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| − | ==Summary of header design principles==
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| − | #A "shortie" or a "block hugger" flows better than a stock manifold, and helps to produce more power than stock. However, it is not technically considered a header. They are easier to install in a stock style exhaust system, which makes them attractive.
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| − | #Bigger diameter primary tubes are NOT better in most street applications.
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| − | #The torque/power boost available from a header will occur at a specific RPM that can be easily determined. The price paid for this boost is likely lower power at other RPMs. All engine design is compromise.
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| − | #Equal primary tube length is very important for tuning and power output, but not to the point of obsessing over it. A regular Tri Y or 4-1 header will work wonders over the stock manifolds.
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| − | #A long and smooth collector is a good thing.
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| − | #Just like header tube size, be reasonable with the size of your exhaust system.
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| − | One thing that has not been discussed is the unequal firing order from one bank to the other. I did an research paper on Exhaust tuning when I was in college, A Jaguar racing engine had %105 volumetric efficiency,,, the torque peaks vs rpm looked like the grand teton mountains Start with a sheet of graph paper and draw the engine in plan view then draw a line 8 blocks long from cylinder no 1 . a line 7 blocks from cylinder firing next.... 6 blocks from the cylinder that fired third etc and so on following the firing order. . You will see the lines are not uniformly distributed , the ford 63 indy engine had the "bundle of snakes" exhaust system on the top with pipes crossing over to have 4 equally spaced exhaust charges in each exhaust header, some race car headers had pipes crossing under the trans to get equal charging in each header
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| | ==See also== | | ==See also== |
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