Interesting Header Article
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Team Owner
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From: At the beach in little Rhody
Interesting Header Article
Pro
Joined: Apr 2002
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From: Denver CO
I saw this, too, about the time it came out. I contacted them to see if they had any plans for making a C5 header. Was told they weren't, but they suggested getting LGM headers and attaching one of their collectors to it. Problem was, as I recall (which don't mean much) that each collector was @ $560. Let's see, $1120 for collectors to weld to headers that don't cost much more than that, for a performance increase that may or may not exist???.......anyway, I'm still saving for my LGM's, but don't plan on replacing the collectors. 
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Team Owner
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From: At the beach in little Rhody
One thing I found interesting was the use of the Tri-Y design, as opposed to the 4 to 1. Most of the C5 headers are the 4 to 1 with the exception of the Bassani and the QTPs. I haven't got my headers yet, but the QTPs are getting more interesting the more I look into this.
Pro
Joined: Apr 2002
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From: Denver CO
This was the first I'd heard of the QTP's. They look promising; wish they had an x-pipe that joined closer to the collectors like the LGM's.
What's your take on the comparison of a good 4 into 1 (LGM) versus the QTP's. The dyno numbers are similar, price is similar, etc. Looks like a tighter fit under the car and they should be easier to install....might be lighter??? What do you think?
- TC
What's your take on the comparison of a good 4 into 1 (LGM) versus the QTP's. The dyno numbers are similar, price is similar, etc. Looks like a tighter fit under the car and they should be easier to install....might be lighter??? What do you think?
- TC
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Team Owner
Joined: Mar 1999
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From: At the beach in little Rhody
Originally Posted by TopCat
This was the first I'd heard of the QTP's. They look promising; wish they had an x-pipe that joined closer to the collectors like the LGM's.
What's your take on the comparison of a good 4 into 1 (LGM) versus the QTP's. The dyno numbers are similar, price is similar, etc. Looks like a tighter fit under the car and they should be easier to install....might be lighter??? What do you think?
- TC
What's your take on the comparison of a good 4 into 1 (LGM) versus the QTP's. The dyno numbers are similar, price is similar, etc. Looks like a tighter fit under the car and they should be easier to install....might be lighter??? What do you think?
- TC
Pro
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From: Denver CO
Originally Posted by vettenuts
RT pipe is a known good product as well.
I also like the fact that SIMs are not required for the rear O2 sensors.
But then I want the VNM tunnel plate too so that adds to the expense, too many choices, not enough cash
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Team Owner
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From: At the beach in little Rhody
RT pipe: Random Technology "X" pipe and CATS. Flow good and minimal number of clamps. I have seen very few complaints on this "X" pipe setup. I responded to one of QTP's posts the other day with some questions, but apparently they didn't see them before the thread moved off page 1 of the forum.
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Thread Starter
Team Owner
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From: At the beach in little Rhody
Which pipe did you go with, 3" or 2-3/4"? How did the installation go? Any tuning or dyno results? Sorry for all the questions, but these headers are different than the rest and of real interest to me.
Intermediate
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I went with the 3'. The installation wasn't tooo bad but there is some removal required to get them to fit into place. Don't have any dyno results yet just got it back yesterday. Just driving it I can feel the difference.
Pro
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From: Denver CO
Originally Posted by vettenuts
RT pipe: Random Technology "X" pipe and CATS. Flow good and minimal number of clamps. I have seen very few complaints on this "X" pipe setup. I responded to one of QTP's posts the other day with some questions, but apparently they didn't see them before the thread moved off page 1 of the forum.
Ya know, I still haven't been told by any of the header manufacturers why they go with such large primaries on their headers. If you read this article and study the subject to some degree, you will find that the optimum primary size for a 346 c.i. engine is 1-1/2 inches. The smallest anyone goes with is 1-3/4"?!?!? I just don't understand. If I were going to build a 383, or using nitrous or a turbo or a blower, I'd want the larger pipes....but I just want good low end torque with good throttle response on a 346 c.i. engine and nowhere can I find information saying that 1-3/4" primaries are better for this than 1-1/2" primaries. I've asked the manufacturers and they skirt the issue. Burns Stainless told me I'd be better off with 1-1/2" primaries when I spoke with them................go figure.
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From: At the beach in little Rhody
The QTPs start at 1-3/4 but end up at 2-1/2 as opposed to three. Barry also recommended to me the smaller CAT and X-pipe for a stock cubed motor. This is likely how I will proceed.
Racer
Joined: Oct 2003
Posts: 377
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From: Palm Beach Gardens FL
Can someone post the actual address for the header article, for some reason my server will not download it.
I am very interested in the QTP headers. The low end torque looks better than the LG’s from the limited info so far. I am also wondering why there have been no code issues so far without any tuning or editing out the rear O2’s
I am very interested in the QTP headers. The low end torque looks better than the LG’s from the limited info so far. I am also wondering why there have been no code issues so far without any tuning or editing out the rear O2’s
Le Mans Master
Joined: Jul 2002
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From: Nevada and Florida
Originally Posted by George V
Can someone post the actual address for the header article, for some reason my server will not download it.
I am very interested in the QTP headers. The low end torque looks better than the LG’s from the limited info so far. I am also wondering why there have been no code issues so far without any tuning or editing out the rear O2’s
I am very interested in the QTP headers. The low end torque looks better than the LG’s from the limited info so far. I am also wondering why there have been no code issues so far without any tuning or editing out the rear O2’s
IME, Tri-y headers are best for mildly tuned street engines, especially automatics. The powerband is flatter at low RPMS for street driving.
Racer
Joined: Oct 2003
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From: Palm Beach Gardens FL
Thanks BHP, the address worked on my other computer. I am trying to build a nice street car, I will not drag the car but do some auto crossing and I only want components that fit right. So far it sounds like these headers fit good but I still want to see more results
Pro
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From: Denver CO
Originally Posted by vettenuts
The QTPs start at 1-3/4 but end up at 2-1/2 as opposed to three. Barry also recommended to me the smaller CAT and X-pipe for a stock cubed motor. This is likely how I will proceed.
Your approach sounds logical to me. If you increase the size of the pipe you reduce velocity and cause a little backpressure, unless you have a very smooth cone leading from the 2.5" to the 3" that would be @ 18-24 inches long for the transition (like a megaphone, which still provides a little backpressure). The converters unfortunately add more backpressure, but they're a necessary evil.
I'm still waiting to hear what others get from installation of the QTPs plus tuning before I make a decision.
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Team Owner
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From: At the beach in little Rhody
I have not spoken directly with him, but have corresponded via several e-mails. He owns QTP I believe. I asked him about the pipe size since they offer 2, the 2-3/4 and the 3" size. His recommendation for 346 cu in was to stick with the smaller pipe. It is also the pipe that was used in the dyno test that is on their web site and also posted here. One of the forum members cars was the source of the data on the web site. I would give him a call directly, he has been very responsive to me by e-mail.