory. However, some parts are sometimes shipped uninstalled for various reasons, like making them an easy delete option. Factory photos of the era almost never show mirrors, but drawings on spec pages do; I found several from 1962 on. It is possible that mirrors were normally fitted to meet regulations, but that the company felt the cars looked better unencumbered. Greg recalls that two mirrors were mandated by the federal government in 1968 on. He is probably right on the mandate, but I question the year. I bought a 1750 GTV new in '71, and a 2000 Berlina new in '72. and both had single mirrors. My bought-new Giulia Super in 1967 had none. Anecdotal, but I see nothing to rebut it. Enjoy yours, John H. Raleigh NC Milano Plat MBz C230K MBz E320T 1750 GTV, sleeping 2000 Berlina, snoring" -- to be removed from alfa, see http://www.digest.net/bin/digest-subs.cgi or email "unsubscribe alfa" to [email protected]
