Long and Shorty of it
What's the best shorty header for a blown street car? Bench racing claims abound, but the dyno never lies.
By John Hunkins
PHOTOGRAPHY BY RICK ANDERSON
All header testing was performed by Rick Anderson and Anderson Ford Motors port on a SuperFlow 901 dyno. For the test,Rick borrowed the stock short-block from his own car, an '88 LX with 56,000 miles on it and a 10.86/127 ET to its credit. In as tested trim, the stock short-block was equipped with a B-Trim Vortech Gearcharger, GT-40 intake, ported Edelbrock aluminum heads, Crane 2040 cam and 38-lb. injectors.
It's been a long time since we did a dyno test on headers. To be precise, January '93 was the last time ("Shorty Header Shootout!") we reported our findings to the masses. Much has happened in the fuel-injected 5-liter world since then, but header technology hasn't changed much. Rather than duplicate our old-but-still-valid test of two years ago. We opted to evaluate our selection of shorty headers on a different engine combination.
Our earlier test was performed on a naturally aspirated engine with cast-iron GT-40 heads and a GT-40 intake. We tested headers from MAC, BBK and JBA. Specifically, we focused on the best header for stock mid modified engines, finding different—but predictable—results for each. Totally stock engines benefited most from the equal- length MAC 11/2inch shorty. And the GT-40-equipped stock bullet liked the 15/8-inch equal-length MACs.
Building on this body of knowledge. Rick Anderson of Anderson Ford Motorsport took on the task of sorting out most of the popular shorty header offerings on a high- output supercharged 5-liter engine. As one of the largest mail-order suppliers of late-model Mustang parts. Anderson Ford Motorsport has a vested interest in determining which parts combinations work best. As an avid 5-liter drag racer himself, Rick Anderson is driven beyond economic considerations to determine the performance potential of the parts he sells to fellow racers.
In performing our header dyno test. Rick Anderson removed the stock 56.000-mile short-block from his '88 5-liter coupe, otherwise known as the Anderson Ford Clean Power car. Equipped with a B-Trim Vortech supercharger, mildly ported Edelbrock Performer 5.0 heads, a CT-40 intake manifold. MAC 15/8-inch shorty headers, a Crane 2040 smog-legal cam, high-flow catalytic converters, a load of Sunoco unleaded racing fuel. 4.10 gears and a pair of Mickey Thompson 10.5x28-inch slicks, Clean Power ran a best of 10.86/127 (3,280 lbs. w/driver) at the NMCA Green Machine Shootout last October in Memphis, Tenn.
MAC PRODUCTS
Part No. 9028690
Type: 15/8-inch equal-length shorty header, standard collector
Price as tested: $199, industrial plated
If any header manufacturer could be said to have a lock on the 5-liter Mustang header business, it is MAC. MAC's performance and value are hard to beat, as witnessed by our dyno figures and the legions of 5-liter Mustang owners who have purchased MAC products over the years.
Close scrutiny of the horsepower plot reveals an excellent broad increase in power starting at 4600 rpm and a noticeably fat dose of motivation between 5500 and 6000 rpm. Though the MACs weren't the most stellar performers of the bunch, we liked their modest price (they're the least expensive header we tested) and the fact that they didn't sacrifice one iota of low- or midrange power for the top-end charge.
The MAC standard collector shorty produced the most torque of all the shorty headers tested and are in a three-way tie for second place in the horsepower department. (The BBK was the top horsepower producer; the SVO and JBA shorty made the same peak power as the MAC standard collector shorty.)
At just $199, their performance comes at a bargain-basement price. Fitment, however, is a different story. The MACs installed easily on the dyno, but subsequent installation after the initial evaluation revealed quite a bit of movement. The primary tubes are subject to lateral and vertical movement after heating and cooling, a product of their individual diecut flanges and 16-gauge tubing. A single flange holding all the tubes in place would save end users hours of cursing and knuckle banging. (We've experienced this warping phenomenon on individually flanged headers before, however the MACs seem particularly susceptible to it.)
