I see that Lg motorsports has very long tube headers but which one makes more power, and which one have any of you had any problems with ?

 

I have seen good results from the LG headers but honestly they all are going to produce similar results. The pic is from LPE's web page and they sure do look high in quality. You will be lucky with either set.
Phillip

 

I guess you are saying all headers are built the same? What about all cat backs and all air intakes?

We have spent substantial R&D in tuning our headers and have proven they make more power than other on the market, even more so in modified cars. Katech recommends are headers, but I don't believe we have done any back to back testing with the LPE headers. Send us a set and we will show you that all headers are not built the same.

 

Yes, That would be a great idea, there has been substantial R&D on the
LPE Headers as well. Put each brand of header on the very same
car with the same mods on the SAME Dyno and lets post the
RWHP, RWTQ and Cost for everyone to compare, it would also be nice to do
a long term quality comparison on some of the other big volume, low cost
header Companies out there that are frequently re-welded at our shop because of the poor workmanship.

Regards,
John Page

 

Both you guys send me a set and I'll test em out on the dyno for you on my car. sound like a deal? :jester

Don't those lingy headers make you molest your stock exhaust, making it hard to go back to stock later? :cry

 

What is the primary tube length on the Lingenfelter headers. They appear, for the picture, to be substantially longer than TPIS or FLP....

 

Our system is complete from headers to cat back with interchangeable straight off-road pipes, high flow cats, and a 3" x-pipe. The pieces are v-flanged and indexed to make them easy to line up and swap out. We have some numbers coming soon with direct comparisons to other headers.

 

The LGM headers are substantially longer than other headers out there. This is to accomodate the length of the primaries. This is also why you use the Random hi-flow cats. The primaries and collectors are where your cats used to be. Extensive testing was done by GM to find the ideal length of the primaries and the collectors. LGM's headers are that length. Other headers in most cases have had to compromise a bit on lenght to get the headers to fit, and retain the stock cats. That is not a slam on anyone elses headers, it is simply a statement of fact.

Now, whether in yours or anyone elses application that would make a difference. I cannot say. But a nice header shootout would certainly be nice. I know there was one done recently and the LGMs were not in it. But, it would be nice to see a head to head comparison.

My gut feeling is that the LGM will make more power and more torque than any other header out there. But some folks don't consider the price per/hp difference to be worth that.

The reports I seen from one user in T1 was that with the LGMs he was making ~390RWHP... I have seen that from other header equipped cars, but not without using a Vararam, ported TB, etc...


[Modified by J-Rod, 11:06 AM 1/24/2003]

 

The LGM headers have 32" primary tubes. :yesnod:

 

WE are addressing the cost issue as we speak. We are trying to get the headers and whole system built completely outside of LGM. We cannot keep up with the orders. Our goal is to get the pricing down to the level of the other complete systems (engine to cat back) but maintain the 304 Stainless quality, and full 3" characteristics all the way back.

I would gladly test back to back with any header out there, if I could take the time to stop building them. :D

Thanks
Lou Gigliotti LGM

 

LT's and G5X-2 :yesnod: :yesnod: :cheers:

 

Lets see the dyno shootout.
Phillip

 

:iagree:

 

Did you ever find the hp difference of your headers vs the others on a less highly modded engine. I knnow you can make more power than the others on more modded engines but, you were going to post some comparison #'s from less modded engines on another thread. I still have not seen those #'s.

 

If you can do that I'll be ordering set. Cost has been the only thing holding me back. I'll be watching for updates on the pricing. :cheers:

 

Same here the price is what causes me to back away from your headers also.....

 

Like everyone else i assumed that the longer headers make more torque and i did a little research and it was allways longer is better so i was that close to buying the LG headers.

So i call my friend with whom we allways discuss options before buying and he convinced me to stick with LPE since i had already gone there for my 383, we have been following him since the late 80's and he's always fast, GM motor sports and LPE work together on many projects...
so how i can i change now! must have faith.

So i go there install these headers and excpect to make all mid to upper hp gains and keep torque the same (since i think i now better than the HP i mean Torque gurus at LPE and that E means enginering) i went from shorties to LPE headers and gained something like 10 rwtq at peak torque and under peak torque anywhere from 35 to 45 rwtq, at peak rwhp i gained 24 and above peak i gained around 35 rwhp.. I could not beleive how fat the range was.

So i grab the dyno sheet and i go to see John L and i ask him how can this be everyone thinks that long tubes are the way to go and he shakes his head "no no that's not true" wow so much for my research, but even below peak torque i ask " that's wright" he answers.

Well you know my car does not put up these huge HP and TQ #'s but i can tell you that i run at some Solo events and i usually set the top speed on the radar gun, and some of the Corvettes i compete with are cubers that have high 480 rwhp and the head & cam cars with 430's.

Usually i am told, when they can not explain my cars speed that LPE dyno # are set low, whatever the car is fast and i am a fan of LPE!

Speed seems to be more than peak numbers.

:chevy :chevy

 

gstama
Now you need to replace the LPE's with LG's and see what the dyno says!!!!
I think that going from shorties to LPE you would surely see some good TQ gains.
Let us know what your number are after the switch to LGM.


[Modified by Z06ufgrad2002, 6:10 PM 2/1/2003]

 

quote:
--------------------------------------------------------------------------------

WE are addressing the cost issue as we speak. Our goal is to get the pricing down to the level of the other complete systems (engine to cat back) but maintain the 304 Stainless quality, and full 3" characteristics all the way back.
--------------------------------------------------------------------------------

If you can do that I'll be ordering set. Cost has been the only thing holding me back. I'll be watching for updates on the pricing.
:withstupid: get the price into the 1500 to 1600 range and I'll be first in line.
Make is soon or I'll be going with FLP's



[Modified by IT L GO, 7:26 PM 2/1/2003]

 

You're right. It's area under the curve. I'd take more area under the curve than peak HP any day. Another factor is the acceleration derivative, which the dyno doesn't measure. Something like a GTech (accelerometer) could measure it in theory (measure the change in acceleration over time).