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This is a discussion on Headers within the Performance Mods forums, part of the Viper Truck SRT-10 Discussion category!
Be sure to ceramic coat whichever headers you decide to go with. Makes a tremendous under-hood temperature difference....



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  #21 (permalink)  
Old 11-01-2018, 07:24 PM
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Be sure to ceramic coat whichever headers you decide to go with. Makes a tremendous under-hood temperature difference.

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Old 11-01-2018, 09:45 PM
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Originally Posted by Silver05 View Post
Beautiful truck ! Is the NA63 a good cam ?
Yes sir. 540hp with 577lbs of tq na . But im swapping it out because im going back to a supercharger.
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Old 11-02-2018, 09:19 AM
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Originally Posted by sleepersrt10 View Post
Be sure to ceramic coat whichever headers you decide to go with. Makes a tremendous under-hood temperature difference.

Like he said- ^^^^^

HUGE difference in heat reduction.
Much easier on parts (like wiring harnesses and such).
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2005 QC N.A.
624 Wheel HP x 1.27 = 800-'ish flywheel (?)
Fully-Built 11:1 Pump-Gas
15.0 L/100 km. or 15.68 U.S. Miles Per Gallon
5600 pounds
[email protected] MPH in "D" for Drive

No Power Adders
Full B&B Exhaust with (4) Cats
Unported Street-Striker Heads w Custom Roller
Unported O.E.M. Intake Manifold
FSTJACK Hand-Ported TB
MONSTER R/X Dual-Vacuum Catch-Can
A fully-built 48RE transmission that actually keeps working!
Tuned by Maestro Chris Jensen
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  #24 (permalink)  
Old 11-08-2018, 10:04 AM
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To Phsycos question
I can appreciate your statement. Do you have dyno proven or trap speed differences to show the power change?

Thought I would chime in, with my header experience (billy boat full exhaust, no cats).
When the truck was stock it ran a consistent 13.6 on 2 different nights. I installed the header system and then ran 14.2s on 2 different nights. I then added a throttle body and aftermarket tune and immediately ran 13.2s consistently.
Not sure this answers any questions other than adding bolt on parts without modding your tune could result in a slower vehicle.

If you had asked me after installing the headers, if there was any power gain? I would have said hell yeah!! but it did not translate to the track.
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Old 11-09-2018, 09:23 AM
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Quote:
Originally Posted by Kopack_05 View Post
To Phsycos question
I can appreciate your statement. Do you have dyno proven or trap speed differences to show the power change?

Thought I would chime in, with my header experience (billy boat full exhaust, no cats).
When the truck was stock it ran a consistent 13.6 on 2 different nights. I installed the header system and then ran 14.2s on 2 different nights. I then added a throttle body and aftermarket tune and immediately ran 13.2s consistently.
Not sure this answers any questions other than adding bolt on parts without modding your tune could result in a slower vehicle.

If you had asked me after installing the headers, if there was any power gain? I would have said hell yeah!! but it did not translate to the track.
Great Feedback I does show that noise can be a placebo effect. Like a Hardly Ableson, they have a unique way of converting fuel into noise without the side effect of acceleration..

I had a similar experience, just WITHOUT headers. When I ran my RC 100% stock with ONLY a K&N drop in filter, It ran 13.3 @ 106 mph. Keep in mind that we (Arizona) typically do NOT have very good DA. It is dry, however, not oxygen rich (no trees), never really above 30.00 in hg. and our strip is around 1,200 above sea level.
AFTER I had my full B&B manifold back exhaust installed, I then dropped in my 91 octane "canned" tune, there was no "seat of the pants" difference. 1/4 mile runs showed .2 -.3 slower with a slight loss of trap speed (1-2 mph.) 13.5's @ 104-105 mph.
I installed an AEM wideband from JTSVP along with the B&B exhaust. This revealed how rich the tune was. To Torrie's credit....SAFE rich. Above 5000 rpm it was UNDER 11:1 even with the free flowing new exhaust. After adding the all important Monster RX catch can.. (this allows you to safely LEAN out your tune at high RPM and not risk detonation from hot oil fumes in your intake) and then running three test sessions (on road / 74* / 4th gear / 190* op. temp.) logging A/F and conditions, Torrie developed a custom map based off my feedback.
Talk about a transformation! More power everywhere at WOT. With the B&B, power under peak is most impressive. However, the top end of each gear has the punch to go with it. Now it runs in the sweet spot of 12.7-12.8:1 above 4,000 - 5,600 rpm.
My second session at the track showed positive gains. With stock tires, 60 ft. never went below 1.9's, however, E.T dropped to 13.0's - 13.2's and trap speed up to 107mph. Actually, 60 ft. times were a bit more difficult to keep as low as I was getting stock due to the improved torque at low rpm.
Lastly, I added some simple, proven mods.... BBK TB, UD pulley and indexing a fresh set of plugs. Torrie added a "touch" of advance to the maps timing and on my last track test session showed an impressive dip into the 12's (12.90's) with trap speeds sneaking up on mid 108's.
Note the engine operating temperature staying in the 190 range. This retains the important chamber heat and the "just rich enough" map with the stock cold air feed allows the charge to stay cool and happy
Covert these #s to sea level and you have some impressive results! Enough to humble my buddy with his 2017 392 Scat Pack Charger

