Texas Speed C6 Long Tube Headers & X Pipe Results & Pricing!!
 

Guys the Texas Speed C6 long tube headers & x pipe is now available! This time we didn't tell anyone they were coming until we had a run of 50 sets on the shelf & ready to go! Here's the info:

1 7/8" Headers
Mild Steel
Ceramic Coated

3" X Pipe System
Available Off-Road Now & Cat Very Soon!!

Dyno Results:
Before & After On 07 Vette A6 BONE STOCK NO TUNE ON EITHER CONFIGURATION!

Pricing $769.99 Complete With o2 Extensions INTRO PRICING!!!

http://www.precisionracecomponents.com/tspc6headers.jpg

Install Pics:

http://www.precisionracecomponents.com/c6header1.jpg
http://www.precisionracecomponents.com/c6header2.jpg
http://www.precisionracecomponents.com/c6header3.jpg
http://www.precisionracecomponents.com/c6header4.jpg
http://www.precisionracecomponents.com/c6header5.jpg
http://www.precisionracecomponents.com/c6header6.jpg

aww that's weak. There's another guy on here who made 452rwhp with just longtubes and intake. You're off by almost 100.






















;) This is why bogus #s are no good...

The price is RIGHT! Good job guys.:cheers:

Uhh, not on an LS2 automatic he didn't LOL.

But I assume you're just joking of course. :D

I'm just using this as an example of why it's bad to throw up random dyno #s and try to compare across the board. :D

This guy shows a nice gain on an ls2 auto with JUST that mod. I give him props :thumbs:

Very nice and good price!:thumbs:

This is awesome....several REASONABLY priced headers are popping up :D

Good work texas speed.

AMEN!!! ...and this one won't get closed because a *SUPPORTING VENDOR* posted it, now the question is are you going to also be fabbing a 1 7/8" version as that seems to be the best way for us LS3 guys?

Also, compared to the $1500+ catless systems, aren't the gains identical on a LS2 auto?

The $1000 I save on other headers that perform no better and the optionial coating's going to buy a lot of beer!

But what about the 09's? Have you modded the x-pipe for the 09's? I believe Kooks is the only one who has so far. I know LG and ARH haven't.

I was under the impression that the 1 7/8 headers really werent picking up much more than the 1 3/4 headers...even on more serious applications.

In case people dont realize it and mock 20rwhp....this was UNTUNED.

770 bucks for coated longtubes is great...hopefully this lights a fire under some other companies asses.

I'm not sure that 1 7/8" headers will gain much until you get a seriously modded engine. Like heavy cam/head combos or forced induction.

that might be, but if you're throwing headers on might as well start with 1 7/8" regardless of future plans it seems

Euro, We have direct bolt in systems for the 2009's.

Nick

wrong!

How will these hold up in coated mild steel versus the competitions 304 stainless steel? They sure look nice! Look a little like LGs LTs. Where are they manufactured? What is the length of the primaries?

I had a set of mild steel coated headers on my 98 Camaro for 7 years with zero rust or corrosion.

I have a coated mild steel headers on a firebird that have been on since 2002.

The stainless steel bandwagon is a joke...completely un-necessary. You can run UNCOATED mild steel headers and be just fine as well.

I thought powerlabs showed that his supercharged vette gained practically nothing going from 1 3/4 to 1 7/8

You'd probably lose torque down low opening up the primaries larger like that without a serious motor.

I also showed that there was no loss of low end torque.
Here you go:
Same car
Same Fuel
Same Dyno
Same Weather Conditions
Same Tune, Same Air/Fuel Ratio
Dyno runs 4 hours apart
Kooks 1 3/4" vs American Racing 1 7/8, both 3x3" Catted X-Pipes and C6 Z06 Exhaust with mufflers open:

Attachment 48179853

The veredict: I didn't lose anything down low with the larger primaries and in fact gained some everywhere, which is nice.
On the other hand, the gains were virtually within the accuracy/repeatability of the dyno. Either primary size is a sound choice, and once you factor in things such as cost, weight, and ease of installation, you can make an argument for either.

The Engineer in me must point out that since the boost level remained identical on both runs, the headers are obviously not the limiting factor when it comes to flowing air out of the engine; a different camshaft would be a much better approach to increasing power / lowering boost, and once you do that, then the larger primaries may start becomming more of a clear advantage. Maybe.

Melrose Headers are mild steel and they have a pretty good rep but they are also twice the cost. Mild steel will hold up especially if coated the weak points may be the welds and the straightness of the flanges.