Originally Posted by
rmaier
They are ceramic coated which helps with the heat but not enough.......removed them because they rub everywhere and did not accomplish what I had hoped for so I couldn't even point to them to gain "cool factor" for having headers because they are virtually hidden from view in our cars.
I am sorry, but in all honesty you must see where this is going. Each splice is a flow constriction according to my welder. You will not gain anything if it is as rough as piecing together ABS pipe. Again, with 8-9" of room (measured by my welder), no rubbing anything should be present on my V8. Just me and my welders .02.
Originally Posted by
oledoc2u
Well, I know have discussed this with others, but not on here. My take is MB is always been about performance and reliability. I think their engineers, just like a lot of US engineers are building motors to perform with the exhaust manifolds of today. Meaning, some engines today look to have log style headers from the factory. I just saw the copo Camaro on a TV show being built and it had log style headers, not long tubes. I can see gains in the opening up exhaust though...as the copo really doesn't have a muffler...lol
I agree to an extent. It's still cost effective to make one thing for all motors than multiples for each. They probably built everything to work together well but then, why can Eurocharged turn out tunes with 30whp gains on stock motors that turn out just as reliable?
Originally Posted by
rmaier
Dually noted Doc and I would say the MB engineers know their product better then we do so that is why we do not see huge gains over what they already have years in R&D. The best gains are just having cutouts and tune for that and due to the constraints in space maybe we are stuck unless someone wants to cut out the fender wells and cobble up a set of headers with that space.
I for 1 am not willing to cut up the wells just to gain 10 or 15 hp.......but given the engine with the s/c even with the cam specs we should be able to gain some hp and tq by freeing up the exhaust. As Les said removing the cats (all 4) does have advantages in hp. I'll bet it sounds real bad as well ......lol Les?
Of course here in CO we have emissions standards so cannot remove all 4 cats. Always something holding us back.
I can't rationalize the difference between the same motors based off space constraints. Maybe some power loss but not 50+hp. A tuned C55 NA turned out 70whp tuned with kleemann headers....... E55's are 70+whp tuned...
Originally Posted by
Egodriver71
I'd like to throw my $.02 into the ring.
I'm thinking on the supercharged motors the gains would be minimal as you don't 'need' scavenging like you do on a N/A engine.
Keep in mind all of my boosted experience up until now is with turbos. With that, headers don't give you much of a benefit as you're trying to create a big pressure differential between the inlet of the turbine and the outlet. Now since you are pumping boost into the intake, overlap on the camshaft is kept to a minimum to avoid blowing the charge right out the exhaust port.
I'm thinking a supercharged engine is not much different. From what I have read, we have less overlap just like a turbo to keep from blowing the charge right out of the exhaust. Since we don't have the overlap, the scavenging effect of a header would not be as pronounced.
Just my thoughts...
Now, I'd keep the development going for the N/A engines, but us SRT guys just add boost!!!
I like you're thinking but I'm not sure I agree based off MBWorld peoples proven results. There is a problem, and it will take some figuring out.
Originally Posted by
TommyT
Cause this makes the most sense....
I'm sorry but I fail to see the issue in my statement. I would rather give a friend a set that I know through here and has been here the length of time I have, than someone who posts little and helps our community at the bare minimum...