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Street headers

Based upon the Nissan factory racing manifold/ header, which was originally conceived to fit right-hand-drive JDM competition S30s and available through their Nissan Sports catalogue. Zstory has since redesigned and improved it to fit perfectly upon all* LH and RH drive S30s.

Zstory has continually strived to evolve the manifold to fulfill modern-day customer demands and had made it from 201 (austenitic) 1.25mm stainless-steel for its own protection and longevity. With less pipe welds and a thicker flange specifically trimmed to fit all heads and blocks, it allows for matched porting with improved-flow cylinder heads.

The 6-2 configuration is generally accepted as being the most suitable for the widest range of engine applications. Zstory has further developed that conception with the 2-1 merging as far back as possible before the first silencer.

The Y-pipe (2-1) collector has a built-in lambda sensor plug and bung to allow accurate engine testing and real-time surveillance and finishes with a V-band clamp fitting to the exhaust line for leak-free and easy mounting/disassembly.

The manifold’s primary pipes have an internal diameter of 40mm. It is important to stress the internal diameter of the pipes because the earlier, cast-iron versions were measured externally and had thicker piping!


click to deploy

This manifold was originally designed for competition cars and now also meets the demand for the growing popularity of improved* track-day and street/fast-road engines (see below).

The mid-bore, primary and secondary pipes evacuate the exhaust gases and particles with a high gas-flow volume and also velocity rate.

A high-flow volume throughout the mid-to-high power-band range allows for maximum performance

A high-flow velocity permits quick throttle response and good torque throughout the low-to-mid power-band range.

The primary pipes matched to a long 2-1 collector pipe, create a correct back-pressure (or scavenging effect**) to ensure an excellent exhaust flow but also an efficient inlet performance!

Bigger-bore primary pipes and exhaust line bore are not necessarily better – a manifold and line ought to be ‘tuned’ to your engine’s needs.

Seperate pipe-work to allow partial dismantling for:
– easier initial fitting,
– easier servicing under the car – clutch, gearbox and differential,
– the replacement of any pipework due to accident damage, especially competition and lowered-street cars,
– less expensive expedition to clients as packing is more compact.

⇒ Solid T-bolt and V-band clamps for a secure and leak-proof exhaust line.
⇒ A thick flange for the fitting with all inlet manifold types.
⇒ Stainless-steel ensures a long life – fit and forget!
⇒ Complete kit – all included for home fitting : straps, clamps and gaskets.

6-2 primary pipes and rectangular ports.
⇒ The flange thickness is 15mm
⇒ The height of the manifold ports is 38mm
⇒ The width of the two inner ports is 35mm
⇒ The width of the 4x outer ports is 29mm
⇒ Primary pipes (40mm internal diameter) leading to 2x equal length secondary pipes of 50mm internal diameter each.
⇒ Single secondary end-pipe of 63mm fits directly onto the common exhaust line of 63mm (2.5’’).
⇒ Primary pipes = an average of 620mm long, becoming  3-1after between 380mm (pipes 1-3) and 90mm (pipes 4-6)
⇒ Secondary pipe = 610mm long
⇒ Overall length from engine head to single exhaust pipe = 1m40cm

Stock* to moderately improved L24-L28 engines up to 250bhp

Will work with twin 240Z SUs, 2’’ SUs, triple carbs and ITBs.

*admission systems are expected to be improved too and the current manifold is incompatible with late 240Z and all 260Z ‘flat-top’ carburettors. I am currently looking at modifying the design to accept these carbs IF there’ll be no performance compromise. The alternative today is either to fit the Race-Sport manifold or change to 240Z SUs / triples.
**read more of that later in the specific section on this website!

I recommend that you consult with me before deciding – what are your expectations and why I have 3x versions to choose from!