long tube vs. short tube
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Car: 92 camaro rs
Engine: 350
Transmission: th350
long tube vs. short tube
got a 350 in a 92 camaro runs 12.4 @ 112.9 mph. run open shorty headers. i was just wondering if there would be an advantage to running long tube headers before i spend money and time on it. or am i just fine with the way it is?
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Car: '90 RS
Engine: 377 LSX
Transmission: Magnum T56
Re: long tube vs. short tube
Originally posted by stroken_camaro9
got a 350 in a 92 camaro runs 12.4 @ 112.9 mph. run open shorty headers. i was just wondering if there would be an advantage to running long tube headers before i spend money and time on it. or am i just fine with the way it is?
got a 350 in a 92 camaro runs 12.4 @ 112.9 mph. run open shorty headers. i was just wondering if there would be an advantage to running long tube headers before i spend money and time on it. or am i just fine with the way it is?
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Car: 92 Camaro RS
Engine: 305
Transmission: 700R4
I agree, Long Tubes are definatly better. Make sure they are equal length, thats the most important thing about headers, and will add the most power.
Some helpful info for those interested.
PRIMARY TUBE LENGTH
"Shorter lengths add torque above peak RPM point & reduce torque below it; Longer tubes add torque below peak RPM point & reduce torque above it."
PRIMARY TUBE DIAMETER
"Affects engine RPM were peak torque is created. Small Diameter provides higher flow velocity = better scavenging. Large diameter provides higher flow volume"
COLLECTORS
"Collector length affects scavenging & torque peak. Short = mid range to top end. Long = low end to mid range."
hope that helps...
Some helpful info for those interested.
PRIMARY TUBE LENGTH
"Shorter lengths add torque above peak RPM point & reduce torque below it; Longer tubes add torque below peak RPM point & reduce torque above it."
PRIMARY TUBE DIAMETER
"Affects engine RPM were peak torque is created. Small Diameter provides higher flow velocity = better scavenging. Large diameter provides higher flow volume"
COLLECTORS
"Collector length affects scavenging & torque peak. Short = mid range to top end. Long = low end to mid range."
hope that helps...
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Car: 82 Berlinetta/57 Bel Air
Engine: LS1/LQ4
Transmission: 4L60E/4L80E
Axle/Gears: 12B-3.73/9"-3.89
Long tubes open at the collectors at the track would certainly be better than shorties open at the collectors at the track.
Shorties with the good y-pipe like the 2055's and a decent exhaust after would run pretty close to long tubes without the hassle of uncorking.
The information contained in the post above is true, but has more to do with getting the last nth out of a race engine than it does in typical street engine cars occasionally raced.
And the complete list of tuned equal-length primary headers available off the shelf for SBC 3rd gens is as follows:
.
Shorties with the good y-pipe like the 2055's and a decent exhaust after would run pretty close to long tubes without the hassle of uncorking.
The information contained in the post above is true, but has more to do with getting the last nth out of a race engine than it does in typical street engine cars occasionally raced.
And the complete list of tuned equal-length primary headers available off the shelf for SBC 3rd gens is as follows:
.
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Car: 82 Berlinetta/57 Bel Air
Engine: LS1/LQ4
Transmission: 4L60E/4L80E
Axle/Gears: 12B-3.73/9"-3.89
As in http://www.stahlheaders.com/Frame%20New%20Drag.htm ?
That'll work in the typical TGO member's budget. Real off-the-shelf bolt-ins (especially the "#7 and #8 goes through fenderwell" part). How could I have forgotten them????
That'll work in the typical TGO member's budget. Real off-the-shelf bolt-ins (especially the "#7 and #8 goes through fenderwell" part). How could I have forgotten them????
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Car: 92 camaro rs
Engine: 350
Transmission: th350
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well this is a 90% drag car that is drivin on the street maybe 2 times a month. at the track i run open headers, so what would be the best header and size to get for my setup?
