The driver side header must go in from the bottom. This is not because of any interference with the Vortech; rather, the obstruction lies in the close proximity of the PCM to the cylinder head. During the insertion process, the hanging steering coupling gets in the way and has to be lifted to the right spot to give adequate clearance for the header to slip in. Note the rear primary's shape; its contours are designed to provide additional clearance around the steering linkage that other systems can't provide. | 
While clearance for tightening the header bolts on the driver side is more than adequate, one can see the computer and its heat shield needlessly cramping the area; again, the computer was moved for the 2005 model year. However, SLP is able to have the primaries come as straight off the port as possible, improving flow over other header designs, which can have the exhaust encounter sharp "shear" shapes or a cut section soon after entering the header (SLP's headers feature predominantly single piece primaries.) Don't forget to reconnect the plug for the coolant temperature sensor at the front of the header (view obstructed by a hose here); failure to do so will not only throw a warning light on the dash, but the computer will also be fooled into adding ignition timing, which is exceptionally bad! | 
Getting the steering linkage to slide back together in its now-more-cramped space takes a little patience. Basically, it must be lined up simultaneously with the rack being put back on to its mounts. Take your time; don't force it. Although this space is more restricted than before, SLP says that "a competitor's header we tested was so tight in this area that it was like poking a donut hole through a donut. Besides looking really amateur and hokey, this isn't safe. With our design, the clearance around the steering mechanism is as big as we could possibly make it. There is room to make long tube headers work properly on these cars without boiling up the steering rack, despite some people's doubt." |
Use SLP's provided nut on the steering linkage; torque to 20 lb-ft. Access will be hindered slightly if one did not turn the steering wheel to the left enough before taking the linkage apart. This was the case with us, but fortunately some extensions and a swivel let us get to the nut just fine. | 
The next challenge is to reconnect the power steering lines behind the pump (the ones visible didn't have to come off, remember!). Access to them was much more difficult than during their removal, with the long tube primaries interfering with getting a full-size wrench behind. Line wrenches were no longer an option and we actually ended up fabricating a stubby 5/8 open end. Make sure the lines are fully in place in the pump before attempting to tighten them; even if the nut threads, it doesn't mean the flare inside has seated properly! | 
The stock front oxygen sensors are now installed in the header collectors. Use some anti-seize on the threads. Zip ties will be needed to hold their wiring away from the header primaries. |