180 Degree Headers VS Equal Length Conventional Headers - On The Dyno
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- Опубликовано: 14 фев 2024
- Today we do a comparison between a Gen 5 L83 5.3L engine and a Gen 4 LS3 6.2L engine. We mainly compare the sound.
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You pay for the whole seat, but you'll only need the edge. Best quote ever
Sunday, Sunday, Sunday!
This line killed me hahaha
I had a dynoed 585hp .040 over, 11.5:1 400 sbc backed by a TH400 in a shorted S10 in the late 90s. Most people will not understand how scary and fun a short wheelbase, under 3,000lb. Pickup can be on street tires. It was a tire shredder at any speed. It ended up pushing out a cylinder wall out at 7,000 rpm going down the highway. Hardly anything was salvageable, it was like a bomb went off under the hood.
Thanks for another great video guys. You are my favorite father and son team on here. I wish my son would have been interested in hot rods, but he is a great young man nonetheless.
I had a warm Vortec 350 in an S10. It's just terrifying and horrible. In the wet it just spins and fishtails and the steering is so numb and vague you're really just making suggestions.
It's true, everyone thinks they need a turbo 6.0 making 800,900,1000hp. When the truth is that they couldn't handle what a turbo 4.8 with almost any cam+springs, the right trans and converter can do in a street car on street tires. 500-700whp is nearly unusable outside of highway roll racing on some wide, open, flat, empty highways out west somewhere. 585hp from an n/a 408ci SBC would be extremely serious in the late 90s. I remember thinking if I could just get my hands on a 400-500hp car I would seriously be somebody. The LS was a mystery still, untrusted and believed to be near the peak of it's potential with weak pistons and rods.
I have a 700HP 1984 Vette, lightened to 2800 pounds. It's VERY spooky.
Love the sound of your 180 degree exhaust.
Thanks!!
Dad is always right
Almost always. Lol. I get him every once in a while.
those 180 headers sound so freaking good man! great job!!!
You guys inspired me to spend way too much time making a crossover style header for my pacer. Hopefully it changes the exhaust note! Thanks for the videos
Heck yeah. Thanks for your vids too!
Yesterday I was worried when I realized you hadn’t posted in a month, and today you post. Glad to see you again with more excellent content. 😊
Yeah. Needed a break. We should be back in full swing now.
180 degree headers,cool sound .Also been used in Canam cars?,and Aussie race boats use them as well.
Love em both! Ima big fan of 180 headers.
Not to go all 'Engine Masters', but would love to see 180* vs Equal length , on the 5.3L
Agreed. That's a hard one to pull off.
That nova is a mean bish. The response and the chassis 😳 that would be a fun car. The way it went from normal to a sasquatch roar was insane.
Yeah. I was pretty surprised with how good it sounded. I love how it wants to rev.
This is the video ive been waiting for from you guys in every way lol
Great "Epic Voice Guy" voice, Calvin :D Jayztwocents would be proud!!
IVE BEEN WAITING FOR THIS VID. HELL YEA LOVE YOUR VIDS MAN!!!
180° all the way. I love that even smooth sound. Going to build a set for my 318 in a truck.
I really enjoy your guises videos. Thank you so much I like the 180 reminds me of hearing late models at the circle track, but I’m a guy that grew up in the 70s and 80s listening to old hot rods and I prefer your dad’s equal length sound probably cause I like the base of it through the 180 have a little bit higher wind sound to it if that makes sense. Thanks again for your videos.
Trying to choose which headers sound better or is my favorite would be like trying to decide which child is your favorite lol. Great job guys. Looking forward to seeing which style of supercharger you go with!
Mom wake up nivlac57 just posted
We're back!
This is awesome! The 180 sounds like a new mustang
Your question of the 180 header compared to equal length. I’d say the 180 header definitely has a much more raspy high pitch pronounce
sound and sounds well tuned!
But both styles will sound great, basically it’s your preference. But that 180 degree header is a head turner too!
Equal length always sound sick
Looking forward to seeing it supercharged it’s gonna be awesome
Sounds great!
I like them both. I am working on my first Ls swap. Ls3/6L90 in a 03'Crown Vic Police Interceptor. I am running a Redhot cam from BTR with matched springs. It's a 221/24X .617 .619 113 LSA.
Nice!
That unique sound even on this cheap phone gives me goosebumps.