Once the knuckle banging is over with, the user will be rewarded with outstanding performance and good looks at a very attractive price.
MAC Products
43214 Black Deer
Loop, Box 114
Temecula, CA
92590-3473
800/367-4486
Shortly after the end of the racing season, the engine was pulled from the car and installed on a SuperFlow 901 dyno at Ron Anderson Performance in Lexington, Ill. In nearly the same race trim, the blown, stock short- block dyno'd at 528 horsepower with underdrive pulleys, 38-lb./hr. high-impedance Lucas injectors, 10.5 psi of boost and the aforementioned parts. In order for the stock short-block to last more than 70pulls on the dyno. Rick decided to detune the engine for durability. A larger, 8-psi compressor pulley was substituted for the smaller unit,standard accessory pulleys were installed, and ignition timing was reduced to 13° initial.
In detuned form, the MAC header combo made 496 horsepower at 5900 rpm and 448 lbs.-ft. of torque at 4900 rpm. Without any further tuning changes, nine sets of headers were tested, including a set of stock factory headers, and followed up with the initial MAC equal-length 15/8-inch shortys to verify the engine's integrity.
Among the headers tested were two MAC shortys (both 15/8-inch equal-length, one standard collector and the other the new Power Pyramid collector). a Dynomax preproduction prototype 15/8-inch equal-length shorty, the new Bassani 15/8-inch equal-length 15/8-inch shorty, the JBA 15/8-inch equal- length Firecone shorty. the SVO Ford Motorsport 15/8-inch unequal- length shorty, the Hooker 15/8-inchequal-length shorty, and the Hooker 15/8-inch equal-length long-tube header.
Characteristic of most centrifugal blown 5-liters, the powercurve exhibited a steady climb well up to 6000 rpm. Unlike naturally aspirated 5-liters with the same combination, the powercurve did not begin falling off after 5500 rpm. Undoubtedly, power continues to climb upward beyond 6000 rpm, but this engine speed is deemed the practical limit for most road-going 5-liters.
Although peak power numbers are important, headers on street driven cars also need to provide a perceptible bump in midrange power: this is what separates the men from the boys in the header business.
DYNOMAX
Part No. 87704
Type: 15/8-inch equal-length shorty header
Price as tested: $325, ceramic coated
Dynomax has been making top-notch exhaust systems for 5-liter Mustangs for years. It’s only recently that the Racine, Wis., manufacturer has jumped head first into the header game. Having recently acquired both Cyclone and Blackjack product lines from Mr. Gasket, Dynomax is heralding its revamped product line to take advantage of recently acquired product and product tooling.
Before we dive into the implications of this procurement, let's look at the numbers. In out-of-the-box form, our Dynomax prototype made 495 horsepower at 6000 rpm and 441 lbs.-ft. of torque at 4700 rpm—good, but just average. Upon close inspection, Rick Anderson noticed that the oval inlet ports curved into the path of the escaping exhaust, blocking exhaust and robbing power.
Apparently, the Dynomax Street Series header is a new design from the ground up, with the exception of the oval-port, flame-cut flange, which is a carryover component from the Cyclone line. This oval port flange fits without obstruction on a factory head but costs horsepower on aftermarket heads with larger, raised exhaust ports. Anderson port matched the Range ports and dyno'd the headers again with excellent results. Modified, the Dynomax Street Series equal-length header made the most power and torque of all the shortys: 500 hp at 6000 rpm and 450 lbs.-ft. f torque at 5000 rpm.
Due to Ricks quick thinking, all Dynomax 5-liter Street Series headers (part No. 87704) will be shipped with this ported flange modification. We expect the production version to reflect Anderson's modification, but until production units are available for testing, we're officially publishing our first result. Fit on the Jet Hot ceramic-coated header is excellent (largely a result of the single flange), and we're looking forward to these babies hitting the street.
