HP Gain with stillen headers and catback exhaust
#16
07-28-2007, 03:14 PM
#20
07-28-2007, 10:12 PM
#21
07-29-2007, 12:32 AM
Originally Posted by Dan in St Louis
Sure they would. They like the sound or the looks. Look at the ricers out there with orange juice cans at the end of their tailpipes!
-Sean
#22
08-02-2007, 11:03 AM
It's not rocket science to design a decent header and all the makes of headers tend to make roughly the same power. The problems with headers on our motors is this:
1) All the aftermarket headers (except for for one set that costs about $3K) are basically a "shorty" design. Shorty headers are not known for making big gains. Even on big engines like Chevy's LT1/LS1/L98 you'll be lucky to see to 8whp with shorty header and those OEM manifolds are far more restrictive than the VQ's. The domestic guys don't waste their time with shorty headers because the gains are simply not there compared to longtube headers. People say Crawford, Alphaworks, etc headers are longtube, but they're seriously mistaken. Longtube headers have super long primary pipes (24"+) and the aftermarket headers for the VQ are lucky to see 15"-18" and they're very convuluted.
2) The factory tubular manifolds aren't that restrictive. They're a bit ugly, but they can flow pretty good across the entire operating range.
From what I've seen, you'll see an average powerband gain of about 5whp with most any aftermarket header on the VQ with some peak gains nearing 10whp. However, average power across the powerband is what accelerates you, not a 10whp blip from 6200-6400rpms. Headers can cause a brief bog in acceleration off the line which doesn't sound like a big deal, but it is a huge deal if you're concerned about 1/4 mile performance. It is far more important to ET to get off the line hard (0-40mph) than to accelerate a little harder above 70mph.
1) All the aftermarket headers (except for for one set that costs about $3K) are basically a "shorty" design. Shorty headers are not known for making big gains. Even on big engines like Chevy's LT1/LS1/L98 you'll be lucky to see to 8whp with shorty header and those OEM manifolds are far more restrictive than the VQ's. The domestic guys don't waste their time with shorty headers because the gains are simply not there compared to longtube headers. People say Crawford, Alphaworks, etc headers are longtube, but they're seriously mistaken. Longtube headers have super long primary pipes (24"+) and the aftermarket headers for the VQ are lucky to see 15"-18" and they're very convuluted.
2) The factory tubular manifolds aren't that restrictive. They're a bit ugly, but they can flow pretty good across the entire operating range.
From what I've seen, you'll see an average powerband gain of about 5whp with most any aftermarket header on the VQ with some peak gains nearing 10whp. However, average power across the powerband is what accelerates you, not a 10whp blip from 6200-6400rpms. Headers can cause a brief bog in acceleration off the line which doesn't sound like a big deal, but it is a huge deal if you're concerned about 1/4 mile performance. It is far more important to ET to get off the line hard (0-40mph) than to accelerate a little harder above 70mph.
#23
08-02-2007, 02:17 PM
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#24
08-02-2007, 04:36 PM
Originally Posted by DaveB
It's not rocket science to design a decent header and all the makes of headers tend to make roughly the same power. The problems with headers on our motors is this:
1) All the aftermarket headers (except for for one set that costs about $3K) are basically a "shorty" design. Shorty headers are not known for making big gains. Even on big engines like Chevy's LT1/LS1/L98 you'll be lucky to see to 8whp with shorty header and those OEM manifolds are far more restrictive than the VQ's. The domestic guys don't waste their time with shorty headers because the gains are simply not there compared to longtube headers. People say Crawford, Alphaworks, etc headers are longtube, but they're seriously mistaken. Longtube headers have super long primary pipes (24"+) and the aftermarket headers for the VQ are lucky to see 15"-18" and they're very convuluted.
2) The factory tubular manifolds aren't that restrictive. They're a bit ugly, but they can flow pretty good across the entire operating range.
From what I've seen, you'll see an average powerband gain of about 5whp with most any aftermarket header on the VQ with some peak gains nearing 10whp. However, average power across the powerband is what accelerates you, not a 10whp blip from 6200-6400rpms. Headers can cause a brief bog in acceleration off the line which doesn't sound like a big deal, but it is a huge deal if you're concerned about 1/4 mile performance. It is far more important to ET to get off the line hard (0-40mph) than to accelerate a little harder above 70mph.
1) All the aftermarket headers (except for for one set that costs about $3K) are basically a "shorty" design. Shorty headers are not known for making big gains. Even on big engines like Chevy's LT1/LS1/L98 you'll be lucky to see to 8whp with shorty header and those OEM manifolds are far more restrictive than the VQ's. The domestic guys don't waste their time with shorty headers because the gains are simply not there compared to longtube headers. People say Crawford, Alphaworks, etc headers are longtube, but they're seriously mistaken. Longtube headers have super long primary pipes (24"+) and the aftermarket headers for the VQ are lucky to see 15"-18" and they're very convuluted.
2) The factory tubular manifolds aren't that restrictive. They're a bit ugly, but they can flow pretty good across the entire operating range.
From what I've seen, you'll see an average powerband gain of about 5whp with most any aftermarket header on the VQ with some peak gains nearing 10whp. However, average power across the powerband is what accelerates you, not a 10whp blip from 6200-6400rpms. Headers can cause a brief bog in acceleration off the line which doesn't sound like a big deal, but it is a huge deal if you're concerned about 1/4 mile performance. It is far more important to ET to get off the line hard (0-40mph) than to accelerate a little harder above 70mph.
Last edited by sloppymax; 08-02-2007 at 04:39 PM.
#26
03-08-2012, 01:11 PM
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