Cheap phone. Smh
In a previous video I made a comment (same as below) based on you mentioning you wanted to refine the 180-degree headers sound characteristic as much as possible, but you were very pleased with the sound of the end-result currently. I like the sound the Studebaker has now, but I think some of the ideas below may further refine the "wail / scream," of your custom creation.....just some thoughts.
I figured you may have interest in your quest for sound. I have read and seen some evidence the the closer that the two banks of 180-deg. headers merge together, and the steeper the angle they merge together at, the more audible the higher frequencies become / the more muted the lower frequencies become.......to be succinct; I think an X-pipe turned perpendicular to the axis it would normally be used, placed very closely to collectors (ie: under the transmission), using an in/out from 1-side as of the X-pipe as both inlets, then the corresponding in/out from the other side of the X-pipe as both outlets could really amplify the tones your shooting for with 180-deg. headers........additionally if you have seen some of the "anti-reversion-chamber-mufflers" on the market from companies like Schoenfeld, Hendren, Dynatech, & ProFab, these are a bit like a "sound-diode" if looked at outside of what there primary function should be. On circle track cars you can really tell the difference in the smoothing of the exhaust note when installed, and I'd venture to guess if one was installed on each header collector (before the X-pipe mentioned-above), it could have similar effect of not allowing as many returning pulses collide in the X-pipe, muting lower frequency sounds........lastly your probably aware of the anti-drone devices used on high-end axle back exhaust systems, where a capped off piece of pipe is intersects the exhaust system to function as a Helmholtz resonator. If your familiar with its function, you can see that it being capped vs. connected to the other pipe (in a dual exhaust system) can cancel full-order vs. 1/2-order frequencies, therefore having an H-pipe located near the very end/tips of the exhaust system could potentially alter the sound (better/worse) depending if connected vs. 2-capped sections of pipe with internal volume, for a particular frequency you want to cancel / amplify.....
All the best; I appreciate your content 😎👍🏁
Good Tips. I may have to try a few. I tried a quarter wave resonator on my Wagon. Didn't really work as well as I was hoping.
The 180-degree headers sound decent, but my favorite is still equal-length into the shortest X-pipe you can manage. Probably the best example of what am X-pipe does to the sound is Ryan Tuerk's Formula Supra, if you compare the sound of that thing to any of the prototypes that run the same engine without an X-pipe, it has a very distinctive shriek to it that's unlike anything I've ever heard.
Both sound wicked. Gonna need another comparison outside the shop.. for science
Need to test 8-1 equal length next
I immediately liked the video after the "only need the edge" line. Good stuff!
You said a mod shop added port injection to the intake? Or was it already there and they improved upon it? I went and looked up a video demoing this intake as a bolt on swap for other engines and it appeared to already have port injection... My eyes may be deceiving me however
The Gen 5 engines are Direct injected. The intakes don't have injector provisions. Mast Motorsports sells the intakes with epoxied on injector bungs, injectors and fuel rails.
When can we hear the unequal length headers on the 6.2?
l like your new inro.
Get the heads ported - Allied Motor Parts - exchange or outright - reasonable prices
A To B on an engine dyno 180 vs Std Stahl SBC = 8 to 12 BHP
When you fix the collector/tail-pipe you get an added 12 to 15 BHP
LS - Engines like close LSA Cams in the 106 to 110 range and because the heads have huge volume it isn''t necessary to have high duration cams but they do like high lift, which is difficult with hydraulic lifter systems - 500RWH is not uncommon
Getting the heads ported isn't going to get me where I want to go.
That's cool 8-12 is a lot
Yeah. It's just the cam we had. We got it for basically free.
I like your 180s simply because they do have that (less common) sound...
Have you guys ever tried centrifugal superchargers? Might be neat on the 5.3. I love the sound of the 189 degree headers, I’d like to see back to back tests on the studebaker between 180 and equal length, not easy or inexpensive unfortunately
Yeah. I intended this to be more of a sound comparison. That would be a difficult comparison to coordinate. I'd love to do a Centrifugal Supercharger. Never messed with one.
Why is the rpm so low for such a small cube engine? Are the heads really done? Or is the cam just not there? Did you want to keep the RPM low?
The cam is just not there would be my guess. It's pretty mild.
I LOVE THIS CAR
Would the stock DI system be worth anymore hp (power under the curve) on the mild 5.3 over retrofitting a wet/port injection on it? Where will the Gen V start to shine? as I see it a Gen 3 L33 with a cam would make similar numbers for significantly less cost.