These results showed me how well the stock manifolds are. It also shows how your tune is more important than the mods as a whole. I never really would consider changing to headers for all the complications that can go with them. B&B claims that their headers will add another 15 H.P. to the full manifold back system?!? I cannot say it would be worth the cost and headache. I'd consider headers if you were going with heads, cam etc. Then I could see headers adding to "the combination". I'd rather acid etch and Jet Hot coat the stock manifolds instead. Pick up about 15% in volume and retain even more heat within the cast iron logs.
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2005 Black RC Born on April, 22nd., 16th hour of 2005: BBK, JTSVP Gen II Shifter, JTSVP Under Drive Pulley, K&N Drop-In, Demon Coils, B&B Manifold Back Exhaust w/ Hi flow Cats, SCT Tuned by Torrie, RX Monster Catch Can, JMB QA1 "kicker" shock, Polyurethane Suspension / Sway bar Bushings, AEM Wideband, Raptor Shift Light, Dynamat Interior, JTSVP Oil Cooler lines, 70/30 DiH2O/Dexcool Mix w/ Water Wetter, ALL fluids Synthetic and a few "sneaky" aero mods

2000 ZX1270R, 200 H.P. / 111 Ft. Lbs.
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  #26 (permalink)  
Old 11-09-2018, 10:22 PM
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Quote:
Originally Posted by Psycho1122 View Post
Great Feedback I does show that noise can be a placebo effect. Like a Hardly Ableson, they have a unique way of converting fuel into noise without the side effect of acceleration..

I had a similar experience, just WITHOUT headers. When I ran my RC 100% stock with ONLY a K&N drop in filter, It ran 13.3 @ 106 mph. Keep in mind that we (Arizona) typically do NOT have very good DA. It is dry, however, not oxygen rich (no trees), never really above 30.00 in hg. and our strip is around 1,200 above sea level.
AFTER I had my full B&B manifold back exhaust installed, I then dropped in my 91 octane "canned" tune, there was no "seat of the pants" difference. 1/4 mile runs showed .2 -.3 slower with a slight loss of trap speed (1-2 mph.) 13.5's @ 104-105 mph.
I installed an AEM wideband from JTSVP along with the B&B exhaust. This revealed how rich the tune was. To Torrie's credit....SAFE rich. Above 5000 rpm it was UNDER 11:1 even with the free flowing new exhaust. After adding the all important Monster RX catch can.. (this allows you to safely LEAN out your tune at high RPM and not risk detonation from hot oil fumes in your intake) and then running three test sessions (on road / 74* / 4th gear / 190* op. temp.) logging A/F and conditions, Torrie developed a custom map based off my feedback.
Talk about a transformation! More power everywhere at WOT. With the B&B, power under peak is most impressive. However, the top end of each gear has the punch to go with it. Now it runs in the sweet spot of 12.7-12.8:1 above 4,000 - 5,600 rpm.
My second session at the track showed positive gains. With stock tires, 60 ft. never went below 1.9's, however, E.T dropped to 13.0's - 13.2's and trap speed up to 107mph. Actually, 60 ft. times were a bit more difficult to keep as low as I was getting stock due to the improved torque at low rpm.
Lastly, I added some simple, proven mods.... BBK TB, UD pulley and indexing a fresh set of plugs. Torrie added a "touch" of advance to the maps timing and on my last track test session showed an impressive dip into the 12's (12.90's) with trap speeds sneaking up on mid 108's.
Note the engine operating temperature staying in the 190 range. This retains the important chamber heat and the "just rich enough" map with the stock cold air feed allows the charge to stay cool and happy
Covert these #s to sea level and you have some impressive results! Enough to humble my buddy with his 2017 392 Scat Pack Charger

These results showed me how well the stock manifolds are. It also shows how your tune is more important than the mods as a whole. I never really would consider changing to headers for all the complications that can go with them. B&B claims that their headers will add another 15 H.P. to the full manifold back system?!? I cannot say it would be worth the cost and headache. I'd consider headers if you were going with heads, cam etc. Then I could see headers adding to "the combination". I'd rather acid etch and Jet Hot coat the stock manifolds instead. Pick up about 15% in volume and retain even more heat within the cast iron logs.
Is there someone or somewhere y'all recommend about sending the manafolds to for that type of process?
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  #27 (permalink)  
Old 11-10-2018, 01:55 AM
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The fact Psycho1122 went through “complications and headaches” installing headers is more informative on his competency than his long winded dissertation.

With that said, E (SRT2SLOW) knows a place here in Cali that can do it. Shoot him a PM.
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  #28 (permalink)  
Old 11-10-2018, 09:53 AM
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Quote:
Originally Posted by 6speedquadcab View Post
The fact Psycho1122 went through “complications and headaches” installing headers is more informative on his competency than his long winded dissertation.

