Which Headers?
Racer
Joined: Apr 2013
Posts: 346
Likes: 24
From: Selma, NC
Drifting
Joined: Nov 2005
Posts: 1,320
Likes: 242
From: NW Chicago
St. Jude Donor '12-'13-'14-'15
This is from an OLD article written by Chuck Mallett... for what it's worth
Things have changed a bunch in the last 16 years... that being said unless your doing more upgrades... heads/cam etc... he may be making a good point.
The LS-1 needs headers. Not true. In stock motors, the exhaust headers actually flow better than the engine’s heads, and adding headers will not add power (and may cost power from reduced exhaust scavenging and velocity). Like the computer, our 372 cubic inch LS-1 motors use stock headers and H-pipes, and work very well with them, and there certainly isn’t 30 horsepower hidden in there. The catalytic converters remain the biggest restriction in the C5’s exhaust system, to the tune of about 12 horsepower on an otherwise stock motor. There are several other points which are important to remember emissions controls are a reality—to comply with tightening standards, the double-wall headers and H-pipe should stay on the car (this promotes quick catalyst light-off). Also, a little back pressure in the exhaust is a good thing—the catalytic converters and mufflers provide enough so that the LS-1 has a strong low-end pull. Without a little back pressure, the car would not have the low-rpm torque it currently enjoys. The good news the money you wanted to spend on headers can now be spent where it will do some good.
Things have changed a bunch in the last 16 years... that being said unless your doing more upgrades... heads/cam etc... he may be making a good point.
The LS-1 needs headers. Not true. In stock motors, the exhaust headers actually flow better than the engine’s heads, and adding headers will not add power (and may cost power from reduced exhaust scavenging and velocity). Like the computer, our 372 cubic inch LS-1 motors use stock headers and H-pipes, and work very well with them, and there certainly isn’t 30 horsepower hidden in there. The catalytic converters remain the biggest restriction in the C5’s exhaust system, to the tune of about 12 horsepower on an otherwise stock motor. There are several other points which are important to remember emissions controls are a reality—to comply with tightening standards, the double-wall headers and H-pipe should stay on the car (this promotes quick catalyst light-off). Also, a little back pressure in the exhaust is a good thing—the catalytic converters and mufflers provide enough so that the LS-1 has a strong low-end pull. Without a little back pressure, the car would not have the low-rpm torque it currently enjoys. The good news the money you wanted to spend on headers can now be spent where it will do some good.
Team Owner
Joined: Oct 1999
Posts: 31,975
Likes: 486
From: Guinness Its whats for B'fast JAWGA
CI 3-4-5-9 Veteran
They are worth it, just go stainless 1 3/4 unless you plan on a blower or a big build. ARH, Kooks, LG, and Stainless Works all make a proven LTs.
1/4 mile/AutoX
Joined: Jun 2014
Posts: 11,434
Likes: 2,177
From: Buffalo Texas
I have added the XS power headers as well,at the same time I installed a LS 6 intake, I already have installed the Vararam CAI , then I sent my PCM to East Coast Supercharging for a tune ($150) the power gains are substantial, the sound from the headers is awesome !!!!!
Instructor
Joined: Jun 2014
Posts: 189
Likes: 20
Hi guys, I have a 1999 coupe 6 speed. I purchased used a couple years back, I havent done much to it other than a new set of tires. It came with a magnaflo exhaust but stock headers and that is really all that I know about it. I believe it has the Magnapack system right now.
http://www.texas-speed.com/p-776-mag...-corvette.aspx
I would like to keep that as I enjoy the sound of it but I want to add a nice set of headers that will match up. What would you all recommend I go with, im pretty new to all this but want my best bang for my buck. I may add a small cam in the future if that matters at all with my exhaust decision? Thanks
http://www.texas-speed.com/p-776-mag...-corvette.aspx
I would like to keep that as I enjoy the sound of it but I want to add a nice set of headers that will match up. What would you all recommend I go with, im pretty new to all this but want my best bang for my buck. I may add a small cam in the future if that matters at all with my exhaust decision? Thanks
Melting Slicks
Joined: Mar 2009
Posts: 2,300
Likes: 115
From: Odessa FL
St. Jude Donor '10-'12-'13-'14-'15-'16-'17
Thanks for the input guys I appreciate it, and I do understand that its a crap shoot if asking for which header gains the most power but that is not what I am looking for. I am looking for quality, reasonable price, and something that will mate up to my current set up. My reason for adding a header is I have a K&N intake with 80mm throttle body then stock headers which go to the Magna flo exhaust. i feel pinching off at the headers is just dumb for one and I would like to add a small cam in the future and it makes sense to me to have the intake and exhaust flowing correctly...