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Car: 89 Firebird Formula 350 WS6
Engine: 350
Transmission: 700R4
this is prolly a dumb ? but will the hooker 2210 super comp long tubes fit a 89 firebird formula 350? or will i have problems fitting them? Also......i have the hooker super comp shorty headers now.....will going to long tubes make that big of a difference with my combo listed below? Also will they still fit wi the heads having .300 raised exhaust ports?
my setup;
97 4-bolt 350 with roller cam setup. (bored over 0.030) complete ARP bolt kit.
ARP studs and windage tray for the mains
Eagle 4340 forged, light-weight crankshaft 0.010 and large journal
Eagle ESP forged rods 5.7 H-beam with arp bolts
WISECO ProTrue pistons ( 10.3 to 1 cr with 64cc heads and a 9.000" deck )
Edelbrock hydraulic roller cam ( dur@.050 234/238 lift (1.6rr) .575/.585 lobe seperation 112* Intake centerline 107*)
Edelbrock Victor Jr heads 64cc 2.08 and 1.60 valves Custom Dual Springs and Perfesionally CNC ported all the way through and ARP studed to the block.
Holley Stealth Ram Intake w/ afpr -- fully CNC ported and port match with heads
58mm Throttle Body
30lb fms injectors
Full MSD setup
Hooker SuperComp Headers (shorties...want long tubes)
Underdrive pullies
Edelbrock aluminum high flow water pump
ANY HELP OR SUGGESTIONS PLEASE.....THANKS.....Aaron
my setup;
97 4-bolt 350 with roller cam setup. (bored over 0.030) complete ARP bolt kit.
ARP studs and windage tray for the mains
Eagle 4340 forged, light-weight crankshaft 0.010 and large journal
Eagle ESP forged rods 5.7 H-beam with arp bolts
WISECO ProTrue pistons ( 10.3 to 1 cr with 64cc heads and a 9.000" deck )
Edelbrock hydraulic roller cam ( dur@.050 234/238 lift (1.6rr) .575/.585 lobe seperation 112* Intake centerline 107*)
Edelbrock Victor Jr heads 64cc 2.08 and 1.60 valves Custom Dual Springs and Perfesionally CNC ported all the way through and ARP studed to the block.
Holley Stealth Ram Intake w/ afpr -- fully CNC ported and port match with heads
58mm Throttle Body
30lb fms injectors
Full MSD setup
Hooker SuperComp Headers (shorties...want long tubes)
Underdrive pullies
Edelbrock aluminum high flow water pump
ANY HELP OR SUGGESTIONS PLEASE.....THANKS.....Aaron
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Car: 1989 Iroc Z L98
Originally posted by Adrenaline
I agree, Long Tubes are definatly better. Make sure they are equal length, thats the most important thing about headers, and will add the most power.
Some helpful info for those interested.
PRIMARY TUBE LENGTH
"Shorter lengths add torque above peak RPM point & reduce torque below it; Longer tubes add torque below peak RPM point & reduce torque above it."
PRIMARY TUBE DIAMETER
"Affects engine RPM were peak torque is created. Small Diameter provides higher flow velocity = better scavenging. Large diameter provides higher flow volume"
COLLECTORS
"Collector length affects scavenging & torque peak. Short = mid range to top end. Long = low end to mid range."
hope that helps...
I agree, Long Tubes are definatly better. Make sure they are equal length, thats the most important thing about headers, and will add the most power.
Some helpful info for those interested.
PRIMARY TUBE LENGTH
"Shorter lengths add torque above peak RPM point & reduce torque below it; Longer tubes add torque below peak RPM point & reduce torque above it."
PRIMARY TUBE DIAMETER
"Affects engine RPM were peak torque is created. Small Diameter provides higher flow velocity = better scavenging. Large diameter provides higher flow volume"
COLLECTORS
"Collector length affects scavenging & torque peak. Short = mid range to top end. Long = low end to mid range."
hope that helps...
