Headers and Starter Clearance
Starter clearance can pose a unique challenge for many header installations, especially when installing headers on a classic vehicle application. Just imagine how many times the starter may have been replaced on a 30+-year-old vehicle. Was the correct, originally specified starter installed at each replacement? Not likely!
Are Stock Starters Compatible With Header Installations?
Yes and no, and yes is often with a caveat. For example, every Sanderson header set is designed for engines using OEM starters. Does that mean that every original equipment manufacturer (OEM) starter is equal in dimensions or clocking, or that the proper starter is installed on the engine? No! However, if your vehicle is a late-model (1990s or newer) application using a direct-fit header (common for computer-controlled, emission-regulated applications), such as a JBA, Gibson, or similar brands, then yes, these systems are designed to work with OEM starters.
Sanderson headers, for example, fit on stock-starter applications 'If' the starter on the application is equal to or smaller in size---and includes proper clocking--- than the starter originally installed on the vehicle that the headers were built for. If you wish to use an OE-style starter on your application, find one that fits! You may end up searching through dozens of boxes of newly rebuilt starters at your local parts store (or over many different parts stores) to find the correct one. I'll explain below.
How Do We Know If We Have The Correct Starter?
If we're talking about a Sanderson or another header brand for a classic street rod, we won't know whether the current starter is compatible until attempting to install the headers. We know this is not a clear black-and-white response. Please continue reading.
Why is this a problem?
Most automotive electric rebuilders (those companies that take used starters and rebuild them for resale) have long lists of vehicles and their OEM starter numbers. However, instead of offering a specific starter for each vehicle in every possible application, they aim to merge as many part numbers as possible. This explains why we can go to the local parts store and have the counter person pull out a stack of starters for our vehicle (all the same rebuilder part number on the box) and still notice clear differences between them. The difference could be the starter solenoid's clocking, the overall length, the armature diameter, or something else. Maybe it is the actual OEM part number on the unit itself that is different, along with the visual differences. By merging part numbers, the rebuilder can offer the parts store fewer products that cover a wider range of original vehicle applications. They do not account for aftermarket exhaust components or any other changes to the original vehicle. Their only concern is that it bolts to the engine.
For example, is the starter for a 1967 Ford Galaxie hardtop with a 390 FE engine the same as the starter for a 1967 Ford Galaxie convertible? No. The original OEM-installed starters are quite different. In fact, Ford installed a variety of starters on the 352, 360, 390, 427, and 428 Ford FE engines, depending on the vehicle (car, truck, or van) and the specific needs of each. This is often true for any vehicle manufacturer on every engine group they offer. However, the rebuilder who just rebuilt one of these starters and put it in the box for the part store to sell as an exchange lumps them all together as one part number that fits all of the listed factory-style applications. For example, the much larger starter, often called the "coffee can" starter, on Ford convertibles will not clear any Sanderson header for the Ford FE.
Both starters below are for Ford FE applications and are listed by the rebuilder as fitting the same vehicles. The top starter is closer to the standard dimensions of the Ford passenger-car FE engine starter. However, the lower one may not fit a variety of OE passenger cars, especially if the application uses headers. The rebuilder 'usually' verifies the available space on applications using OE components (exhaust manifolds, steering, transmission, flywheel dimensions, etc.).
Or how about this shortlist of small block Ford starter styles? Three of these five are labeled as the same, meaning they will all fit the same OE vehicle applications, in most rebuilder catalogs.
Header Design
When Sanderson designs their headers, they are built on vehicles using the OEM starter for that application. Therefore, if someone tries to install the header on an application using a starter with dimensions different from the OEM starter, clearance issues my arrise. Ford applications may have issues with starter size. In GM applications, there might be an issue with the solenoid clocking or offset differences between flywheel diameters. These variations in which starter is installed on a particular application are beyond our control.
Why are Aftermarket Mini-Starters Recommended for ALL Header Applications?
I am comfortable with the suggestion to always upgrade to an aftermarket mini starter for the reasons above. If there is one benefit for classic vehicles or any vehicle receiving an exhaust header upgrade, it would be the dimensional benefit. Header manufacturers have no control over what OEM-style starter a customer has on their vehicle. We have no control over the electrical rebuild process or the part numbers the rebuilder has decided to merge into a single 'fits all' replacement number. The header manufacturers cannot build every header for every possible starter a customer may use. However, we can recommend aftermarket mini-starters to address all clearance issues while offering additional benefits. Yes, we also understand the cost involved in purchasing a quality aftermarket starter. However, it is important to understand that this recommendation does not lie solely in header clearance. Other benefits of mini-starters include:
- Less weight
- Gear reduction (more cranking power and torque)***
- More torque (easier starting of high compression, high timing applications)
- Less energy demand
- Smaller overall size
- Multiple (or infinitely adjustable) clocking locations
- Virtually eliminates 'heat soak' issues
- Longer life
- ... and of course, increased clearance for headers***
Do the engine and electrical system a favor and install an aftermarket mini starter.
*** Mini starter manufacturers often offer a variety of starter designs. It is important to discuss the two most common styles: the standard mini starter and the offset gear reduction starter. It is best to use an 'offset gear reduction' starter, but not all are created equal. First, offerings with the best warranty usually include the highest-quality components and manufacturing. Choose wisely!
Common lower-priced mini starters are manufactured with the armature shaft inline with the starter gear. Gear reduction starters may use an internal planetary gear set/clutch system, with the gear and shaft in line. Other gear reduction starters use an offset armature. Early designs used a second offset gear within or just behind the mounting block. Modern offset gear reduction starters offset the entire housing, allowing for even more space and adjustments for component clearance (headers, oil pans, chassis, etc.). The straight-shaft starters, although offering a substantial improvement over common factory-style OE starters, do not provide as much improvement in header clearance. This is especially true for Chevy applications using 168-tooth flywheels rather than smaller 153-tooth ones.
Below, I have included a couple of comparisons of Powermaster starter offerings for small- and big-block Chevy engines.
The first is part #9100, which offers 170 ft-lbs of torque for up to 14:1 compression. Note that it has just 4 clocking adjustment options and is a straight-shaft starter. This is a fairly common choice for many street rodders and racers.
The next starter, part #9100, offers 12 clocking positions, 160 ft/lbs of torque, and up to 11:1 compression. Although it's slightly smaller overall, the only benefit is the additional clocking. Otherwise, the 9100 is better.
The last example is a true offset gear-reduction starter, part #9600, that offers infinite clocking and maximum header clearance when properly clocked. 1.8 horsepower and 180 ft/lbs of torque for applications up to 14:1 compression.
NOTE: We typically recommend the Powermaster 9500-series starters (shown below) for most applications. The 9500 offers better dimensions (shorter length) than the 9600-series, and also features unlimited clocking and the offset armature.
The image below shows the Powermaster 9100 starter installed on a big-block Chevy engine with the Sanderson C6 full-length header set. This is a manual-transmission application with a 168-tooth flywheel. Note that there is ample clearance between the header tubes and the starter.
Have questions? Please contact us.
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