Nowwhat said:Kiss my left nut Hillbilly.......I had to count to 10 before I even started the post.....
I knew he was readin this!LOLOL
my screen started glowing a bright red!:joyman:
cguru:
Headers or Not???
- Thread starter SERPENT
- Start date
I knew he was readin this!LOLOL
my screen started glowing a bright red!:joyman:
cguru:
Nowwhat said:
so whats wrong with goat farmin?:dontknow:
1Fast400
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Right now the fastest two quad cabs have headers.
Nowwhat said:
Okay, lets take these one at a time shall we.
"the ape likes headers 'cuz they are shiney" True.
"Stink likes them 'cuz they have the word "head" in them."
Well hell, that applies to me too.
"they both endorse them 'cuz they are old and they long for the days of big CI's, twin Holleys and tuning via a screwdriver and the color of a tailpipe"
Ahhhhhhh. The good old days.
How I miss them. "barbarians both of them" Well speaking for myself........ Guilty.
"and I can't prove it but I think they sodomize farm animals...
male ones"
Now that is a bald face lie.
Stinker and I have both discussed this in the past and we both like fema.................... Hey, wait a god damn minute here. You almost had me there. We're safe Stinker.
They don't have any pictures to prove anything.
Begood
Full Access Member
I like headers, and I am not a goat farmer. Do headers help? Yes. Are they a real big gain? No. Do they look cool? Yes. Each person must make the choice if headers are what they want, or not. If you can find headers at a real low price I say get them. Check the for sale ads.
Bill.
Do headers help? Yes. Are they a real big gain? No. Do they look cool? Yes. Each person must make the choice if headers are what they want, or not. If you can find headers at a real low price I say get them. Check the for sale ads.Bill.
Nowwhat said:ohhh FOR F$%CK SAKE......
The MAN ASKED ABOUT HEADERS ON A S/C APPLICATION...NOT HOW MUCH THEY MAKE ON A N/A DYNO OR HOW MUCH THEY IMPROVED A 1/4 TIME WITH OUT A S/C.....
DON'T GET THE FREAKIN HEADERS IF YOU HAVE A S/C.....
ADDING HEADS AND A CAM..?..GOING TO MATCH PORT YOUR INTAKE...?..THEN GET SOME $2500 HEADERS AND HAVE AT IT....you will need them and they will kick ass...
I went to DC performance this A.M. to confirm that I still don't need headers and I will be making 1100rwhp....
For the 400th time....when you install long tubes and see a big hp gain....a large portion of that gain is in the catless midpipes....yes....headers will get you 15rwhp on a N/A truck...now ask yourself if 15rwhp is worht the $$$$$$$$$
Headers look coool....they sound cool....but so does a CAI.....
Now for the serious side of this discussion.
It would be really nice if Dan would come on here and explain his reasoning for not using headers. I would really enjoy listening to his side of this.
harrisb
Full Access Member
I picked up my gibson shorties cheap. That's the only reason I'm sticking them on....and the whole bling factor
LOLOLL glad I'm safe!!!
my headers have these funny lookin hairdryers onem
my headers have these funny lookin hairdryers onem
Begood
Full Access Member
Yes Tony, and they sure are purdy. They are just a little pricy, if'n you know what I mean. If I could have em, I would though.
Bill.
Bill.
I keep sticking my head up ginst em?
hair dont get dry, just keeps gettin shorter:dontknow:
hair dont get dry, just keeps gettin shorter:dontknow:
Texas Yellow Fever
Full Access Member
Silverback said:
Me too, I don't think he'll ever convince me though...not using them for better performance defies logic...but what do I know.
The goal of headers is to make it easier for the engine to push exhaust gases out of the cylinders.
When you look at the four-stroke cycle in How Car Engines Work, you can see that the engine produces all of its power during the power stroke. The gasoline in the cylinder burns and expands during this stroke, generating power. The other three strokes are necessary evils required to make the power stroke possible. If these three strokes consume power, they are a drain on the engine.
During the exhaust stroke, a good way for an engine to lose power is through back pressure. The exhaust valve opens at the beginning of the exhaust stroke, and then the piston pushes the exhaust gases out of the cylinder. If there is any amount of resistance that the piston has to push against to force the exhaust gases out, power is wasted. Using two exhaust valves rather than one improves the flow by making the hole that the exhaust gases travel through larger.
