Why Tri-Y Headers are the perfect answer for adding power to the LT1
09-23-2013, 04:32 PM
#1
Why Tri-Y Headers are the perfect answer for adding power to the LT1
It all boils down to Pressure Pulse Tuning. Pressure Pulse Tuning is what separates good headers from great headers. A Tri-Y header for example, vs. a 4 into 1, will create a broader torque curve throughout the RPM range. Why is this the case and why is it desirable? What is Pressure Pulse Tuning?
Here is a quick definition.
Pressure Pulse Tuning – Each time a volume of exhaust gas flows out of the head and into a collector, whether it be a Tri-Y or a 4-1 header design, when it comes in contact with the collector there is a negative pressure pulse sent back up the tube and back into the head at the speed of sound. This negative pressure pulse when tuned correctly can help improve scavenging by sucking fresh air into the cylinder. Basically, the entire volume of exhaust gases is essentially in a vibration within the exhaust piping. If you can time the valve opening/closing with the pressure pulses, you can use this momentum of the exhaust to suck fresh air into the engine. More Fresh air into the cylinders = More torque. Think about swinging on a swing when you were a kid. If you timed the swinging of your legs with the frequency of the swing, you went higher. Its the same idea. You're timing the exhaust pulses (your legs) with the opening and closing of the valves (the frequency of the swing).
One of the big reasons why a Tri-Y setup offers superior low end performance is because the 3 collectors in a Tri-Y let us optimize scavenging at both high and low RPM, rather than just one RPM range like in a typical 4-1 header.
So...What does this mean for the C7?
Well, GM worked really hard to create a 6.2L that had a monster torque curve. In fact, from 1600-4000RPM, the LT1 matches the much larger LS7 with regards to torque output.
So while the LT1 doesn't have the same massive peak HP numbers as the ls7, it matches it in torque for a large portion of the RPM range. Which means it has almost as much power under the curve. \
So that does all of this mean when talking about headers?
With all of the engineering that GM put into creating such a broad, beneficial, torque curve, we should follow their lead by modding the LT1 in ways that compliment its natural behavior. In other words, the focus should be on enhancing the broad torque curve, and not focusing soley on peak numbers.
This is why a tri-y header is a perfect upgrade to the C7. A tri-Y header will promote and enhance the massive, highly engineered, torque curve of the LT1. More importantly, it won't skew the torque curve with weaker lows, flat midranges and spiky peaks numbers like a 4 into 1. Simply put, the tri-y will take the LT1's natural behavior, mimic it, and then give it a huge, evenly distributed, torque boost througout the entire RPM range.
Click here to see our Tri-Y headers
Here is a quick definition.
Pressure Pulse Tuning – Each time a volume of exhaust gas flows out of the head and into a collector, whether it be a Tri-Y or a 4-1 header design, when it comes in contact with the collector there is a negative pressure pulse sent back up the tube and back into the head at the speed of sound. This negative pressure pulse when tuned correctly can help improve scavenging by sucking fresh air into the cylinder. Basically, the entire volume of exhaust gases is essentially in a vibration within the exhaust piping. If you can time the valve opening/closing with the pressure pulses, you can use this momentum of the exhaust to suck fresh air into the engine. More Fresh air into the cylinders = More torque. Think about swinging on a swing when you were a kid. If you timed the swinging of your legs with the frequency of the swing, you went higher. Its the same idea. You're timing the exhaust pulses (your legs) with the opening and closing of the valves (the frequency of the swing).
One of the big reasons why a Tri-Y setup offers superior low end performance is because the 3 collectors in a Tri-Y let us optimize scavenging at both high and low RPM, rather than just one RPM range like in a typical 4-1 header.
So...What does this mean for the C7?
Well, GM worked really hard to create a 6.2L that had a monster torque curve. In fact, from 1600-4000RPM, the LT1 matches the much larger LS7 with regards to torque output.
So while the LT1 doesn't have the same massive peak HP numbers as the ls7, it matches it in torque for a large portion of the RPM range. Which means it has almost as much power under the curve. \
So that does all of this mean when talking about headers?
With all of the engineering that GM put into creating such a broad, beneficial, torque curve, we should follow their lead by modding the LT1 in ways that compliment its natural behavior. In other words, the focus should be on enhancing the broad torque curve, and not focusing soley on peak numbers.
This is why a tri-y header is a perfect upgrade to the C7. A tri-Y header will promote and enhance the massive, highly engineered, torque curve of the LT1. More importantly, it won't skew the torque curve with weaker lows, flat midranges and spiky peaks numbers like a 4 into 1. Simply put, the tri-y will take the LT1's natural behavior, mimic it, and then give it a huge, evenly distributed, torque boost througout the entire RPM range.
Click here to see our Tri-Y headers
Last edited by Pfadt Racing; 09-24-2013 at 04:40 PM.
