OTTP Long Tube Header
Why is this even a discussion? Have any of you ever been on any horsepower forums..? Longtubes can't even be compared shorties/mid-lengths. They aren't even on the same scale. Longtube is always the better choice.
I understand, though, where some of you are coming from, that - "Oh, I have X header already, and X header gives me this much power, and it's not worth the money for the few HP/TQ more from the OTTP header."
However, if you are on the stock manifold (such as me) and are contemplating between this and something else, you need to do some researching.
I understand, though, where some of you are coming from, that - "Oh, I have X header already, and X header gives me this much power, and it's not worth the money for the few HP/TQ more from the OTTP header."
However, if you are on the stock manifold (such as me) and are contemplating between this and something else, you need to do some researching.
Why is this even a discussion? Have any of you ever been on any horsepower forums..? Longtubes can't even be compared shorties/mid-lengths. They aren't even on the same scale. Longtube is always the better choice.
I understand, though, where some of you are coming from, that - "Oh, I have X header already, and X header gives me this much power, and it's not worth the money for the few HP/TQ more from the OTTP header."
However, if you are on the stock manifold (such as me) and are contemplating between this and something else, you need to do some researching.
I understand, though, where some of you are coming from, that - "Oh, I have X header already, and X header gives me this much power, and it's not worth the money for the few HP/TQ more from the OTTP header."
However, if you are on the stock manifold (such as me) and are contemplating between this and something else, you need to do some researching.
Senior Member
Joined: 08-09-07
Posts: 1,619
Likes: 0
From: minnesota
Why is this even a discussion? Have any of you ever been on any horsepower forums..? Longtubes can't even be compared shorties/mid-lengths. They aren't even on the same scale. Longtube is always the better choice.
I understand, though, where some of you are coming from, that - "Oh, I have X header already, and X header gives me this much power, and it's not worth the money for the few HP/TQ more from the OTTP header."
However, if you are on the stock manifold (such as me) and are contemplating between this and something else, you need to do some researching.
I understand, though, where some of you are coming from, that - "Oh, I have X header already, and X header gives me this much power, and it's not worth the money for the few HP/TQ more from the OTTP header."
However, if you are on the stock manifold (such as me) and are contemplating between this and something else, you need to do some researching.
Banned
Joined: 10-14-07
Posts: 1,546
Likes: 0
From: Austin, TX
Why is this even a discussion? Have any of you ever been on any horsepower forums..? Longtubes can't even be compared shorties/mid-lengths. They aren't even on the same scale. Longtube is always the better choice.
I understand, though, where some of you are coming from, that - "Oh, I have X header already, and X header gives me this much power, and it's not worth the money for the few HP/TQ more from the OTTP header."
However, if you are on the stock manifold (such as me) and are contemplating between this and something else, you need to do some researching.
I understand, though, where some of you are coming from, that - "Oh, I have X header already, and X header gives me this much power, and it's not worth the money for the few HP/TQ more from the OTTP header."
However, if you are on the stock manifold (such as me) and are contemplating between this and something else, you need to do some researching.
But that being said, if the numbers on this were significantly higher, I'd still consider it.
New Member
Joined: 04-17-07
Posts: 192
Likes: 0
From: Kitchener, Ontario
Headers primarily increase horsepower through scavenging. Since we have a supercharger all the header has to do flow well enough so it's not a restriction, and the Eaton will fill those cylinders right up.
Unless there's some witchcraft going on, my gut feeling is a mid length vs long tube of the same primary diamiater and collector design should make the same power on a supercharged motor.
Unless there's some witchcraft going on, my gut feeling is a mid length vs long tube of the same primary diamiater and collector design should make the same power on a supercharged motor.
Senior Member
Joined: 08-09-07
Posts: 1,619
Likes: 0
From: minnesota
Headers primarily increase horsepower through scavenging. Since we have a supercharger all the header has to do flow well enough so it's not a restriction, and the Eaton will fill those cylinders right up.
Unless there's some witchcraft going on, my gut feeling is a mid length vs long tube of the same primary diamiater and collector design should make the same power on a supercharged motor.
Unless there's some witchcraft going on, my gut feeling is a mid length vs long tube of the same primary diamiater and collector design should make the same power on a supercharged motor.
