Wondering about exhaust systems

[ArdWrknTrk]

While I agree, most people don't have the knowledge (or restraint) to build a balanced performance engine.

They are also the useful idiots that keep most of these companies in business.

In some small way, we should be thankful for them.

Very true. I've come to the conclusion that it is wise to pay someone that knows the correct bits to put together for a given application. Someone like Tim or Scotty that lives and breathes a specific engine is invaluable.

I told Scotty what I want to use the engine for, that I have the F3 heads, will be running EEC-V and want to burn regular pump gas to tow and offroad with, but still get "good" MPG - for a 460. And with that he knew what pistons, deck height, cam, etc.

And, he strongly recommended headers.

While I agree with you Gary, I was thinking mostly about the other side of the coin.

That all these "performance parts" companies would have disappeared if it weren't for knuckleheads who buy cams, headers, intakes,. .... and YES, bling for their vehicles.

[Rembrant]

That all these "performance parts" companies would have disappeared if it weren't for knuckleheads who buy cams, headers, intakes,. ....

I'm one of those Knuckleheads!!

 

[ArdWrknTrk]

That all these "performance parts" companies would have disappeared if it weren't for knuckleheads who buy cams, headers, intakes,. ....

I'm one of those Knuckleheads!!

My previous post said those who have no idea or restraint.

If you've bought a magnetic fuel stabilizer or a pinwheel intake turbulator, then YES, you too are a knucklehead.

[Whisler]

Most people who have an older carbureted engine and installs headers and/or dual exhaust usually don't leave the engine stock. THAT is usually the problem, and that is probably why you see so many in the junkyards.

Many older vehicles I have seen with headers and dual exhaust - even at car shows - have modified and poorly thought out engines bolted to them. To begin with, it is often necessary to re-tune the carburetor when headers and/or dual exhaust is added. If you don't so that, there is a good chance the engine will be too lean as a result and it will see the junkyard quicker.

The stock thermostatic air cleaner often goes missing because it is "smog junk" and so the engine never has the correct fuel mixture. Chokes are removed because they were "not needed." The carburetor is typically oversized in the name of "more horsepower" and not tuned properly, often being way too rich. Single plane exhaust manifold on a street engine because that is what race cars use. Lumpy, racing style camshafts are installed because they "sound cool," which results in low engine vacuum and a very confused, out-of-balance carburetor that has been opened up too far in order to sustain an idle. Colorful, racing-style spark plug wires because they look "cooler," etc.

You know what I am talking about.

"To begin with, it is often necessary to re-tune the carburetor when headers and/or dual exhaust is added. If you don't so that, there is a good chance the engine will be too lean as a result and it will see the junkyard quicker."

 

I have to agree with Lariat85. When I transplanted my 351W we switched to an Edelbrock Performer intake (can use either 2 barrel or 4 barrel carb. based on the base plate used) and JBA shorty headers with dual exhaust with H pipe. I was still using the 2150 carb. (53 jets) I had been using previously but ran into problems under uphill acceleration. I had to re-jet to 57 jets to make the problem mostly go away. Probably should have gone to 59 jets but picked up an Edelbrock AVS instead. Installation is almost complete and that should solve the problem.

[Gary Lewis]

"To begin with, it is often necessary to re-tune the carburetor when headers and/or dual exhaust is added. If you don't so that, there is a good chance the engine will be too lean as a result and it will see the junkyard quicker."

 

I have to agree with Lariat85. When I transplanted my 351W we switched to an Edelbrock Performer intake (can use either 2 barrel or 4 barrel carb. based on the base plate used) and JBA shorty headers with dual exhaust with H pipe. I was still using the 2150 carb. (53 jets) I had been using previously but ran into problems under uphill acceleration. I had to re-jet to 57 jets to make the problem mostly go away. Probably should have gone to 59 jets but picked up an Edelbrock AVS instead. Installation is almost complete and that should solve the problem.

Yes, with carbs that's true. But, with an EEC-V system, it'll figure it out itself.