GENERALIZED STATEMENT LACKING SUBSTANTIAL PROOF REGARDING LOGISTICAL VARIABLES OF TESTING MERIT:
</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">LIE:LONG-TUBE HEADERS MAKE MORE HORSEPOWER THAN SHORT-TUBE HEADERS.

THE AVERAGE STREET PERFORMANCE VEHICLE DOESN'T PRODUCE ENOUGH HORSEPOWER TO TAKE ADVANTAGE OF A LONG-TUBE-HEADER DESIGN.RESEARCH HAS FOUND THAT ENGINES UNDER 400 HP ACTUALLY PRODUCE MORE POWER THROUGH A PAIR OF 50-STATE-LEGAL SHORTY HEADERS THAN A PAIR OF STRIP LONG TUBE HEADERS.</font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">This may come off a bit harsh, but WHOSE research / testing?
Under what conditions?
On what vehicles?
With what motor?

If this is a general statement to hold true to all vehicles/motors I have conclusive customer dyno testing to completely show the opposite is true:

96' LT1 Impala SS, SII heads with CC306 cam, K&N intake, custom H-pipe, no cats, no resonators, PI 3600 converter & ASM Shorty 50 state legal coated headers.

Dyno: 377 RWHP 411 RWTQ
ET: 13.2 @ 104 mph

Removed ASM headers and installed G-hahn LT 4-1 w/3" collector - replaced OEM head pipe to accomodate LT's

Dyno: 391 RWHP 419 RWTQ
ET: 12.9 @ 107 mph

With regard to the new trucks very few people have seen > 10 HP with the addition of shorties on 4.8/5.3/6.0 trucks. The majority of users including myself have seen 15-25 RWHP gain with the addition of mid-length and LT style headers. I can't see how oyu would believe a company which engineered a header for a specific application would not seek to at lease provide a product which would substantiate its existance by offer something more than its next best alternative.

Richard

 

lol, this thread is going nowhere <img border="0" alt="[judgement]" title="" src="graemlins/gr_judge.gif" />

Everyone is saying different things. Me confused. <img border="0" title="" alt="[Sad]" src="gr_sad.gif" /> I am STILL boggled about headers, and always hopin to find a thread that helps my decision ..... <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> Maybe by the time I pull some money outta my ***, i'll have a decision made.....

I do remember Daren wasn't too happy with his headers, basically said they were crap.....I'm gonna cross Gibson off the list......as I have heard 2 bad things, and not 1 good thing....

 

Screw what everybody sas get what you want and whats good for you and the price you want to pay. Forget everyone else and get what you want that is the only way you will be happy...
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Extreme vaporizer review

 

ahhh, don't get me wrong, I rely on dyno #s, not much at all on opinions and butt dynos.......I just want numbers, dyno numbers! <img border="0" alt="[judgement]" title="" src="graemlins/gr_judge.gif" />

There is a reason though that everyone has an opinion, and usually/hopefully its gathered from factual information....hearing multiple negative things and not one positive on a product does say something.....If the dyno proves opposite, then the opinion means nothing.....which is why I want #s

Eitherway, I've been leaning towards long tubes/midlengths.....

 

I don't have the most accurate dyno comparision (for a manifold to LT swap) but when I went from stock to the ASM LTs, cutouts and my Homemade Intake I picked up 30 RWHP and 15 RWTQ. I estimate these numbers to be a bit low as my orignal dyno was on a day with nearly 15* lower in temps and while it was done on the same dyno the two dyno sessions were over 2 months apart.

Richard

 

Cut outs just a fancy name for open headers...Cap it and find out the real #'s. It won't be the same...
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Fix Ps3

 

DJ.MIX did you really say that shorty will perform as well as long tubes? I think you meant that a larger diameter header will not see significant e.t. gains over smaller (i.e. 1 7/8" vs 1 5/8") due to the volumetric efficiencies, or lack there of, that inherrently hamper small block naturally aspirated street cars (under 7000 rpm). In all reality you might see a drop off in torque production when taking the median numbers. That certainly warrents merrit.

On the other hand, what the hell does logistical variables have to do with ANYTHING? How does logistics come into play? Climate, tempurature, barometric pressure, altitude, air density, all can be considered variables with which a motors efficiency or power production can be affected. Perhaps you simply missused the word. <img border="0" title="" alt="[Confused]" src="images/icons/confused.gif" />

 

LIE:LONG-TUBE HEADERS MAKE MORE HORSEPOWER THAN SHORT-TUBE HEADERS.

THE AVERAGE STREET PERFORMANCE VEHICLE DOESN'T PRODUCE ENOUGH HORSEPOWER TO TAKE ADVANTAGE OF A LONG-TUBE-HEADER DESIGN.RESEARCH HAS FOUND THAT ENGINES UNDER 400 HP ACTUALLY PRODUCE MORE POWER THROUGH A PAIR OF 50-STATE-LEGAL SHORTY HEADERS THAN A PAIR OF STRIP LONG TUBE HEADERS. <img border="0" alt="[Burnout]" title="" src="graemlins/burnout.gif" />