New Member
Joined: 04-17-07
Posts: 192
Likes: 0
From: Kitchener, Ontario
Care to elaborate on this topic of fluid dynamics.
The intake cam profile on the LSJ is unique in that it allows for more intake/exhaust stroke overlap to allow the supercharger to push out the exhaust gases and fill the cylinder which essentially replaces the role of scavenging.
The intake cam profile on the LSJ is unique in that it allows for more intake/exhaust stroke overlap to allow the supercharger to push out the exhaust gases and fill the cylinder which essentially replaces the role of scavenging.
Sergio is 100% correct in both of his posts. Longtubes are MUCH more important on a naturally aspirated car. On a supercharged car, not so much, like Sergio said. Hence why I said "horsepower forums".. Only motor. 
Joined: 12-30-07
Posts: 14,079
Likes: 197
From: NEPA
Care to elaborate on this topic of fluid dynamics.
The intake cam profile on the LSJ is unique in that it allows for more intake/exhaust stroke overlap to allow the supercharger to push out the exhaust gases and fill the cylinder which essentially replaces the role of scavengin.
The intake cam profile on the LSJ is unique in that it allows for more intake/exhaust stroke overlap to allow the supercharger to push out the exhaust gases and fill the cylinder which essentially replaces the role of scavengin.
I have been doing some reading/research on the HPE700 LS9 Camaro Hennessey produced, and they mention the same thing you stated when discussing the exhaust setup on their Camaro.
*Note: Hennessey uses long tube headers on the HPE700, but made it clear they werent too concerned about exhaust restriction on a supercharged car, because the blower just pushes the exhaust gasses right along.
Last edited by Staged07SS; May 11, 2010 at 12:58 PM.
You sir know what you are talking about
I have been doing some reading/research on the HPE700 LS9 Camaro Hennessey produced, and they mention the same thing you stated when discussing the exhaust setup on their Camaro.
*Note: Hennessey uses long tube headers on the HPE700, but made it clear they werent too concerned about exhaust restriction on a supercharged car, because the blower just pushes the exhaust gasses right along.
I have been doing some reading/research on the HPE700 LS9 Camaro Hennessey produced, and they mention the same thing you stated when discussing the exhaust setup on their Camaro.
*Note: Hennessey uses long tube headers on the HPE700, but made it clear they werent too concerned about exhaust restriction on a supercharged car, because the blower just pushes the exhaust gasses right along.
bomb camaro too
Joined: 12-30-07
Posts: 14,079
Likes: 197
From: NEPA
Care to elaborate on this topic of fluid dynamics.
The intake cam profile on the LSJ is unique in that it allows for more intake/exhaust stroke overlap to allow the supercharger to push out the exhaust gases and fill the cylinder which essentially replaces the role of scavenging.
The intake cam profile on the LSJ is unique in that it allows for more intake/exhaust stroke overlap to allow the supercharger to push out the exhaust gases and fill the cylinder which essentially replaces the role of scavenging.
Gaisn on a longtube vs midlength on an NA car will be greater than gains on a boosted car, but gains are still to be had regardless. You still want to increase scavenging effects as much as possible
New Member
Joined: 04-17-07
Posts: 192
Likes: 0
From: Kitchener, Ontario
it actually the exact same profile as the L61...so no, its not unique.
Gaisn on a longtube vs midlength on an NA car will be greater than gains on a boosted car, but gains are still to be had regardless. You still want to increase scavenging effects as much as possible
Gaisn on a longtube vs midlength on an NA car will be greater than gains on a boosted car, but gains are still to be had regardless. You still want to increase scavenging effects as much as possible
No, sorry. Please refer to: http://gmtunersource.com/media/racer...FO-SHEET-2.pdf.
The LSJ opens the intake valve much sooner than the other ecotecs.
No, sorry. Please refer to: http://gmtunersource.com/media/racer...FO-SHEET-2.pdf.
The LSJ opens the intake valve much sooner than the other ecotecs.
The LSJ opens the intake valve much sooner than the other ecotecs.
Intake cam is the same casting as the LSJ intake and exhaust cam, but lacks the pressed-in hex.