I am planning on doing upipes and porting the stock manifolds, but is it worth getting bigger manifolds or is better to get headers, this is a daily driver application
Headers vs Manifolds
- Thread starter MAXX IT OUT
- Start date
I know on my gassers headers obviously flowed better but the fact that they always end up leaking is a pita. Manifolds always seemed to seal up tight and stay that way. Rick is having a 10% off sale till dec 31 i believe.
Wouldnt their be a pretty noticeable decrease in egts with the ppe or rdl style mani's vs stock?
Not that I saw. I was pretty disappointed. I saw MAYBE a 50* drop at WOT. My drive pressures did drop, but I didn't see the claims as advertised so I took them off sold them and went back to stock with RDL up pipes.
I personally cant see how manifolds/uppipes can "decrease "up to" 200*" like people claim. Maybe their only for people with built engines with a lot of power, I don't know, but unless your shoving more air in, your not going to do squat with just upgrading the exhaust besides drop drive pressure. Yes, EGT will drop some if you relieve drive pressure, but unless your at the point of excessive drive pressure, anything other than putting manifolds on will take care of it.
For comparison, after putting the stock manifolds/up pipes back on my GMC (66/80 twins 30% sticks) I bought RDL 2 1/4" up pipes and put them on. I saw the same EGT decrease with them as I did the PPE style manifolds.
If someone wants to send me a set of manifolds, I'll gladly test them at the track with 785hp, and if I see the gains they advertise, I'll eat my words and admit I was wrong.
For over 1k$, I would save your money.
JMHO. :thumb:
I personally cant see how manifolds/uppipes can "decrease "up to" 200*" like people claim. Maybe their only for people with built engines with a lot of power, I don't know, but unless your shoving more air in, your not going to do squat with just upgrading the exhaust besides drop drive pressure. Yes, EGT will drop some if you relieve drive pressure, but unless your at the point of excessive drive pressure, anything other than putting manifolds on will take care of it.
For comparison, after putting the stock manifolds/up pipes back on my GMC (66/80 twins 30% sticks) I bought RDL 2 1/4" up pipes and put them on. I saw the same EGT decrease with them as I did the PPE style manifolds.
If someone wants to send me a set of manifolds, I'll gladly test them at the track with 785hp, and if I see the gains they advertise, I'll eat my words and admit I was wrong.
For over 1k$, I would save your money.
JMHO. :thumb:
I noticed a pretty dramatic increase with the headers over the manifolds at the track. Over a 10th of a second on my LLY. There are older posts around here somewhere that talk about the headers. 
Thanks for the detailed info. For my application I think they'd be helpful because ill be fueling the crap outta the stock charger. Hopefully the bigger mani's will be worth the $$$ and yield good results in drive pressure loss.
It's all about relieving drive pressure. If you have too much drive pressure you will see bigger gains. With your twins I'd imagine your drive pressure wasn't out of control so you saw minimal gains.
Not under normal circumstanses There are a few exceptions.
What he said.
I agree 100%, I saw 60psi boost, 65-70 drive in that truck.
Maybe it would help the single cab, maybe not, but there is a lot of places I can put 1k$ :thumb:
You don't have to worry about bellows blowing out on the manifold.Get a nice set of manifolds and port them and you will be very happy.
Either hold up well. I have ran headers from Rick since 09 and have not had a problem with holding up. They will be a little louder engine noise wise. The metal isn't as thick so you can hear the exhaust pulse more. Nothing that should discourage you from running them though. Rick is great to deal with as is Joe at Huron Speed. If you buying headers I would also consider Joes billet manifolds as a option as well.
Sent from my XT1080 using Tapatalk
Sent from my XT1080 using Tapatalk
Gasoline or Diesel it doesn't matter what gas is passing through it.
Headers will always be better for flow dynamics, and this isn't general it's how you design them if you cheat bends, create unequal runner lengths and disruptive transitions then just the fact of having ''headers'' is not better.
Something necessarily for a low revving V8, is an entirely different concept compare to a gasoline engine that revs to 8000 rpm.
Manifolds are made for space constraints, reliability and durability you can hang 100lbs off the end of a manifold however that isn't a headers job.
Headers will always be better for flow dynamics, and this isn't general it's how you design them if you cheat bends, create unequal runner lengths and disruptive transitions then just the fact of having ''headers'' is not better.
Something necessarily for a low revving V8, is an entirely different concept compare to a gasoline engine that revs to 8000 rpm.
Manifolds are made for space constraints, reliability and durability you can hang 100lbs off the end of a manifold however that isn't a headers job.
You guys are leaving out a couple of VERY important factors.
The longer the tubes and up pipes and /or the bigger they are the slower the turbo is to respond.
Also getting the exhaust to the turbo as soon as possible gets you some thermal energy also.
Anyone that directly compares a turbocharged diesel to a naturally aspirated gas motor has not done their home work.
The longer the tubes and up pipes and /or the bigger they are the slower the turbo is to respond.
Also getting the exhaust to the turbo as soon as possible gets you some thermal energy also.
Anyone that directly compares a turbocharged diesel to a naturally aspirated gas motor has not done their home work.
Funny thing to say after one comment after your posts ''you guys'' .
Maybe you haven't done your home work ? Gasoline or Diesel exhaust energy doesn't matter it works the same.
As soon as possible? It should be as smooth as possible.
Even consecutive pulsation, selecting the correct material (inconel vs stainless vs mild steel which all have different thermal transfer rates) , conducting the correct practices (header wrap or thermal coatings) .
Smaller tubing diameter (entirely depends on the type of power you want to make) and longer lengths are better for a lower rpm engine.
Also I completely disagree on response any changes in induction and exhaust require tuning to optimize power and from my experience more available power have come from proper headers vs manifold.
Maybe you haven't done your home work ? Gasoline or Diesel exhaust energy doesn't matter it works the same.
As soon as possible? It should be as smooth as possible.
Even consecutive pulsation, selecting the correct material (inconel vs stainless vs mild steel which all have different thermal transfer rates) , conducting the correct practices (header wrap or thermal coatings) .
Smaller tubing diameter (entirely depends on the type of power you want to make) and longer lengths are better for a lower rpm engine.
Also I completely disagree on response any changes in induction and exhaust require tuning to optimize power and from my experience more available power have come from proper headers vs manifold.