Header design

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 In the street rod world, absolute mechanical efficiency often takes a back seat to appearance, clearance issues, and ease of installation. However, most of us overlook the benefits of a properly designed and built header and how it can improve drivability, power output and fuel economy. If you are building headers or modifying existing headers, why not try to keep the physical operation of a header in mind while working on it?
-==Collector==
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-===Argument for smaller collectors===
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-Ever see a car header with 1 5/8" primaries that had a 2 1/2" collector? Hooker makes them for trucks, but you don't see them for cars. But that is the optimum diameter for many street headers. Run that right into a 2 1/2" exhaust and you have a sweet system with lots of torque where you need it, and better fuel economy to boot. The collector should have a smooth, gentle shape from the four tube area down to the final diameter to keep things moving smoothly.
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-If you have very healthy big block, are running a blower, some turbo, or have a ton of nitrous, a 3" header may be appropriate. However, about the only street application of the monster 3" diameter pipe is when you count on having an engine with large gobs of top-end power. Otherwise, velocity is king in exhaust and 3" is probably too big to keep the speed of the gases up in the exhaust, and there goes that bottom end torque again! Many recommend either 2 1/4" or 2 1/2" diameter pipe for street V-8's.
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-===Argument for larger collectors===
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-A larger than needed exhaust won't necessarily "kill" your low end torque. Any respectable engine that makes low end power will continue to make low end power regardless of the sewer pipe exhaust. SOME power may be lost, yes. Usually not enough to make a difference on MOST V8 engines that are even close to being tuned right. Even a stock big block can make complete use of a 3" single exhaust system. Some even come with that size STOCK.
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-The majority of "lost" torque is now in the midrange of the engine's powerband. This will help with highway driving and towing, and provide better passing power when needed. This more powerful midrange will always make the low end seem less powerful, simply because the engine pulls better in a different part of the RPM range. Most people that "think" they lost low end power are simply noticing that the engine pulls better in a different way, even if NO low end power was ever lost.
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 ==Summary of header design principles==

Header design

Revision as of 23:35, 6 February 2009

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