Another thought is what about if I go with a cam in the future, wouldnt I need the headers at that point?[/QUOTE]
If you plan further mods down the road, headers are in your future if you want optimal results. Basics are that your mods should be balanced and each compliments the other. An example, if you put a terrific set of heads on and then do not adjust your intake, cam, and exhaust to take full advantage of the flow characteristics of those super new heads, well you are leaving HP/TQ on the table, if not actually loosing power. Same goes for all the other mods. You have already stated an understanding of that as well. The million dollar question is what the most optimal combination of mods is and whose particular brand will provide the best results? Beats the s..t out of me, but there will be a ton of opinions here on what and whose is. To go back to your original question, again the XS-Power headers I put on had no fitment issues and they are quality pieces (construction, welds, stainless steel, etc.) and they were very reasonably priced. In turn they supported all the other mods, heads, cam, intake as well. Others as have stated have their own experiences and opinions. Good luck in your build.
Former Vendor
Joined: Jan 2015
Posts: 412
Likes: 64
This will surely look good and sound amazing once installed. Its made by Magnaflow.
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Race Director
Joined: Apr 2007
Posts: 11,148
Likes: 889
From: South Western Ontario
I have XSPower headers and they are a good system. The Texas Speed & Performance headers get good reviews here. There are also Dynatech and OBX headers but don't see much about either here.
Someone does have a recent thread for the OBX headers you might want to search for. The system looked much better than it did years ago.
You can gain around 30 rwhp with headers and a tune and show gains across the whole rpm range. You just need to decide if the cost of the headers and tune is worth 30hp or not.
The claim about the engine needing backpressure to help with the low rpm torque is complete BS.
Someone does have a recent thread for the OBX headers you might want to search for. The system looked much better than it did years ago.
This is from an OLD article written by Chuck Mallett... for what it's worth
Things have changed a bunch in the last 16 years... that being said unless your doing more upgrades... heads/cam etc... he may be making a good point.
The LS-1 needs headers. Not true. In stock motors, the exhaust headers actually flow better than the engine’s heads, and adding headers will not add power (and may cost power from reduced exhaust scavenging and velocity). Like the computer, our 372 cubic inch LS-1 motors use stock headers and H-pipes, and work very well with them, and there certainly isn’t 30 horsepower hidden in there. The catalytic converters remain the biggest restriction in the C5’s exhaust system, to the tune of about 12 horsepower on an otherwise stock motor. There are several other points which are important to remember emissions controls are a reality—to comply with tightening standards, the double-wall headers and H-pipe should stay on the car (this promotes quick catalyst light-off). Also, a little back pressure in the exhaust is a good thing—the catalytic converters and mufflers provide enough so that the LS-1 has a strong low-end pull. Without a little back pressure, the car would not have the low-rpm torque it currently enjoys. The good news the money you wanted to spend on headers can now be spent where it will do some good.
Things have changed a bunch in the last 16 years... that being said unless your doing more upgrades... heads/cam etc... he may be making a good point.
The LS-1 needs headers. Not true. In stock motors, the exhaust headers actually flow better than the engine’s heads, and adding headers will not add power (and may cost power from reduced exhaust scavenging and velocity). Like the computer, our 372 cubic inch LS-1 motors use stock headers and H-pipes, and work very well with them, and there certainly isn’t 30 horsepower hidden in there. The catalytic converters remain the biggest restriction in the C5’s exhaust system, to the tune of about 12 horsepower on an otherwise stock motor. There are several other points which are important to remember emissions controls are a reality—to comply with tightening standards, the double-wall headers and H-pipe should stay on the car (this promotes quick catalyst light-off). Also, a little back pressure in the exhaust is a good thing—the catalytic converters and mufflers provide enough so that the LS-1 has a strong low-end pull. Without a little back pressure, the car would not have the low-rpm torque it currently enjoys. The good news the money you wanted to spend on headers can now be spent where it will do some good.
You can gain around 30 rwhp with headers and a tune and show gains across the whole rpm range. You just need to decide if the cost of the headers and tune is worth 30hp or not.
The claim about the engine needing backpressure to help with the low rpm torque is complete BS.