The DI is definitely worth some power. Probably about 30-40 HP. The Gen 5 engines have a lot of strength and reliability advantages over the LS. The heads are great too, but not great for flowing fuel through them.
Brian Tooley Racing has a good video covering that. Short answer is DI makes more power. Your intake charge is pure air, as opposed to 'conventional' systems having fuel taking up some of that precious space. More air = more power.
180* headers sound sweet. Reminds me of ksr did the 8 into 1 header deal also sounded sweet
But the old nova sure sounded violent once you got the timing in it.
Yessir.
Did you do a DOD and you’re running an LT2 cam? I thought those only worked with DOD lifters?
I deleted the DOD. There is no such thing as a DOD only camshaft. I'm still running the VVT.
180 always like there advantages, even if minimal,then there is the sound how do you how do you put a price on that [awesome]. Just a thought
i always sit on the edge of my seat.
What are your thoughts on this intake compared to a tbss intake?
I'm assuming you are talking about the Nova. It will lose some lower end torque, but pick up power with the Victor Junior.
hey i sent a link of this video to a buddy, and he's going to watch it. he likes your videos.
Thanks man!!
Now that's an intro
Welcome to Pinks!
Lol! I was going for Monster Jam, but yes that too.
Curious to see if the 8 to 1 header(s?) make a difference compared to a step header or tri-y type etc. Keep up the good work
I would bet the horsepower gain would be minimal... The sound though...
Vortec Atlas content !!
Coming soon. Very soon
I wonder if the timing discrepancies between expectation and reality have anything to do with the way the crank trigger was set up or how the cams were degreed in during the build vs. how the older engines were done.
It would be crank shaft trigger related. Cam sensor does not effect timing. I never actually put a timing light on it. You could be onto something there.
Piston shape effects the flame travel speed...the higher the engine...the greater the timing needed....it behaves more like a BBC with respect to timing.
False claim about effecting flame speed.Clear lack of knowledge within chemistry &a physics.
In reality, The shape of the chamber will affect the flame travel [not speed] due to variable compression and air/mixture within the space.
Good Luck
In reality, Only if the cam sensor and crank sensors have errors will there be a difference between other method of timing measurements which were commonly done via physical marks on the wheel using a timing strobe light.
Also, such strobe light + timing marks have variability as clearly seen during those measurements too.
All The Best
Have you ever seen a Vortec 4200 mated to a Mercury Cruiser outdrive for a boat application? DeBoss Garage is coupling a 6.2 LY6 to a Maxum 2100SD runabout boat.
I have not.
Were you talking about ramping cam to negative degrees on the Stude ? I'm assuming you definitely know cam timing and rpm level torque are inversely related? A good starting point would be a ramp from +3 to -5 degrees from 0-8000 rpm if 8 degrees is your range. I believe the LT1 has 60 degrees range without a limiter installed. Comp has 20 degree limiter. From your peak power at 0 degrees, you can tell there's more to be had by retarding the cam less than zero. The higher timing advance may be a factor of having the cam too advanced at higher rpm reducing cylinder filling and compression by extension. Lower dynamic compression = more spark advance.
Yeah. I'm retarding the cam timing with RPM. Pretty sure it is 50 degrees of range. As you saw in the video we tried 5, then 8, and was too far. No limiter is required on this. The cam is not large enough to be worried about ptv clearance. It is fully adjustable and tunable on the fly.
From what I've seen on other engines, VVT is really only for emissions and does NOT help add more HP, no matter how you try to tune the VVT. Does that hold true on these LS's as well?
That is not true at all. You can greatly change the amount of power the engine makes at low and high RPM by optimizing the valve timing at different RPM levels. In our 6 cylinder testing we have gained as much as 50 hp with the only thing changing being cam angle. That being said, you could statically set the cam angle to be optimal where you plan to operate, and get a good result, but if you wish to get the most horsepower everywhere it is very useful.
That car sounds amazing. Bigger cam and let it eat
The dyno starts look violent, any reason for not starting 500 RPM before and roll on power instead of slamming the throttle?
I don't see any reason to do that. If you're talking about the Nova. The torque converter is going to do what it does.
The Stude we actually started lower, but I didn't plot those points.
@@Calvin-Nelson I was mostly thinking about unneeded strain on the running gear, the entire car jumps around.
