anyone make a 2" race style header?? 
anyone make a 2" race style header??
if you're talking about the primary, I don't think so. 1 78 stepped to 2 inch is the biggest I have ever found anywhere. If you are going with the tall deck version of that block you're gonna have to have the headers made anyway because they will be sitting up alot higher.
You are probably gonna want a 4 inch collector too if you are gonna go as big as I suspect you are planning.
You are probably gonna want a 4 inch collector too if you are gonna go as big as I suspect you are planning.
[QUOTE=Noyzee]for the ls style f-body?
no y-pipe ect, just need a header. anyone?
[/QUOT
Give Kooks a call. If anyone can do it they can. They do alot of custom of a kind stuff
no y-pipe ect, just need a header. anyone?
[/QUOTGive Kooks a call. If anyone can do it they can. They do alot of custom of a kind stuff
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From: East Side Performance! mASShole
Originally Posted by JL ws-6
if you're talking about the primary, I don't think so. 1 78 stepped to 2 inch is the biggest I have ever found anywhere. If you are going with the tall deck version of that block you're gonna have to have the headers made anyway because they will be sitting up alot higher.
You are probably gonna want a 4 inch collector too if you are gonna go as big as I suspect you are planning.
You are probably gonna want a 4 inch collector too if you are gonna go as big as I suspect you are planning.
ps, im not going very big
I'm actually surprised you're not gonna do the solid roller now, with the block already apart and going with that lsx block, now would be the time to do it.
I kinda wish I had done that right up front... when the motor has to come apart and get re-ringed and new bearings, it's probably gonna get converted to solid roller, even if the cam doesn't get huge, just the stability, and ability to go way bigger with it later will make it worth it.
I kinda wish I had done that right up front... when the motor has to come apart and get re-ringed and new bearings, it's probably gonna get converted to solid roller, even if the cam doesn't get huge, just the stability, and ability to go way bigger with it later will make it worth it.
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From: East Side Performance! mASShole
Originally Posted by JL ws-6
I'm actually surprised you're not gonna do the solid roller now, with the block already apart and going with that lsx block, now would be the time to do it.
I kinda wish I had done that right up front... when the motor has to come apart and get re-ringed and new bearings, it's probably gonna get converted to solid roller, even if the cam doesn't get huge, just the stability, and ability to go way bigger with it later will make it worth it.
I kinda wish I had done that right up front... when the motor has to come apart and get re-ringed and new bearings, it's probably gonna get converted to solid roller, even if the cam doesn't get huge, just the stability, and ability to go way bigger with it later will make it worth it.
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From: East Side Performance! mASShole
Originally Posted by ATVracr
They make a strait 2" primary with no step?
i ordered them yesterday
really 427+ ci at more then 13.5 to 1 compression, anything that large or bigger (427 being about as small as I think anyone will go with an lsx/world setup) would probably benefit from 2 inch primarys. nitrous and supercharged applications, with 450+ ci I couls almost see needing even more then that.... but then you run into the space constraits of the engine bay. Hell the tall deck setup is gonna be intresting in an f body engine bay.
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Not to start a big controversy or anything, but I seriously wonder whether anything over 1.875 is going to make much difference, given that the exhaust valve on the LS motors is no bigger than about 1.6. Larger tube diameters reduce the intensity of the scavenging pulse in exchange for greater flow capacity - but if your exhaust isn't flowing enough to take advantage of the greater flow capacity, the reduction in scavenging intensity will cost you power. Formulas that say "so much tube dia for so much HP" are often approximations based on engines (e.g. BB Chevy) with larger exhaust port cross sections relative to max horsepower.
Keep in mind that 1400 HP, 10,000 RPM pro-stock motors are using, I believe, 2 3/8 primaries (and about 1.9 exhaust valves).
It's actually quite difficult to construct real world tests to prove this one way or another, because there are so many variables - exhaust valve open point, primary length, collector design - and some of those variables are interdependent. For instance, changing tube diameter also changes optimum primary length, which in turn is dependent on exhaust valve opening point, etc. So engine A makes more power with the bigger header, and engine B loses power, and neither proves a general point.
One thing is for sure: the LG motorsports guys have proven that you can make 600+ RWHP using 1 3/4 primaries, which just goes to show that the combo is everything.
Keep in mind that 1400 HP, 10,000 RPM pro-stock motors are using, I believe, 2 3/8 primaries (and about 1.9 exhaust valves).
It's actually quite difficult to construct real world tests to prove this one way or another, because there are so many variables - exhaust valve open point, primary length, collector design - and some of those variables are interdependent. For instance, changing tube diameter also changes optimum primary length, which in turn is dependent on exhaust valve opening point, etc. So engine A makes more power with the bigger header, and engine B loses power, and neither proves a general point.
One thing is for sure: the LG motorsports guys have proven that you can make 600+ RWHP using 1 3/4 primaries, which just goes to show that the combo is everything.
Last edited by 71CamaroLS1; May 4, 2007 at 01:41 PM.