Dynomax/Walker
Manufacturing
1201 Michigan Blvd.
Racine, WI
53402-4968
414/631-6352
CONES, PYRAMIDS, AND -1 OTHER MAGICAL SHAPES
JBA calls them Firecones, MAC calls them Power Pyramids, and Bassani calls them Wave Isolators: we’ll just call them power enhancers. Which leads us to the question. Do they really enhance power? Well, yes and no. In -a nutshell, nobody really knows enough about the physical dynamics that are taking place inside a header's collector, but that doesn't mean theories don't abound.
JBA Firecone collector.
Bassani Wave Isolator collector.
MAC Power Pyramid collector .
Let's take JBA’s Fire- cone, for example. When compared with SVO's nearly identical unequal-length 15/8-inch shorty header, the JBA takes an inexplicable lead between 4100 and 4700 rpm. Both headers otherwise appear the same and have excellent quality. We can very tentatively say that the Firecone seems to make the difference. This observation is echoed by JBA, which makes a standard collector header otherwise the same as its Firecone design. For whatever it's worth, we used the Firecones with outstanding results on our '93 GT Code Blue Project car.
Similar in concept, Bassani’s Wave isolator appears also to work, but the amount of additional performance—if any—is much harder to attribute to the collector cone. The Bassani clearly takes off at 3600 rpm and distances itself from the baseline early in the pull. Yet is this ' the result of the Wave Isolator or is it just the result of the combination of superior materials, meticulous construction, an equal-length design and ceramic thermal barrier coating?
MACs Power Pyramid clearly does not work as well as the standard collector, as evidenced by our dyno comparison. (Not surprisingly. this observation is in direct conflict with MACs independent testing.) It's not for want of trying; the Power Pyramid looks like a good design and seems to have a lot of thought in it. Like Prudhomme's wedge-shaped dragster, Elf's 6-wheeled Formula One car, and Chryslers lean-bum engine. PACs Power Pyramid looks like it ought to work—it just doesn't Perhaps a lower-horsepower or a naturally aspirated application would bong the Power Pyramid out of its slump, but that's another test for another day—.J.H
All the test pieces showed at least a 36-horsepower gain over the stock pieces in the higher rpm range, but the ones that “feel”better on the street will get a leg up on the stock header earlier in the power range. For the record, the engine made 455 horsepower at 6000 rpm with the stock, factory headers and 430 ft.-lbs. of torque at 4600.
A quick poll of the MM&FF staff revealed some interesting observations. When shown graphs of the dyno pulls, staffers generally fell into two different groups: those who took all facets of header life into consideration (price, performance and, to a degree, installation), and those who desire all-out performance at any cost.
BBK PERFORMANCE
Part No. 1512
Type: 15/8- inch equal length shorty header
Price as tested: $209.95
Several months ago, we had the opportunity to tour BBK's production facility and were mighty impressed. We’ll spare you the details, but suffice to say that most potential customers would be easily swayed by the elevated level of product engineering and quality control. In fact, all BBK's headers are manufactured in-house under the watchful eye of proprietors Ken and Brian Murphy.
Very similar in appearance to the MAC equal-length shorty, the two are different in some key areas. Passenger's-side pipes take a different path toward their respective collectors, conceivably making a difference in installation difficulty or fit, depending on the individual vehicle's equipment. Although both MAC and BBK headers use individual diecut flanges, the BBK uses thicker 14-gauge steel tubing, lessen1 g the effect of heat cycling on flange placement and bolt alignment. For another 10 bucks (the difference in price between the MAC and BBK), the thicker-gauge steel is an added protection against corrosion. Still, we would prefer both to have a single header flange for fit and sealing.
The BBK exhibited a wide powerband, taking over at 4300 rpm and sweeping up to a peak of 497 horsepower at 6000 rpm. The BBK produced the most power of any box-stock shorty header and tied for third at 446 lbs.-ft. in the torque category (behind the MAC and JBA, and the same as the SVO shorty). Super performance, low cost and high quality all make the BBK equal-length shorty an excellent buy for the supercharged street enthusiast.
