MyBlackRocZ

i am looking in to gettin some headers and i definatly wanna go wit slp headers but am confused on what size to get. My mods are in my sig. Ive heard the 1 5/8 are for low end torque and the 1 3/4 are for top end power. it is a daily driver and i do wanna add power at 5000 while sacraficing torque at 2500. Im also thinking of doin a slp 2600 stall converter and slp runners if that makes a difference. Any input is grealy appreciated.

also as i side note i noticed that slp put 1 5/8 headers on the 91-92 firehawks. is that because of the low end torque or cuz they simply didnt have 1 3/4 headers

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1987 Camaro IrocZ
B2L 350
90 corvette Engine swap(ground crank on original)
borla catback
free hp mods
modefied airbox
jet airfoil


tag: EYEROCK

Words to live by:"The surgeon general never said anything about smokin a ford"

91RedBigFinZ

I thought the 1 5/8" were for 305s and the 1 3/4" were for 350s. Doug

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Central Indiana Camaro Club member since Oct. 2000
1991 Z28 - 51,000 miles.
All power options leather. 350 TPI:
K&N; Airfoil; Custom 'Ram-Air'; Slp Runners;Poweraid TB spacer;
Fastchip;
SLP Headers; Borla Catback 50% open; Dual factory Cats;
March underdrive pulleys;
Accel Extreme 9000 wires, Accel coil; Hypertech rotor & cap; NGK platinum plugs;
Manual fan switch;
TB coolant bypass; smog pump delete
Pirelli P7000 Z245/50/R16 all season tires;
Energy suspention motor mounts
S Cobra Radar Detector; Z28 SS Floormats;
Technalon IV car cover (now on my dad'a 2000 Berger SS).

MyBlackRocZ

thats what slp says but then i noticed that the fire hawk which had 350 hp and 390 trq had 1 5/8 headers

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1987 Camaro IrocZ
B2L 350
90 corvette Engine swap(ground crank on original)
borla catback
free hp mods
modefied airbox
jet airfoil


tag: EYEROCK

Words to live by:"The surgeon general never said anything about smokin a ford"

Pukka

I don't have first hand experience...but the general consensus here is to use 1 3/4 headers on heavily modded 350's

I haven't noticed any major torque loss since I had mine installed, but I would have to drive a 305 with a smaller ehaust to really see if there was a noticeable difference.

My belief is that I can always mod/swap engine or components to get hp/torque and the headers will never be a restriction

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92 Camaro RS, LO3, 5-spd, T-tops

Performance:
K&N Open Air Filter, Edelbrock performer TBI intake, Fastchip Prom, Timing +4 degrees, Centerforce clutch, Xact 8mm wires, SLP 1 3/4" Headers (coated), Flowmaster Catback Exhaust, Z28 Grille w/aftmkt fog lamps
Electronics:
Alpine 8030 Alarm System, Valentine One Radar Detector (How did I ever drive without one?), Pioneer DEH 7450 Head Unit w/6-pack CD changer, Pioneer DEQ 7600 Sound Processor, 2 Kenwood KAC-846 Amps powering 2 12" Pro Red subs, 2 Pioneer 6x9 and 2 MTX 4x6 speakers.
NEXT UP: TBI mods, 3.42 gears w/Torsen posi

L98FORM89

In Lingenfelter's book it says a 350 with up to 400hp use 1 5/8, up to 450hp use 1 1/2 and for 500hp use 1 7/8.

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89 formula 350, 73000k, 9-bolt 3.27, gutted MAF,dynomax muffler,gutted air box,kn,accel coil wires,dunlop 60/235
g-tech best(9 runs)14.48@101.1 0-60=5.91
track best(3 runs muncie,in 88 degrees)14.51@96.0 60' 2.089
in the garage waiting to go in are alum. L98 heads(bowl job by scoggins-dickey),ported high-flo edelbrock base,SLP runners, Jethot coated SLP 1 5/8 headers,zz3 cam 208/221 .474/510,1LE alum. driveshaft,TCI 2200 stall,LPE feul reg.,TPIS air foil,Flowmaster ForceII cat back,Gold crane 1.5 rollers,Eagle forged 5.7 rods,TRW Speed-Pro forged -21cc dish pistons,lots of ARP bolts,