Originally Posted by rambler454
do you or have you ever consider header wrap?
I find that with the new insulating materials being used that as long as there is an air gap between the wire, or the moulded ends that there is no need for additional thermal protection.
My daily driver which for many years is a 350 powered 89 S15. The exhaust is Sanderson conversion shorty headers which comes might close to the spark plug boots but doesn't touch them. The factory wires failed in about a year with insulating covers on the boots, Accel went 2 years with insulation on the first set and 1 year on an uninsulated set. The Taylors go 2 years between my regular replacements without additional protection. I don't know how long they would last as I replace wires every two years as a matter of course in prepping the truck for its emissions testing. I can say the wires I've taken off were just fine, but since Washington state tests to California standards but doesn't provide anything like a BAR inspection and approval of swaps before the CARB emissions inspection there is no protection from a piece of SMOG law that says if it fails the emissions test and has been modified, it has to be returned to the as built condition before being able to qualify to test again. Where in California when you do such a swap if the BAR technical inspector agrees that the swap meets the engineering intent of the emissions standard for the year of vehicle or engine whichever is the more stringent code, then the state recognizes the swap as equivalent to original equipment. So down the road a failure to pass emissions as the engine ages does not put you in the spot of having to return to original equipment. In the case of my S15 that would require removing the Frankenmouse with matching 4L60E then reinstalling an Iron Duke 4 with a Tremac 5 speed. So when I have to go for an emissions test I'm careful to touch all the tuneup bases with new parts which includes wires every time and new aftermarket cats every other time as it has true duals on an engine the factory never built.
To make life more interesting the engine is built from stuff lay around the shop. When first put together, it had a Camaro LT1 package put in it. Then we had a need for an LT1 to go racing, so we pulled that engine out. So I grabbed an almost new 880 Vortec short block from a 95 pickup that was in the shop, stuck the LT1 cam into it from the original swap engine. Took an extra set of LT1 heads sitting on the shelf, welded up the coolant passages, did some milling, drilling and porting to make them work on a Vortec block. Put in a set of Miller Mid Lift 1.6 rockers, Manley stepped push rod guide plates to run the valves. Stuck a GMPP LT1, 4 barrel conversion intake with a 95 TBI pickup distributor on it. Using an ancient Holley 4 barrel throttle plate with a set of L98 injectors and a 95 truck TBI computer with a new chip it all came together. Stuck it in fired it up, it's been there for ten years and 330,000 miles. It passes emissions easily, it gets tested as a 95 350 TBI truck because that's what the VIN on the block says it is, but as you can see it ain't nothin the factory ever built. This would never get past the California BAR inspector if I lived there, but my Saturday night pizza and beer breath would have a harder time passing at the emissions station than this engine does. But technically it's illegal so if it aver fails an emission test it's gone. I love it too much to let that happen so I take extra care before tests.