BBK Performance
1611 Railroad St.
Corona, CA 91720
909/735-8880
BASSANI MANUFACTURING
Part No. 5093
Type: 15/8 -inch equal length shorty header
Price as tested: $379.95. Ceramic coated
Bassani isn't a name usually associated with 5-Iiter Mustangs: exotic motorcycle pipes are more its cup of tea. Its recent dive into the ponycar aftermarket, however, speaks volumes about its cumulative experience in exhaust technology.
Known for precise construction quality, excellent fit and top-shelf material I selection, Bassani is attacking the 5-liter market with the same verve that made for success in the two-wheel biz. For starters, the Bassani equal-length shorty has a slightly different powercurve, one that perhaps lends itself better to street cars than racing applications.
A quick look at the numbers shows that the Bassani is no great shakes at peak anything, but numbers can be deceiving. The powercurve on this piece starts at the bottom of the graph (3000 rpm) and pulls strong to the top (6000 rpm). The are no dips or soft spots anywhere in the powercurve that can be attributed to the header, especially in the low- and midrange, where most headers falter. Installed in a street car, such a header wouldn't feel peaky or fat in one sweet spot; it would exhibit a deceptively smooth, long pull.
Our sample was ceramic coated (at $100 extra cost) and used individual diecut flanges and thick 14-gauge steel tubing. As with the BBKs, the thicker tubing provided great resistance to heat warping, lessening its need for a continuous header flange. The passenger’s side header did interfere with the bellhousing—unusual for a header of this quality and price—but we're told a fix will be made before production cranks up.
Bassani Manufacturing
160 E. La Jolla St.
Placentia, CA
92670-7111
714/630-1821
Esteemed editor Jim Campisano, technical guru Bernie Golick and the author liked the standard MAC and the BBK for their excellent combination of performance, price and ease of installation. Revvin'
Evan Smith. Jim Resnick and Tom DeMauro liked the Bassani and the long-tube Hooker for their broad, flexible powercurve and take-no-prisoners construction.
As far as ease of installation is concerned, obviously a shorty header is considerably easier than a long-tube header. Having said this, all shorty headers are not createdequal. Those with a single header flange bolted on the easiest (JBA, SVO, Hooker and the prototype Dynomax). Individual diecut flange headers (all the rest) needed more persuasion but were manageable. Rick Anderson noted that when the MACs were remounted on the test engine a second time at the end of the test, the headers were much harder to install because of their prior heat cycling. We would expect this to be the case with others having similar individual diecut construction as well.
The real eye-opener of the test was the set of Hooker long-tube headers. Traditional wisdom maintains that highly modified engines benefit greatly from long-tube headers, particularly by bolstering low- and midrange power. Naturally aspirated engines, especially those of smaller displacement, produce a very perceptible bump in power because a large percentage of motivational force is created by cylinder scavenging.
JBA
Pan No. 1624-2
Type: 15/8-inch unequal-length shorty header
Price as tested: $289, industrial plated
Long before it was fashionable to make go-fast parts for the lowly fuel-injected 5- liter Mustang, J. Bittle American, better known as JBA, was going it alone. Forced into making a stubby header that would easily fit within the confines of a cramped Fox-body Mustang, Bittle was inclined to give the innovative new product a catchy name, hence the shorty moniker was born.
Quickly thereafter, those who found themselves in the lane opposite a Mustang so equipped discovered that the shorty's performance was about as subtle as that of a sawed-off shotgun.
The way the JBA header is built, you'd think 5-liter Mustangs ran on plutonium and not fossil fuel. A thick 3/8-inch continuous steel flange supports 14-gauge primary tubes that meet a formed collector. All MIG welds are made with surgical precision, and fasteners are hardened pieces with thick lock washers on them. Rick Anderson put it best: “The JBAs look like you could run over them with a Mack truck.”
In the performance department, the JBA tied the MAC and SVO shortys in the power contest with 496 horse power (the BBK was first with 497 hp) and was second only to the MAC in the torque category with 447 lbs.-ft. Installation was a walk in the park as there was no bending, wedging or banging involved. The JBA's respectable showing proves that an equal-length design isn't a necessity and may be desirable over an equal-length design when ease of installation is important.
