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?

 

What shorties are you running? Switching to long tubes will make you more power with that type of ET and mph. How much depends on what you are starting with. If ground clearnace is not an issue I would go the long tube route in a second.

 

i've got the hooker comp shorty headers

 

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...

 

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:





.

 

You forgot Stahl in your list.

 

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????

 

You never said they had to be practical.

 

Silly me...

 

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?

 

hooker long tubes

 

What length of primary tube, is best?

 

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

 

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.

 

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

 

I swear you must either be funded by david Vizard or work for his publishing company

 

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?

 

that I can't explain with perfect knowledge but can guess and make my ASSUMPTIONS.

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

 

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.

 

.
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.

 

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.

 

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

 

Heres a link to useful article on the basics headers:-

http://www.ssheaders.com/header.htm