When I took the big header off mine and put the Clifford long tubes on I lost about 2 tenths and 3 mph in the quarter, but the car became a lot more consistent.

Same day comparison, car picked up 2 tenths having Patrick drive it because he is more of a normal sized human.

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Official Cookie and Mater Tormentor.

Asking for clarification: "The big Header" was that a 6 into 1 header, or just big primary tube headers?

It was a large tube 6 into 1 Mike had built just for nitrous.

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Official Cookie and Mater Tormentor.

Did you have a crossover between the Clifford header 3:1 pipes? How far from the head?

Jim

No crossover.

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Official Cookie and Mater Tormentor.

Does this imply that a 6 into one header would be ideal for all slant 6 engines if the primary tubes were the appropriate size and length for the intended RPM range.. despite the difficulty in getting them to fit an actual engine bay?

Does the dual 3 into 1 header ever have the edge for different applications?

When Mike was running his Stocker he tested the small tube Mopar 6X1 header against the slightly larger long tube Hooker 6X2 set he used in the car. He said they ran them on Bogner's engine dyno and the results were not even close. The Hookers were a lot better.

I guess what I am saying is your exhaust choice needs to match your combination. The more pkwer you make the better header you need.

Mike didn't think the big 6X1 would work at all in my combo, and if the motor didn't go to 4000 on the brake it wouldn't get out of it's own way. It ran big speed out at the other end.

The smaller headers would let the motor get on the brake consistently, but gave up power up top.

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Official Cookie and Mater Tormentor.

Interesting!

Tube size being equal, would you choose a 6X1, or 3X2

All things being equal, I think the 3X1 helps low end while 6X1 makes more up top.

But realistically if the tube size and length are equal, it won't make a whole lot of difference.

6X1 does tend to hang lower in the chassis.

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Official Cookie and Mater Tormentor.

A lot of R&D has been done with 6 cylinder racers and 6 into 1 headers all the way up to Comp Eliminator, and they simply don't make as much HP and torque as a 3 into 1 times 2 design. It has a lot to do with the 1-2-3 and 4-5-6 cylinders needing to be separated from each other to have effective scavenging of the cylinders. A 6 into 1 cannot do that as well because of the odd 120 degree cylinder firing compared to 90 degree firing in a V8, where 180 degree headers can work very well.

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There's no such thing as too much cam....only not enough engine!

Ok, well 3X2 is easier to package anyway.

My ignorance here, how is the 120 degree so different than a v8?

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Hyper_pak

A V8 is 90 degrees....also, with a V8, a custom cam profile is needed to use 180 degree headers and a firing order change is helpful to gain full benefit of that type of modification...

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There's no such thing as too much cam....only not enough engine!

Yes, v8 is 90, but what is the practical difference in what the header sees?
I know the amount of pulses in the collector would be more per revolution.

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Hyper_pak

I can't really say, I just know a lot of inline racers have tried in futility to make the concept work and it just doesn't. But it has to do with the V8's being able to change the firing order and the 6 cylinder style engines you can't as being part of it...

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There's no such thing as too much cam....only not enough engine!