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WELCOME TO ENGINE POWER. TODAY IS GOING TO BE A FIRST IN AUTOMOTIVE TELEVISION FOR A COUPLE OF DIFFERENT REASONS. THE FIRST, WE HAVE THE OPPORTUNITY TO PLAY WITH A BRAND NEW SHELBY GT 350-R MUSTANG. NOW WHEN I SAY NEW, THIS CAR ONLY HAS 130 MILES ON IT. SECOND, WE'RE TEAMING UP WITH HELLION POWER SYSTEMS TO INSTALL A TWIN TURBO SYSTEM TO SEE WHAT THIS MYSTERYENGINE IS CAPABLE OF. NOW THIS IS GOING TO BE THE WORLD'S FIRST TWIN TURBO GT 350-R, AND HELLION IS MAKING THE SYSTEM AVAILABLE TO THE PUBLIC. ENGINE POWER AND HELLION HAVE TEAMED UP BEFORE. A COUPLE OF YEARS AGO WE ROLLED IN A BLUE 2013 BOSS MUSTANG. IT GOT TONS OF GOODIES LIKE A TWIN 62 MILLIMETER TURBOSYSTEM WITH AIR TO AIR INTERCOOLER, JMS BOOST PUMP, AND TURBO SMART WASTE GATES AND BLOW OFF VALVES. NOW WE ROLLED IT ON OUR DYNOJET CHASSIS DYNO AND WITH SOME CUSTOM TUNING PERFORMED BY CHRIS GROVES FROM THE DYNO EDGE IT CRANKED OUT 910 HORSEPOWER. HELLION COULDN'T STOP THERE. THEY CAME BACK WITH A YELLOW 2015 MUSTANG GTWITH AN AUTOMATIC. THE TURBO SYSTEM INCLUDED TWIN 55 MILLIMETER BALL BEARING PRECISION TURBOS AND THE SAME TURBO SMART BOOST CONTROLLERS. NOW CIRCLED SUPPLIED A TORQUE CONVERTER AND THE ONLY OTHER DRIVETRAIN PART CHANGES WAS A ONE PIECE DRIVESHAFT AND NEW REAR HALF SHAFTS. THIS SETUP SPUN THE TIRES TO A TUNE OF 818 HORSEPOWER ON PUMP GAS AND A MELLOW TUNE. TO GET STARTED WE'RE GOING TO GET A BASE LINE ON THIS GT 350-R. FOR MANY OF YOU THIS MAY BE THE FIRST TIME YOU'VE EVER SEEN ONE ON THE DYNO. IT'S A NEW THING FOR US AS WELL. THIS MUSTANG IS EQUIPPED WITH A FIVE POINT TWO LITER FLAT PLANE CRANKSHAFT VEIGHT. IT HAS A 12 TO ONE COMPRESSION RATIO AND FORD STATES IT CRANKS OUT 526 HORSEPOWER AND 429 POUND FEET OFTORQUE AT THE CRANK. NOW IT'S EQUIPPED WITH A SIX SPEED TREMEC TRANSMISSION AND HAS A 3.73 REAR GEAR. I'LL MAKE THE PULL IN FIFTH GEAR, WHICH IS ONE TO ONE, AND SINCE PEAK HORSEPOWER IS AT 7,500, WE'LL PULL IT FROM 3,000 TO 7,600.HOW'S THAT FOR CONSISTENCY, IT OVERLAID POWER AT 461 AND TORQUE IS 386. LOOK AT THE POWER ABOVE 7,000.KILLER GRAPH, WOW, VERY NICE.I THINK WE JUST NEED TO MAKE MORE NOW.WELL THAT'S WHY YOU'RE HERE.LET'S DO IT. THIS NEW FIVETWO HAS NEW HEADS WITH LARGER VALVES AND A BETTER INTAKE MANIFOLD. I WAS REALLY EXCITED ABOUT THE POWER ABOVE 7,000 RPM.NOW IT'S TIME TO PUT TURBOS ON AND MAKE A LOT MORE POWER BELOW 7,000 RPM. I DON'T THINK WE'RE GONNA HAVE TO TURN THIS THING AS HIGH IN THE RPM RANGE AS WE DID ON THE FIRST PULL. THE TURBOS ARE GONNA MAKE MORE POWER DOWN LOW. IT'LL MAKE ALL THE POWER WE WANT AND WE'RE NOT GONNA HAVE TO STRESS THE ENGINE. THE FIRST THING WE NEED TO DO TO INSTALL THIS KIT IS DRAIN THE RADIATOR, REMOVE THE AIR BOX.AND REMOVE THE CAT PIPES.A COUPLE OF CLAMPS AND FOUR NUTS AT THE HEADER COLLECTOR GETS IT DONE.NEXT UP IS REMOVING THE FRONT FASCIA. THIS NEEDS TO BE DONE CAREFULLY SO NO NICKS OR SCRATCHES APPEAR. NOW