JBA
7149 Mission
Gorge Rd.
San Diego, CA
92120
619/560-2030
While the long-tube header did manage 4 lbs.-ft. of torque more than the closest competitor,it was in fact not the top dog in the horsepower department; that was a bit of a surprise to most knowledgeable observers. When it comes to street-driven supercharged applications, it appears that the long- tube header's cylinder scavenging accounts for less of a power increase than on a naturally aspirated 5-liter.
The implications come as welcome news to owners of blown Mustangs. Why go through the hassle of installing long-tube headers if you don't have to? Of course, for maximum drag strip performance, a long-tube header will give you the maximum torque to get you rolling. Just make sure you've got enough suspension and tire to make use of it.
With the results falling so close to each other, maximum power and torque will probably be less of a factor in most header purchasing decisions. Price, fit and appearance will play a major role for street-going Stangs, making all of our participants winners in different applications.
We've included a horsepower plot, a baseline horsepower plot, max horsepower and torque, and price for each header.
When appropriate, we've included pertinent in on construction, fit, availability or planned design changes.
FORD MOTORSPORT (SVO)
Part No. M-9430-5SC
Type: 15/8-inch unequal-length shorty header
Price as tested: $299.95
Ford Motorsport offers an excellent line of 5-liter bolt-on goodies, and its SSC shorty header is no exception. The quality of construction and materials is above average, and the single header flange makes installation simple. Designed by SVO engineers, the Motorsport piece is not a repackaged design from another manufacturer (as many other SVO parts are) but a unique SVO part.
The SVO is tied for second in horsepower, and the powercurve comes on fairly late,passing the factory headers at only 4700 rpm. Between 3800 rpm and 4700 rpm, the SVO piece lags behind the factory header enough for a driver to perceive a slight motivation loss in cut-and-thrust traffic. Past 4700 rpm, the SVO takes off like a rocket, its peaky power delivery feeling more like a small nitrous system as engine speed sweeps upward.
Obviously, it isn't fair to compare the performance of the unequal-length SVO header with any of the equal length pieces. For many prospective buyers, the SVO's ease of installation will outweigh a modest loss of power (keeping in mind that the SVO still scored second in peak horsepower). Yet when we compare the SVO piece with the unequal-length JBA, piece, the JBA clearly pulls out ahead between 4100 and 4700 rpm, averaging 9 horsepower and 11 lbs.-ft. more than the SVO in that range. That's a sizable chunk on the street. Otherwise, the performances of the SVO and JBA were nearly identical.
Ford Motorsport Performance Equipment
44050 N. GroesbeckHwy.
Clinton Twp., MI
48036-110831
3/337-1 356
HOOKER HEADERS
Part No. 6128
Type: 15/8-inch equal-length shorty
Price as tested: $248.20 (suggested retail),
silicone coated
Longtime header manufacturer Hooker has finally stepped into the liter arena with its new equal-length shorty header. Low cost, an equal-length design and a solid one-piece flange make it an excellent choice for street-driven Stang. Although the Hooker retails for $248.20, most mail-order houses discount it to around $200, making it one of the least expensive headers in the group.
Again, peak numbers may be deceiving: the Hooker makes only 493 hp peak and 445 lbs.-ft. of torque peak, yet power never drops below the baseline. And once past 4500 rpm, it makes a healthy climb upward.
The equal-length Hooker won’t win any peak power or torque contests, but its low price and easy fit make it an attractive buy for the cost-conscious enthusiasts. The jury is still out on the important of justhow equal primary tube lengths must be, but Hooker claims its header is a true equal length design. By adding a '-1" to the part number. a ceramic coated version may a so be ordered (at extra cost)
Hooker Headers
1024W. Brooks St.
Ontario, CA 91761
909/983-5871
Special thanks to Rick Anderson at Anderson Ford Motorsport, who conducted this test at great risk to his own equipment. Rick got through 70 pulls without damaging his own stock short-black, truly a gift from above.