[acmillr]

Here are a few pics from my ongoing engine modding........
intake ports

stabe 8 header bolts

inside of intake runner

combustion chamber

left hand cylinder head assembled with cam and header.



I am keeping notes on what gives me trouble, and I will post those up when I get a good list together..

[Drgnracin72]

looks fun

[ChrisJ]

Looks good but if you dont mind me asking is there a reason your going with shorties?

[acmillr]

Originally Posted by ChrisJ Looks good but if you dont mind me asking is there a reason your going with shorties?

1.) I already had them on the car.
2.) I was reading an article that compared long tubes, shorties, and tuned shorties. The tuned shorties actually made more power on the NA motor. (I will try to locate that article again and post it up)

[Drgnracin72]

but htey will crack

[raceruler03]

how much difference are long tubes really on a n/a motor compared to shorties

[ChrisJ]

Well I can only tell you going from manifolds to longtubes...But the longtubes are f*cking awesome...Other then gears the longtubes are the most gain that I have felt in my car...

[raceruler03]

I mean I've had these ford racing headers for a while, I'm just wondering while I'm still n/a if it would be that beneficial to go with l/ts, or if I should just wait till I get charged.

[ChrisJ]

I would go ahead and do it now...

I dont have any info on what the shorties add but I can tell you that the longtubes are awesome and recommend them to everyone...

I went from shorties to longtubes on one fo my old foxes and I have to say on the 5.0 it made a killer difference...

[Timber]

Looking forward to hearing the cams.

[acmillr]

Originally Posted by drgnracin72 but htey will crack

What will crack?

Is there some problem I don't know about?

[Timber]

Originally Posted by acmillr Originally Posted by drgnracin72 but htey will crack What will crack? Is there some problem I don't know about?

Shorties? Oh, man. You're fucked.

[acmillr]

Timber, you are such a ..............

Well, nevermind, Will has said it all.............

[Timber]

Originally Posted by acmillr Timber, you are such a .............. Well, nevermind, Will has said it all.............

Kidding aside, I'd love to see that article about shorties vs long tubes if you can find it. ChrisJ's really got my interest up with the greatest mod next to gears comment.

My car is still too damn quiet. American Thunder is a bunch of crap.

[MySallyMI]

I just got done with mine, PP stage 3's and Compcams stage 2's. I can help answer questions you might run into if you need just PM me.

[acmillr]

Originally Posted by MySallyMI I just got done with mine, PP stage 3's and Compcams stage 2's. I can help answer questions you might run into if you need just PM me.

Thanks man.

I just got my top end back together this morning. I am still waiting on some parts, but they won't be hard to change when they get here. I am ready to hear my car run again........

[acmillr]

Click Here, and read at the bottom. notice all of the Dyno numbers. I would like to see some of you guys post real hard core evidence that long tubes vastly outperform shorties (especially tuned shorty headers), as everyone claims.

[acmillr]

excerpt from link on last post

"JBA proved in both tests that its shorty headers produce more torque, while giving up very little horsepower, over long-tube headers, which have traditionally been believed to provide more power. And since torque is what gets you rolling faster, whether you’re going from stoplight to stoplight, duking it out at the X-mas tree, or towing, JBA has convincingly shown that for overall performance and easy fitment, a set of tuned shorty headers is hard to beat."

Just thought I would throw that in for those of you who didn't read all the details..........

[Timber]

Originally Posted by acmillr Click Here, and read at the bottom. notice all of the Dyno numbers. I would like to see some of you guys post real hard core evidence that long tubes vastly outperform shorties (especially tuned shorty headers), as everyone claims.

Interesting read. And you save about $170 on ceramic tuned shorties vs ceramic coated long tubes. Hmmmmm...... That's money to put toward a good mid-pipe.

[ChrisJ]

From the same article that you just posted...

"It’s time to quit all the hype and put up or shut up. To establish a basline, JBA set up the stock crate motor on its dyno with a cast-iron intake manifold and a Q-Jet carb.

First pull (with stock cast-iron exhaust manifolds): 237.3 hp at 4,100 rpm; 334.2 lb-ft torque at 3,400 rpm

Second pull (with 1-5/8-inch JBA shorty headers): 245.4 hp at 4,400 rpm; 347.1 lb-ft of torque at 3,200 rpm

Third pull (with 1-5/8-inch long-tube headers): 246.5 hp at 4,300 rpm; 345.8 lb-ft of torque at 3,300 rpm

The shop technicians then tore down and removed the engine from the dyno. The MAXimum Performance Holley SysteMAX II package (including the recommended roller rocker and Holley 750-cfm carb) was installed on the stock short-block and then hooked back up to the dyno.

First pull (with stock cast-iron exhaust manifolds): 347.5 hp at 6,200 rpm; 369.1 lb-ft of torque at 4,300 rpm

Second pull (with 1-5/8-inch JBA shorty headers): 372.4 hp at 5,900 rpm; 387.8 lb-ft at 4,200 rpm

Third pull (with 1-5/8-inch long-tube headers): 382.4 hp at 6,200 rpm; 385.4 lb-ft of torque at 4,600 rpm

Based on those results, two things are notable.First, the GM crate motor, which doesn’t quite meet all the short-block specifications listed by Holley, still provided a 135.1hp gain and 53.6 more lb-ft of torque. That was no trick engine work or cylinder-head massaging, just out-of-the-box bolt-on power. Second, JBA proved in both tests that its shorty headers produce more torque, while giving up very little horsepower, over long-tube headers, which have traditionally been believed to provide more power. And since torque is what gets you rolling faster, whether you’re going from stoplight to stoplight, duking it out at the X-mas tree, or towing, JBA has convincingly shown that for overall performance and easy fitment, a set of tuned shorty headers is hard to beat.

With those tests out of the way, JBA decided to upgrade the short-block to Holley’s specifications. Forged pistons, ARP rods bolts, an oil pump, and clevite bearings were added. The resulting short-block had 9.5:1 compression (up approximately 1 point) and zero-deck. The SysteMAX II smog-legal package, with a Holley 750-cfm carb, was then installed and run on the dyno.

First pull (with 1-5/8-inch JBA shorty headers): 368.7 hp at 5,200 rpm; 397.7 lb-ft of torque at 4,200 rpm

Second pull (with 1-7/8-inch long-tube headers): 371.5 hp at 5,800 rpm; 405.5 lb-ft at 4,000 rpm

Third pull (with 1-7/8-inch long-tube headers): 372.3 hp at 5,800 rpm; 396.8 lb-ft at 4,100 rpm

Then, it was time to get serious. The MAXimum Performance package was installed on the upgraded short-block and once again the dyno room was filled with the roar of horsepower.

First pull (with 1-5/8-inch JBA shorty headers): 405.1 hp at 6,100 rpm; 396.1 lb-ft at 4,700 rpm

Second pull (with 1-5/8-inch long-tube headers): 407.7 hp at 6,000 rpm; 397.8 lb-ft of torque at 4,400 rpm

Third pull (with 1-7/8-inch long-tube headers): 411.2 hp at 6,300 rpm; 393.6 lb-ft at 5,000 rpm

The numbers speak for themselves. Holley and JBA have shown that with a well-thought-out plan, a basic short-block can be turned into a stump-pulling powerhouse without too much difficulty."

And yes I read all the details...

Shorty headers are a waste IMHO...Why go cheap? They are just as much work to put in as longtubes...

Also when you get into forced induction side of the deal you will see even bigger changes in power with Longtubes OVER Shorties...