The question is to install headers on new engine before installation or after engine is in the engine bay. I have 1986 Trans Am with a 305 TPI engine. I have the Edelbrock TES Chrome headers for my car. Since finding this web site I have seen a lot of feed back and not all positive on the headers that I brought and no real do not keep them either.

I have had other headers on my other muscle cars, but no headers on my other Trans Ams to date. I have not seen any Trans Am's or IROC's on the street with any headers at all on them in my local area in my body style.

So the next question is do I return my headers and move up to the Hooker 2055 series or keep what looks nice to me?

Looking for insights
Mike

 

Install them with the engine out of the car. If you already have the tes then stick with them, otherwise the 2055's would be a better choice.

 

Lay the drivers side header in place before you drop the engine. That way you wont have to disconnect the steering shaft. The pass side will drop in from the top after the engine is in place.

 

:hail: HOOKER HEADERS RULE!!!!! :hail:

 

Hey guys, NOBODY really has pointed out in writing that hooker is better to anyone else out there. Not trying to **** off anyone here. So my question what makes them better. Everybody says that they fit better is the biggest thing that they got going for them is what I'm seeing so far.

All the car mags have not said one thing about Hooker that I can remember. Mostly I have seen Edelbrock and SLP header stories and car mod's with them.

My question is do they produce a far more torque and horse power than the others. In high numbers or just close in the numbers.

 

The magazines promote their advertiser's products in their articles. Don't assume for a second that they are unbiased.

Hooker has a good reputation in the industry that everyone else is taking pot shots at, mostly with lower prices. You aren't likely to see a header shoot-out in a mag on a 3rd gen application (too specific for too few readers). People here don't tend put on one manufacturer's product, dyno test, then put on another manufacturer's product with no other mods, dyno test, etc. We just don't have that kind of dough (or time).

So, you look at the relative design merits of each product, look at the results people have had with with they've used, and make a decision based on incomplete information. Popular Hot Rodding mag dyno'd a 350 with TPI-style TES at around 380 HP, which ain't shabby. TES has its merits, Hookers have their short-comings.

You've already got the TES - run 'em.

(Oh, and like I said in my response to the duplicate thread, install the headers on the engine, stab the engine, then install the y-pipe.)

 

Read the sticky at the top of the page as to why hooker is better.