If it had more power the tires might brake loose from the sudden 0-400 torque by slamming the pedal to the floor instantly, instead of a 1 second ramp to full and letting weight transfer to the back before full power is applied.
There should not be any difference in the dyno chart by starting out a bit earlier and softer, because the engine would be at full throttle at the plot beginning RPM as the throttle slam start anyway.
I need the best injector timing for a 02 6.0 LQ9 with a 218/224@.050 110lsa .553/.553 cam 11:1 FBO..
And it's po1 ecu do I change boundary or normal / makeup tables ?
I wasn't aware that the stock ECUs allowed you to mess with injection timing. Never really looked for it.
Deflagration press channel. Nice
Equal length sounds better... but efficiency always trumps sound. Always runs what works best.
Could you do a video on radiator sizing vs hp vs air flow fan types and spacing.
drag and drive based.
We could talk about it in one of our build series coming up. In general go as big as possible is almost always my recommendation. The fan is way more important than people realize too.
Calvin, whats your guess on 1/4 mile time in a gutted rcsb 2wd silverado with a 2006 4200/ar5 with a 4.10 gear?
NA or turbo. What does it weigh?
Na, I'm guessing just under 4000#. Curb weight is 4100 stock with a 4.3/nv3500
A nice torqstorm would be perfect in that engine bay
Can you make 180° headers if you use six Y pipes and cross over the appropriate pulse?
Kind of. Hoonigan did video on a kit you can buy for a C6 Corvette that does what you are saying.
@@Calvin-Nelson Seems easier to cross over the pipes after all of the obstructions around the engine? I want to see data on that Borla Y-cross thing they did on the Rolls Royce build.
I like the 180° headers but prefer equal length long tube headers.
That's cool man!
Hey do you have a engine installation kit for that swap, my brother has a 65 he is working on
No unfortunately we do not, but with some SBC mounts and the plates for the LT, you might be able to adapt it pretty easy. 65 should already have the SBC mounts if it was a V8 car
We have a 455 Buick engine in it and stupid me l just remembered that he had a 93 Vette suspension put in the car so yes it should work well
Sounds like a TorqStorm is in order!
On the edge of my seat the whole time brother. ✌🇦🇺
Woot!
@@Calvin-NelsonHeck yeah
At idle I like the chop of regular but, at high rpms theirs no comparison, 180 has that Falfa's '55 sound.
But the northstar build though?!
It's coming.
I also thought of individual throttle bodies to improve N/A power, but that also seems too complex and too expensive for marginal gains. Supercharging probably is the way.
About V8 sounds, Mercedes-AMG sent an unrestricted GT3 to Bathurst with the mission of beating the unofficial lap record there. The manufacturer did achieve the goal, but what (also) caught my attention is that the German 🇩🇪 beast sounds pretty much like a NASCAR. Not what you'd expect from an Euro sportscar, and the unexpected is beautiful.
Yeah. I've never really liked ITBs. I always hear it was mainly a sound thing, which I've never really enjoyed, and they just seem like a tuning nightmare. I'll just stick a supercharger on it and see how that goes.
What's this spreadsheet you speak of that is freely distributed through the kindness of your heart?
Gen4 6.2 has my attention
It's a spreadsheet that my Dad spent 10 years developing. Not something we hand out unfortunately, but maybe I could talk him into selling posters of it or something.
@@Calvin-Nelson i was joking, with a touch of optimism
Is it my imagination or is 350whp kinda soft for a slightly modified 6.2? If add 15% that's only 402.5... am I correct 6.2 are rated at least bone stock 420hp net crank, that's factory manifolds, exhaust, accessories, emissions the whole kit n kabootle... Just asking I don't wanna seem like a keyboard critic, is there something I'm missing or have wrong.
The 5.3 made 352. The 6.2 made 457
How's that Northstar project coming along?
Slowly but surely. We've been focusing on another project you'll see soon, but we have a solid plan for the Northstar, so sooooon.
Torque storm?
Dual torque storms?
Whipple?
We have an LT4 that would be perfect for what I want to do.
Is that intake a shaved gen 4 intake?
No. It's and LT2 intake.
@@Calvin-Nelsonahhh ok ty
13:20 I like them both hard to choose
You can definitely put in a bigger cam with stock pistons btr and Texas speed both offer much bigger cams than a lt2 cam that have piston to valve clearance also Texas speed has cam kits with everything you need for a bigger cam for less than a thousand bucks
Yeah. I could, and it might reach my goals. Orrrr... I could put a supercharger on it and make sure that it will meet my goals.
