Im looking into getting headers for my 95 GT, and heard that long-tube headers get in the way of the spark plugs, is that true? Should I go with shortie equal length? And then, should I go with a standard dual exhaust, or H- or X-pipes?

well long tube headers are best for low rpm power i believe, shorties better for high end. unless you can avoid emissions and want hearing problems when you get older,dont straight pipe it, i'd get an H or X pipe, with cats if you need to pass emmisions, off road if notH sounds better, X flows better. then pick a nice cat back, flowmaster, maganflow, mac etc.... and if you can do your exhaust all at once, and save time and money if you need to have a shop do it for you.

thats exactly what i was planniing on doing,i was getting the BBK Long tube headers, Bassani X pipe with cats, and the bassani cat back.

AI like the shorties equal length but those are hard on plug wires

Cool, my driver side muffler just brok off from the pipe, so its time, I will go withthe MAC long tubes, and have a local shop make a new exhaust system for me. What kind of mufflers should I get?

FLOW MASTERS ON THE MUFFLERS AND BBK ON THE HEADERS. AND JUST BUY THE WHOLE KIT IT IS EASIER AND IT MANDREL BENT YOU WONT HAVE ANY SMALL BENDS THAT WOULD BE PUT IN THE PIPE FROM A NORMAL TUBING BENDER.

yup, i say flowmasters to. </P>

i joined these forums just for this post....hoping i can stop you from a mistake. long tube headers will rob you of power on a stock engine. get short tube, equal length preferably. and for a good sound go with a mac chambered h-pipe....i know its not an h-pipe realy but what else ya gonna call it. flowmaster 40 series is deffinently the way you want to go for sound, especialy since it sounds like your keepin your cats

YOU ARE ON CRACK PSPUNCH.

Long tube, equal length headers.

Excelent torque with the long tubes, the equal length gives power up in the mid/high RPM's.

For a good sound, combine those with X pipes, and no mufflers.

Now THAT'S good sound and GREAT power.

Soory Jeep, but after some extensive research, I am forced to agree with pspunch. Apparently, long-tube headers only benefit internally modified engines, because too much back-pressure is released. However, beause I intend to do some internal stuff in the future, I will most likely go with long-tube headers.

<img border="0" src=smileys/smiley29.gif border="0">

This is just like the whole backpressure debate.

Some of ya'll may remember it. Me and markovboy had differing opinions, I said becpressure is NOT needed (exhaust velocity is), he the opposite. Well I'll be damned if he didn't say this in an e-mail:

goddam it mike, you don't need back pressure. I'll never rag on you again about the need for back pressure, after having done a bunch of research.



All I can say is you are missing out entirely on a nice power gainer, and you'll be kicking yourself in the ass later.

lol what an idiot...coming on a forum just for that thread to lie on.

Soory Jeep, but after some extensive research, I am forced to agree with pspunch.* Apparently, long-tube headers only benefit internally modified engines, because too much back-pressure is released.* However, beause I intend to do some internal stuff in the future, I will most likely go with long-tube headers.

You've been looking at the wrong sources.

OK then, suppose you can tell me how much rear-wheel hp my 95 GT has, at the fly-wheel its 215, then tell me how much I can expect to gain from long-tube headers and a good cat-back. Thats what I really want to know.

if your car is a manual, you should dyno around 180. give or take a few. the 4.6 puts 181 rated at 225 to the flywheel. a good exhaust set up should allow you to put just over 200. i have long tubes, they sound great, they give good low end torque gains,and i just plain wouldnt have it any other way.<IMG src=smileys/smiley20.gif border="0"></P>

OK then, suppose you can tell me how much rear-wheel hp my 95 GT has, at the fly-wheel its 215, then tell me how much I can expect to gain from long-tube headers and a good cat-back.* Thats what I really want to know.

When dealing with the exhaust system, you want the fastest, most vacume-inducing exhaust possible that let the motor BREATH (no backpressure, it chokes it)

Long tubes and larger tubes will give you a decent gain for the motor. You probably wil think it's a waste though.

Apparently Mustang's come with some pretty tall gears stock, and the gains you do to the motor aren't that evident with them. However, by swapping them out and letting the motor rev up quicker, you'll notice some of the smallest gains (and be a fair amount quicker). Most people suggest 3.73's or 4.10's. I'm not going to tell you personally, since I don't own a stang (yet).

But we did run 3.25's very well on the chevelle. But that had almost 2000 rear wheel horsepower (figure in about 20% power loss for manual rear wheel drive vehicles from the fly wheel, that's approx. your rear wheel power).

Jeep, i've seen you post some stuff about this chevelle but i have never heard the whole storie, could you fill me in?

Was at the track running my car. had consistant times and r/t's.

Some guy came up, asked me to take his car down the track. 5 others did as well.

I got asked to drive it in Indianapolis and Dayton.

502 cube big block, racing tranny with 3 clutch pakcs (2 clutches per pack), line lock, tranny brake, carb'd and juiced.

Made 900 horses on juice on the dyno (tuning) and bent the pushrod. We all believe in upgrading when we break....it's a rule....

So it became a blown injected methanol snuffing 5002 that spit out 1962 horses and 2500 ft lbs of torque at the rear wheels. Ran once like that, cracked the front welds for the 'cage at the floor, snapped the axles after I crossed the 1/4 mile (Ford 9" rear end, mind you) so harshly there were little holes in the housing from shards inside the housing.

But I got me an 8.17 (don't remember trap speed now) in a 2 ton vehicle. They found a better driver, sold that car, twin turbo'd an LS1 powered 'maro tube frame, and I don't know what's happened to them since.

Fun month or so.

I had shorty equals on my 94 Cobra and they were pain to install...and likeVFastsaid before, plug changes become drawn out and plug wires will have a shorter life span too. Long tubes hang down too. If your gt is dropped 1.5" the long tubes will leave you with almost no ground clearance left.</P>


I can't recall any Long tubes being carb legal...does anyone know? Some shorties carry a Carb E.O No. So if you need a cat-back I don't think you can use a long-tube. --but the last time I went through the Ohio E-chek all they looked for was Cats, Mufflers and the test data...so maybe you can slip by.

</P>

Never seen 'em check for cats in Hamilton county (Ohio).

Maybe we just got dips**ts down here.

Hamilton County isn't alone. Butler countyhashamiltucky...so it all evens out, butColrain township checked for mine.</P>

X pipe with flowmasters

DOH!!!

DO NOT LISTEN TO HIM


X pipe and NO mufflers with LONG TUBE EQUAL LENGTH headers.

All right all right, Ive made up my mind. IM going with longtube headers and straight dual-exhaust, no X or H, with straight-through mufflers. Great sound, hi-flowing, good price.

You'll get mucho more power with an X pipe.......

Suit yourself.

is a full length header better than have a X pipe system exhaust?</P>

Combine the two.

They're in two different areas of the exhaust, so use them both.

the x or the h in the pipe is to equal exhaust pressure in both banks

will I think tchaber is going to get his first ticket..it maybe the no cats 10,000 dollars fine

I am actually getting cats, although there are no emissions in Island county.