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The Terminator
Exhaust
JBA Shorty headers vs. Long tube headers
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<blockquote data-quote="PWORLDSTANG" data-source="post: 8235049" data-attributes="member: 49424"><p>Agreed 100%.</p><p></p><p>A personal friend of mine (SSSSIKH) recently got some Mac Long Tubes installed on his 2.76 upper only full weight Vert. His previous best was 11.7 at 119 through the stock manifolds. He added headers, and matched his best E.T. of 11.7, but picked up a solid 4 MPH to trap 123MPH in weather at least 12-15 degrees warmer. This is with the only change being Long Tubes.</p><p></p><p>He also happened to add 30RWHP with those headers. While his gains are on the high side for an upper only Eaton, his track times support it. Hard to argue that. </p><p></p><p>Long Tubes headers are definitely beneficial, whether it be on the street and/or track. Sometimes it seems that only the guys who actually have headers will agree to this.</p><p></p><p></p><p></p><p>I again agree. Long Tubes definitely deserve more credit for their benefit from a performance stand point.</p><p></p><p>Yes, install can bring the price up to a conlict point that will make some rethink headers. But IMO, some people let the added performance of a pulley swap on our blowers overshadow other mods that may admittedly be more expensive and less convenient to install, but still beneficial none the less.</p><p></p><p></p><p></p><p>I am not quite sure where you get your information on headers from, but I wouldn't exactly call it accurate.</p><p></p><p>Here is a graph of my car on my old 2.76 upper only Ported Eaton set up, with the only change being Long Tube headers. Just as 96Stanggt said, the area under the curve is where they are beneficial, and that will equal added performance. </p><p></p><p>Look at the graph from 4,000-6,000 RPM. The margin steadily grows larger, much larger than anywhere else on the graph. At about 6,200 RPM (<strong>about where most Eaton cars make peak power</strong>), you see that margin start to 'pinch' due to the effeciency limits of the Eaton.</p><p></p><p>Also take note to the readjusted torque curve after adding Long Tubes. This is something I noticed before Iron Terp's great thread on the effects of long tube headers, but at the time hadn't noticed it on other graphs of cars with Long Tubes. The upward shift in peak torque also plays a significant role in the added performance of Long Tubes.</p><p></p><p>Although the power lines break up some in the upper RPM, as evident by my graph, at peak power the difference is 20RWHP. Under the curve, a bit more. I will also say that after adding the Long Tubes, this is definitely the RPM range the car felt the strongest. Even before getting tuned for the Long Tubes and having this data, the car felt noticably stronger and had a much snappier throttle between 4,000-6,000RPM.</p><p></p><p>The Red line (top) was on my 2.76 Upper Only Ported Eaton, with stock exhaust manifolds.</p><p></p><p>The Blue line (bottom) is the exact same pulley and blower combo, with Mac Long Tubes.</p><p></p><p>[ATTACH=full]1043012[/ATTACH]</p></blockquote><p></p>
[QUOTE="PWORLDSTANG, post: 8235049, member: 49424"] Agreed 100%. A personal friend of mine (SSSSIKH) recently got some Mac Long Tubes installed on his 2.76 upper only full weight Vert. His previous best was 11.7 at 119 through the stock manifolds. He added headers, and matched his best E.T. of 11.7, but picked up a solid 4 MPH to trap 123MPH in weather at least 12-15 degrees warmer. This is with the only change being Long Tubes. He also happened to add 30RWHP with those headers. While his gains are on the high side for an upper only Eaton, his track times support it. Hard to argue that. Long Tubes headers are definitely beneficial, whether it be on the street and/or track. Sometimes it seems that only the guys who actually have headers will agree to this. I again agree. Long Tubes definitely deserve more credit for their benefit from a performance stand point. Yes, install can bring the price up to a conlict point that will make some rethink headers. But IMO, some people let the added performance of a pulley swap on our blowers overshadow other mods that may admittedly be more expensive and less convenient to install, but still beneficial none the less. I am not quite sure where you get your information on headers from, but I wouldn't exactly call it accurate. Here is a graph of my car on my old 2.76 upper only Ported Eaton set up, with the only change being Long Tube headers. Just as 96Stanggt said, the area under the curve is where they are beneficial, and that will equal added performance. Look at the graph from 4,000-6,000 RPM. The margin steadily grows larger, much larger than anywhere else on the graph. At about 6,200 RPM ([B]about where most Eaton cars make peak power[/B]), you see that margin start to 'pinch' due to the effeciency limits of the Eaton. Also take note to the readjusted torque curve after adding Long Tubes. This is something I noticed before Iron Terp's great thread on the effects of long tube headers, but at the time hadn't noticed it on other graphs of cars with Long Tubes. The upward shift in peak torque also plays a significant role in the added performance of Long Tubes. Although the power lines break up some in the upper RPM, as evident by my graph, at peak power the difference is 20RWHP. Under the curve, a bit more. I will also say that after adding the Long Tubes, this is definitely the RPM range the car felt the strongest. Even before getting tuned for the Long Tubes and having this data, the car felt noticably stronger and had a much snappier throttle between 4,000-6,000RPM. The Red line (top) was on my 2.76 Upper Only Ported Eaton, with stock exhaust manifolds. The Blue line (bottom) is the exact same pulley and blower combo, with Mac Long Tubes. [ATTACH=full]1043012[/ATTACH] [/QUOTE]
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JBA Shorty headers vs. Long tube headers
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