With that said, E (SRT2SLOW) knows a place here in Cali that can do it. Shoot him a PM.


The Fact's on headers represent themselves Mr. 5 1/2 speed...
Pro's and con's with headers have been well documented here and elsewhere long before you showed up. Competent research shows headers on these engines will provide benefits that "justify the cost" when part of a higher than stock VE and BMEP engine package (heads/head-work, cam, increased compression & RPM, Etc.).
- rottenronnie's threads and posts are a great example.

Since "Data" and "comparisons" in real world conditions are "long winded", I will start utilizing a variety of Acronym's to help with your ADHD. I also can discern that your issue is a PBKAC.

To assist Ghost05, I have information on the Acid Etching process. Just PM me and I can e-mail it to you. Also, after doing the etching process, you can have them coated here...
https://www.jet-hot.com/coatings/

Cheers!
THEWELSHM and Ghost05 like this.
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2005 Black RC Born on April, 22nd., 16th hour of 2005: BBK, JTSVP Gen II Shifter, JTSVP Under Drive Pulley, K&N Drop-In, Demon Coils, B&B Manifold Back Exhaust w/ Hi flow Cats, SCT Tuned by Torrie, RX Monster Catch Can, JMB QA1 "kicker" shock, Polyurethane Suspension / Sway bar Bushings, AEM Wideband, Raptor Shift Light, Dynamat Interior, JTSVP Oil Cooler lines, 70/30 DiH2O/Dexcool Mix w/ Water Wetter, ALL fluids Synthetic and a few "sneaky" aero mods

2000 ZX1270R, 200 H.P. / 111 Ft. Lbs.

Last edited by Psycho1122; 11-10-2018 at 09:58 AM. Reason: Include a link
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  #29 (permalink)  
Old 11-10-2018, 12:25 PM
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Hello Fellas-
As our exhaust manifolds seem to suffer from some core-shift, and an acid process can't really see where it is going, grab a reasonably robust hand held grinder and cutting stones and open them up to gasket size in the areas that need it. That is the only way to be able to "do it right". Pay attention as some of the ports are rather thin on one side and thicker on the other.

You won't get a scavenging effect with manifolds like you get with headers: An exhaust pulse leaves the port, travels down the pipe, hits the much larger collector area then (oddly) reflects a sound-wave backwards toward the engine. IF the primary pipe diameter, and length is correct, it will block some of the intake charge from leaving the cylinder.

This phenomenon occurs during the overlap cycle and Engineers call this "Rarefaction". This is a main function of a well-designed header...Ever notice the way the pipes merge in the collector and (some) manufacturers try to pair the cylinders side-by-side to assist one another when scavenging, and additional tricks are used to smooth the flow? Considerable thought can go into header design.

Now that overlap "numbers" are way down compared to older engines with older cam grinds, headers seem to have less affect on power than they used to in years gone by.

Arguably, induction systems upstream of the heads, cylinder head design, oem exhaust systems and such are SO much better than they used to be and headers aren't as needed.

In my own engine (where virtually everything has been modified or tweaked), the header purchase was an expensive purchase for the performance gained. Are headers better for performance than cast iron manifolds? Sure.

Saturday morning ramblings...
Slitherbeast and Psycho1122 like this.
__________________
2005 QC N.A.
624 Wheel HP x 1.27 = 800-'ish flywheel (?)
Fully-Built 11:1 Pump-Gas
15.0 L/100 km. or 15.68 U.S. Miles Per Gallon
5600 pounds
[email protected] MPH in "D" for Drive

No Power Adders
Full B&B Exhaust with (4) Cats
Unported Street-Striker Heads w Custom Roller
Unported O.E.M. Intake Manifold
FSTJACK Hand-Ported TB
MONSTER R/X Dual-Vacuum Catch-Can
A fully-built 48RE transmission that actually keeps working!
Tuned by Maestro Chris Jensen

Last edited by rottenronnie; 11-10-2018 at 01:40 PM.
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  #30 (permalink)  
Old 11-10-2018, 06:23 PM
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Quote:
Originally Posted by Psycho1122 View Post


The Fact's on headers represent themselves Mr. 5 1/2 speed...
Pro's and con's with headers have been well documented here and elsewhere long before you showed up. Competent research shows headers on these engines will provide benefits that "justify the cost" when part of a higher than stock VE and BMEP engine package (heads/head-work, cam, increased compression & RPM, Etc.).
- rottenronnie's threads and posts are a great example.

Since "Data" and "comparisons" in real world conditions are "long winded", I will start utilizing a variety of Acronym's to help with your ADHD. I also can discern that your issue is a PBKAC.

To assist Ghost05, I have information on the Acid Etching process. Just PM me and I can e-mail it to you. Also, after doing the etching process, you can have them coated here...
https://www.jet-hot.com/coatings/

Cheers!
Again with the long winded rant and didn’t even pick up the fact I’m clowning on his headaches more like labor pains installing headers on a truck with a big ass engine bay. Man the fuck up. You time taken on this long reply could of been put to better use like paying close attention Nancyboy1122.
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