96capricemgr

iTrader: (1)

Far as the benchracing headers discussion goes, what is "ideal" and what actually fits in a street chassis are two different things.
I posted pics of the b-body mids and tri-Ys, I don't see how either is all that great. They were just fine. Actually the mids were designed for the iron heads and I had number 6 plug clearance issues with the aluminum heads which is why I had swapped to the tri-Ys before the current 1 3/4" longtubes which I actually spec'd a slipfit collector rather than the ball and socket because I was worried about the possible negative flow characteristics of the ball and socket. Oddly my fastest passes have been through the full exhaust with mufflers and resonators 3" in front of the mufflers 2.5" over the axle through the resonators. I put an x-pipe with cutouts on but opening them accomplished nothing but wasting a lot of time at the track.

WS Sick

If you ask Doug Thorley there is no replacement for tri-Ys.

96capricemgr

iTrader: (1)

Again if you can design the ideal header a tri-Y might be technically superior BUT we are talking a street car with AC/ABS/wiring to clear and both of those headers I posted were setup to connect to a stock style catback which all forces compromises to ideal design.

WS Sick

The ideal design is a tube which allows the gas velocity to maintain it's speed for as long as possible, this gives the broadest increase of torque (and resulting HP) possible. The constrains of an F-body engine bay are greater than a b-body, not to mention the cat-back is inferior on the f platform again. The long tube in the f-chaisis gives you the ability to this. 99 percent of the people get caught up in peak numbers and look at nothing else.
My personnal experience with the change was on my 93 T/A, when I purchased the shorty headers for my car there were no lon-tube headers available, the car with a CC305 cam, 300 stall 3.73 gears and a 3inch cat-back , no cat would run high 12s consistantly at 109-110 mph. Note the cc305 has a 114 LS. I went from these shorties (15/8) to Hooker 1 3/4 (they had just came out) and a home made Y pipe connecting to the same cat-back as before. The track days were not the same since the shorties had run in the fall and spring and the runs with the Hookers were in July (here in Oklahioma thats a 50 degree difference). The car ran 12.5s all day with a best of 12.43 @ 113 mph.
I know this is one simple example and just as everyone else here is using one or two examples to prove a point I thought I would just throw my experience in here as well.

food nd cars

that is what i mean. that is the current setup i have

food nd cars

I have no doubt that I will gain some power and I would not be disappointed if i did not reach a specific number.. However, this being said I would be super pissed if the LT headers caused a whole bunch of fitment issues and other headaches. I am just out looking for another mod, if i don't go LTs I may just pick up a nitrous kit and spray a 125 shot.

93z383

iTrader: (-1)

If your motor can handle the nitrous then that would definitely be the better way to go lol.. no contest. I've got a super nice ZEX kit I've been going back and forth between selling and using, don't know what i'm going to do yet though. Hit me up if u want a good deal on it. It's brand new with all the goodies and extras u can get.

NewOrleansLT1

I ran an 11.97 at 115 with Pacesetter mids, Hot Cam and AFR 180cc heads