Also a change with fuel to using alcohol increases power significantly.
True E-85= 85%ethanol => +100 HP also with far less carbon deposits + far more consistent power;
ethanol = C2H6=CH3-CH3
methanol = CH4
also consider nitro-methane added as Phong with Brent [PFI Speed]
Also adding higher energy/voltage spark increases burning efficiency
Also with LS/LT, Vortec, Northstar VVT adjustments
Best complete ÉCU is FuelTech along with less expense.
All The Best
Love your videos can’t wait to see more
I prefer the equal length, as whenever possible, I like to keep things simple.
More power to you!!
The 180 headers sound like old school NASCAR but from a practical standpoint they seem to be more difficult to work around should the need arise. I don’t think that I would want them on something that I had to wrench on regularly.
Yeah. They're really not that bad to work around, but to each their own.
They both sound great. But I think the 180-degree headers have more "cool factor."
Agreed
Are Hub mounted Dynos just not as popular here in the USA.
There are a few around. They usually cost a lot more, and only really are required for big HP stuff.
Cool
From a "cool" aspect, I like the 180 headers. It's unique and definitely has a hell of a sound.
From a real world perspective though, I think the equal length would be my choice. Just packing and maintenance feel easier. Not to mention it's got a hell of a whisky drinkin, back alley knife fight, tone.
Also I'm curious if you considered nitrous for the Studebaker. If you're looking for 200 or less extra grunt, a relatively simple nitrous throttle body plate could get you there. While being minimally invasive and the least amount of weight to the car.
Yeah. I've thought about it a few times. Just don't like filling bottles. That's why I refuse to go to CO2 boost control on our turbo cars either.
@@Calvin-Nelson Fair, nitrous is easy but it's also frequent maintenance. Blower or turbo is more work up front but way less to maintain.
Recently saw Steve Morris go through the Torque Storm factory. Maybe a healthy little centrifugal is what the doctor ordered. 🤙
So in PA. every one gets a torq storm sponsorship ?
I wish. Lol
Love equal length. The only thing that sounds better is 8 to 1 equal. But that’s a completely different sound, and is no small task to build.
Yeah. Personally I like the 180 sounds better than a 8 into 1. They're really hard to package too.
@@Calvin-Nelson your 180s are packaged so well though. The average Joe would be none the wiser.
I think David Vizards formula would spec about 112 lca for max hp in that 6.2.
I don't doubt it.
The biggest issue with 180 headers other than just having the cross member and sump with enough space to pass 4 pipes under the oil pan is the length of the primaries can be long which can cut into engine top end. Most headers designed for length with engine rpm considered will have 3 refections for 240 degrees of crank angle so this is considering a healthy camshaft as a stock camshaft might not have any flow area for 240 degrees of crank angle (at peak HP rpm). This will still give 2 reflections for 180 degrees so it still kinda works but the stock cam may not like a 2 reflection for 240 degree extra long primary length. If you're primaries are too short it's forgiving as the steps up to 4 reflections or 5 reflections are smaller than from 3 to 2. But if you are too long for 3 and not quite down to 2 it will not have a good stacking of residual vibrations and will not scavenge well on sound energy. That's not to say it won't use the collectors Venturi effects but it will still likely move the peak HP down a touch especially if it's equal length and every cylinder is doing the same thing exactly. So if you are too long it might take some length before things become beneficial again and if you need to pass pipes across the oil pan for 180 degrees then the 2 reflection solution might be the only one that's viable and that solution must be right and not just ballparked where as going a little short on a different solution isn't that bad. For an equal length setup without 180 degree arrangement each bank will have a 90 degree pair. These cylinders may be like a single pulse at the collector. You may need bigger collectors. For standard non equal length headers you may want to artificially shorten one of these pipes or perhaps 2 pipes for a true "compensated length" for the even bank 2 comes before 6. Making 2 shorter to get it out ahead of 6. You may also want to shorten 3 to get it out ahead of 1. This logic works best with a race exhaust because it kinda ignores that the gas pulse will push on stagnant gas ahead in he pipe. In a non obstructed race exhaust it very well can push into vacuum especially in a Venturi collector. So the logic stands for a well enough scavenging exhaust. Making 2 and 3 artificially short may bring the collectors forward which may seem unconventional and possibly inconvenient if the chassis is designed for the more expected setup. And as the engine revs higher a short 2 will get closer to 8 so you may only want it half compensated for a compromise. Perhaps 2/3 compensated would be better to help more at rpm below peak since we don't care about above peak so even going into negative territory at peak might not be so bad. unless you also want to shorten 8. The situation with 3-5 is the same as 2-8. If you are okay with collectors that angle down a bit from the middle of the engine like shorties and pipes around them that look longer than necessary then this is a possible solution. Same with 180 with a possibility of collectors in a transverse or outward angled position. The old V8 firing order before the fuel injected Windsors changed things but with a 4-7 swap (a hypothetical 3-2 swap on an LS) with rear exits on the headers would naturally be compensated to some degree as 7 is more rearward than 3 and 4 more rearward than 2. But for a fully compensated setup it looks about the same because the 180 degree cylinders are the same in any firing order so the short pair may have to go from front cylinder to rear cylinder on one of the banks meaning the collector may need to be positioned near the center of the engine regardless of firing order.