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Car: 2005 BMW 545i
Engine: 4.4L N62B44
Transmission: 6spd auto
Axle/Gears: Rotating
Originally posted by contactpatch
What length of primary tube, is best?
What length of primary tube, is best?
with long tubes the longer they are the easier it is to get them to have a nice straight flow out to the rest of the exhuast without going through tight bends and such
but longer also tends to bias the power more twords the lower end of the rpm range
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Car: 2005 BMW 545i
Engine: 4.4L N62B44
Transmission: 6spd auto
Axle/Gears: Rotating
Originally posted by unknown_host
In his book, David Vizard says he has never seen a performance difference on the dyno between an "equal length header" and a non equal length.
In his book, David Vizard says he has never seen a performance difference on the dyno between an "equal length header" and a non equal length.
I swear you must either be funded by david Vizard or work for his publishing company
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Originally posted by rx7speed
that kinda depends on what the setup is
with long tubes the longer they are the easier it is to get them to have a nice straight flow out to the rest of the exhuast without going through tight bends and such
but longer also tends to bias the power more twords the lower end of the rpm range
that kinda depends on what the setup is
with long tubes the longer they are the easier it is to get them to have a nice straight flow out to the rest of the exhuast without going through tight bends and such
but longer also tends to bias the power more twords the lower end of the rpm range
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Car: 2005 BMW 545i
Engine: 4.4L N62B44
Transmission: 6spd auto
Axle/Gears: Rotating
Originally posted by thecoolone
Curious, this would then mean for those of us with TPI, shorties would be best since TPI has more than enough power on the low end, and not enough in the upper rpm range?
Curious, this would then mean for those of us with TPI, shorties would be best since TPI has more than enough power on the low end, and not enough in the upper rpm range?
long tubes even though are biased to the low end generally also have a broad power band (again assumption) and sincethey tend to be longer they have less problems with bends and kinks in the system and are able to transition the exhuast out the tailpipe a little easier
but only assumption
prolly want to check with the others first on this one
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Car: 1989 Iroc Z L98
Originally posted by rx7speed
I swear you must either be funded by david Vizard or work for his publishing company
I swear you must either be funded by david Vizard or work for his publishing company
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Engine: sbc 350
Originally posted by rx7speed
that kinda depends on what the setup is
with long tubes the longer they are the easier it is to get them to have a nice straight flow out to the rest of the exhuast without going through tight bends and such
but longer also tends to bias the power more twords the lower end of the rpm range
that kinda depends on what the setup is
with long tubes the longer they are the easier it is to get them to have a nice straight flow out to the rest of the exhuast without going through tight bends and such
but longer also tends to bias the power more twords the lower end of the rpm range
hhhmmmmmm.
Has the real optimum lenght of headers, ever been experimentally
determined?, Cuz, somewhere out there, someone has a
'header lenght calculator', I tried it, the result at
5000 RPM was sixty inches. (five feet).
Most ''''long'''' tube headers are closer to thirty inches.
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Car: 92 camaro rs
Engine: 350
Transmission: th350
HP
all i know is that my car has a lot of top end cause i run a big MPH.
i mainly want to know if i will gain that much E.T. if i switch to long tubes.
i mainly want to know if i will gain that much E.T. if i switch to long tubes.
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Car: 2005 BMW 545i
Engine: 4.4L N62B44
Transmission: 6spd auto
Axle/Gears: Rotating
Originally posted by unknown_host
Or I have 2 of his books . I personally don't have the money/time to go out and dyno every theory regarding the internal combustion engine, so if a guy (Vizard) does I think his books are worth reading.
Or I have 2 of his books . I personally don't have the money/time to go out and dyno every theory regarding the internal combustion engine, so if a guy (Vizard) does I think his books are worth reading.
it's ok
just know I hear you talk of vizard all the time so figured I would give you crap over your idol
again man just giving you crap
humor
laugh
as far as optimum 60 inches I donno
read somewhere some stuff a little different then that and had the math already done out but I might be wrong I won't say I'm right here
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