In a normal engine, once the exhaust gases exit the cylinder they end up in the exhaust manifold. In a four-cylinder or eight-cylinder engine, there are four cylinders using the same manifold. From the manifold, the exhaust gases flow into one pipe toward the catalytic converter and the muffler. It turns out that the manifold can be an important source of back pressure because exhaust gases from one cylinder build up pressure in the manifold that affects the next cylinder that uses the manifold.
The idea behind an exhaust header is to eliminate the manifold's back pressure. Instead of a common manifold that all of the cylinders share, each cylinder gets its own exhaust pipe. These pipes come together in a larger pipe called the collector. The individual pipes are cut and bent so that each one is the same length as the others. By making them the same length, it guarantees that each cylinder's exhaust gases arrive in the collector spaced out equally so there is no back pressure generated by the cylinders sharing the collector.
When you look at the four-stroke cycle in How Car Engines Work, you can see that the engine produces all of its power during the power stroke. The gasoline in the cylinder burns and expands during this stroke, generating power. The other three strokes are necessary evils required to make the power stroke possible. If these three strokes consume power, they are a drain on the engine.
During the exhaust stroke, a good way for an engine to lose power is through back pressure. The exhaust valve opens at the beginning of the exhaust stroke, and then the piston pushes the exhaust gases out of the cylinder. If there is any amount of resistance that the piston has to push against to force the exhaust gases out, power is wasted. Using two exhaust valves rather than one improves the flow by making the hole that the exhaust gases travel through larger.
In a normal engine, once the exhaust gases exit the cylinder they end up in the exhaust manifold. In a four-cylinder or eight-cylinder engine, there are four cylinders using the same manifold. From the manifold, the exhaust gases flow into one pipe toward the catalytic converter and the muffler. It turns out that the manifold can be an important source of back pressure because exhaust gases from one cylinder build up pressure in the manifold that affects the next cylinder that uses the manifold.
The idea behind an exhaust header is to eliminate the manifold's back pressure. Instead of a common manifold that all of the cylinders share, each cylinder gets its own exhaust pipe. These pipes come together in a larger pipe called the collector. The individual pipes are cut and bent so that each one is the same length as the others. By making them the same length, it guarantees that each cylinder's exhaust gases arrive in the collector spaced out equally so there is no back pressure generated by the cylinders sharing the collector.
VA VIPERAM
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Stinker said:
Absolutely Correct!!
In addition to this, equal-length headers can actually create a scavenging effect (if the rest of the exhaust system is also efficient) and pull the fuel mixture into the chamber faster than the downward motion of the piston (during overlap obviously). With a good exhaust system, unrestricted intake, ported heads, and good cam timing, you can actually get your volumetric efficiency above 100%. BTW - VE peaks at the torque peak.
Hey Silverback - I was watching the news today. You didn't lose a foot recently did you? :laugh: :laugh:
Stinker said:
Not bad for a hillbilly.
:rock: One thing missing in that though. Equal length (more so than non-equal length) headers also create a scavanging effect, in that they draw the exhaust gases out, and to a certain affect draw in the intake charge during the cam overlap period.
Thats Dr. hillbilly sir
VA VIPERAM said:Absolutely Correct!!
In addition to this, equal-length headers can actually create a scavenging effect (if the rest of the exhaust system is also efficient) and pull the fuel mixture into the chamber faster than the downward motion of the piston (during overlap obviously). With a good exhaust system, unrestricted intake, ported heads, and good cam timing, you can actually get your volumetric efficiency above 100%. BTW - VE peaks at the torque peak.
Hey Silverback - I was watching the news today. You didn't lose a foot recently did you? :laugh: :laugh:
No, didn't loose a foot today.
Had both of them in my mouth at times yesterday, but that's over with. Looks like we were both on the same wavelength with our responses to Stinker, but you beat me to the "Submit Reply" button.
Nowwhat
Full Access Member
Silverback said:
Hey John...we are both talking about a S/C application right..?..'cuz I am not disagreeing with a H/C package....
for S/C's....the reason is the paxton likes a little backpressure....
VA VIPERAM
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SERPENT said:
Are you running a roots type blower (positive displacement) or a centrifugal blower (belt-driven turbo)?
Are you running the stock cam or a blower cam?
jrgnd
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Stinker said:DANG ! THANKS BRO!!:rock: :rock:
I knew there was something with the bisannis and the paxtons.
I jsut had it backwards!LOLL imagine that!
When you gonna blow that thing up so we can put a monster in there:questionmark:
After I do my 10s pass on a stock motor...
94rt10ohio
Full Access Member
1Fast400 said:
Matches me 100%, the cab actaully has a vibration sometimes from the exhaust, but I love it!
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