You can go back to the video where I made the headers. I did my best to make them equal length, but the primaries are bit long on a few tubes. The best way to do it is the way my Dad did it on his Datsun. Put the collectors behind the engine. This requires extensive firewall mods which I was unwilling to do on this car.
We did a video last year on unequal length headers addressing what you are describing.
ruclips.net/video/Qp-I-csOcxo/видео.htmlsi=8ZmN5anjQrehf4Oo
While I'm all for supercharging... I wonder how much, if at all, the intake manifold on your car might be limiting your HP? Your 180's - if they are not limiting power - sound better to my ear balls 🙂
Yeah. For sure. I think the intake would promote HP production, but the cam just doesn't want to rev.
neither one beats the sound of a angry 4200
Agreed
116 isn't THAT tight. It's the duration paired with 116 that causes a lot of overlap that makes it seem tight. At least according to DV's cam theory. Anyway, IDR if I mentioned it in another video, but what would be really cool to try is an 8-4-1 180-degree header set.
The only downside is the primaries are long as hell (as you mention in the 180 build vid) so adding secondaries to that might make the overall situation worse. This leads to my second, but much harder(?) to implement idea of a flatplane crank V8 with two 4-2-1 headers, but instead of merging the secondaries separately, each side's "2" all come together into a big 4-1 section.
Lastly, I kinda wanna see you guys run a centrifugal setup. Something loud, too, like a straight cut+cog drive SC with a 5-blade splitter compressor wheel. And then for even more whine/whistle do a gear-driven cam, too.
Oh, and both your setups sound and run fantastically.
Yeah. We will see what I can do on the Supercharger. Flat plane would be cool too. I'd sooner do a Hot V cross plane.
@@Calvin-Nelson Hot-V crossplane would make the 8-4-1 even pulse header MUCH easier to do with usable primary and secondary lengths. Could also do even-pulse 8-4 with twin, twin-scroll turbochargers, or an even-pulse 8-4-2 into a single, BIG twin-scroll turbo. (Just so we're clear "even-pulse" = 180-deg/flat plane equivalent firing)
Do a LT head swap on an LS, with the BTR cam you can make over 600 HP
I'd rather have the LT block because it has a better oiling system and a much stronger block.
I will never understand why people scoff at 300-400 wheel like it’s bad numbers. Most people aren’t even used to anything over 250 wheel especially when it’s in a 3k or less curb weight vehicle. Anything over 400 and you definitely need drivermod in a sub 3k curb vehicle.
I want to see 180 headers with twin/twin-scroll turbos, just for giggles. Also I've wanted to see someone do 180 degree headers and a custom intake manifold like the Nissan VH engines that match the intake runners 180 degrees too 🙂
180° with a TorqStorm supercharger?
Maybe...
Rear mounted turbos. Or supercharger.
If that gen v sounds so good, you gonna need the loudest whiniest blower to go with it 😈
I am not a fan of the 180 degree hedder sound and have no real idea if there's any performance gains from such a hedder. But I'm ok with off the shelf long-tube hedders for my street strip engines. But love your interest in high-performance engines.
To each their own my friend
Why worry about complex exhaust setups when you can just run a 4" downpipe off your turbo and make way more power? 😅
Some classes won't allow you to run boost
Solid intro fam!
Thanks bud
Rear mount turbo is another option
Not easily on this car.
180 and Nitrous please.