This is just an idea. The parts are held together with stiff springs, and safety wired with the wire (many strands) left loose between parts. The wire is run through the springs so if a spring breaks the pieces will be retained.

 

The straight run out of the engine adds to power. The length of the straight run adds to room inside the cowl. So there is a flex joint at the engine, and another flex joint at the collector. The engine can move about to some extent when mounted in rubber. A rigid header or homogenizing muffler without a slip joint stresses the rotor housings. So the stub tubes are tight on the engine, and cannot impart any stress.

 

The overall point is to allow for an external muffler below one side of the cowl.

 

If there is minimal back pressure, the joints will be at lower than local air pressure, so, in the event of any leak  will pull in cool air. And not leak exhaust gasses into the cowl. 

 

The stub tubes are sealed to the rotor housings with silicone. No gasket is used.

 

The larger holes in the tabs would have a strap between them. The skirted aircraft screws and stainless washers would be held loosely by not tightening the jet nuts all the  way tight. It is just a safety device.

(used on race cars).

 

The springs maintain a constant pressure on each joint.

 

The rotor housings are a bit more flexible than would be ideal. A slip joint in one or the other primary header pipes eliminates stresses to the rotor housings. Easy to manufacture, helps eliminate cracking in headers and down pipes.

 

Allows for rigid mounting of the muffler system without stressing the headers.

 

 

Lynn E. Hanover