THE EXPANSION TANK CAN BE REMOVED. IT GETS REPOSITIONED LATER. THE COOLING FANS CAN ALSO GO. THEY WILL BE PLACED IN A NEW HOUSING FOR MORE CLEARANCE. MODULAR MOTORSPORTS, OR MMR, SUPPLIED AN OIL FILTER RELOCATION KIT. NOW THIS WAS NEEDED SINCE ONE OF THE TURBO PIPES INTERSECTS WHERE THE FACTORY ONE WAS MOUNTED. HELLION PREINSTALLED IT. WE NEED TO PLACE A DEI COOL TUBE EXTREME HEAT SLEEVE ON THE TRANS COOLER LINES. AT THE FRONT WE CAN REMOVE THE PLASTIC SPLASH GUARDS AND AIR DAM TO MAKE WAY FOR THE INTERCOOLER. ALSO REMOVED IS THIS SUPPORT BRACE SO A NEW ONE CAN GO IN ITS PLACE. IT'S THE SUPPORT FOR THE INTERCOOLER, WHICH IS A VERTICAL FLOW BAR AND PLATE STYLE. NOW IT'S CONSTRUCTED OUT OF ALUMINUM AND ALSO HOUSES THE FACTORY MASS AIR SENSOR. NOW THIS INTERCOOLER HAS BEEN USED IN APPLICATIONS MAKING OVER 1,600 HORSEPOWER. IT'S ALSO THE SAME ONE THAT'S USED IN JOHN'S WIFE'S CAR THAT GOES WELL INTO THE EIGHT SECOND TERRITORY DOWN THE QUARTER MILE. NOW IT IS POSITIONED IN FRONT OF THE A/C CONDENSER AND RESTS IN THE NEW SUPPORT BRACKET.FOR THE GT 350 WE'RE GONNA USE PRECISION 55 MILLIMETER BALL BEARING TURBOS WITH BILLET WHEEL, BALL BEARING CENTER SECTION, AND STAINLESS VBAND HOUSINGS. AFTER THE BREAK WE'RE GONNA PUT THESE BAD BOYS ON AND SEE WHAT THEY CAN DO.WE'RE BACK AND TURBOS ARE WAITING TO GO ON, BUT FIRST WE NEED TO REPLACE THE ORIGINAL THERMOSTATHOUSING BOLTS WITH STUDS. WITH SPACERS IN PLACE, THE DRIVER'S SIDE TURBOCAN BE POSITIONED.THE SAME PROCESS HAPPENS ON THE PASSENGER SIDE. SUPPLYING PRESSURIZED ENGINE OIL TO THE TURBOS IS THE MMR RELOCATION HOUSING. A DASH FOUR LINE IS ATTACHED TO IT, WHICH GOES TO A "T". THEN BOTH LINES FROM IT GO TO THE DASH FOUR FITTINGS ON THE TURBOS. NOW THE FIRST DRIVER'S SIDE HOT PIPE CAN BE ATTACHED TO THE TURBO. ALL OF THEM HAVE THE OPTIONAL SILVER COATING FROM HELLION. SECOND ONE TO GO ON IS FOR THE PASSENGER SIDE TURBO. MAKE SURE TO LEAVE ALL THE CLAMPS LOOSE UNTIL THEY ARE ALL RAN. UNDERNEATH THE SECOND HOT PIPE FOR THE DRIVER'S SIDE IS INSTALLED. NOW THE "U" PIPE, WHICH GOES FROM THE HEADER TO THE PREVIOUS PIPE, CAN BE INSTALLED ON THE DRIVER'S SIDE, FOLLOWED BY THE PASSENGER'S SIDE "U" PIPE. THESE DIRECT THE EXHAUST GASES BACK UP TO THE TURBOS.THE CAR GOES BACK DOWN SO WE CAN SLIP ON A COOLANT HOSE SUPPLIED BY HELLION AND DROP IN THE XPIPE. THIS IS WHAT DIRECTS THE SPENT EXHAUST FROM THE TURBOS TO THE DOWN PIPES, WHICH GO ON NOW. THEY CONNECT TO THE XPIPE AND USE STURDY BRACKETS CONNECTED TO THE FRAME TO SUPPORT THEM. THE SECOND SET OF DOWN PIPES CAN GO IN AT THIS TIME. THERE SHE IS. TO AVOID THE OBNOXIOUS SOUND OF A WASTE GATE DISCHARGING TO THE ATMOSPHERE, HELLION DIRECTS IT BACK INTO THEEXHAUST TO KEEP A FACTORY SOUND. THESE WASTE GATES ARE PRECISION TURBO PW 46 MILLIMETER PIECES. THEY'RE MADE FROM HIGH GRADE, HIGH TEMPERATURE STAINLESSSTEEL AND BILLET COMPONENTS FOR SUPERIOR STRENGTH AND FUNCTIONALITY. NOW A FEW MORE PIPES ARE INSTALLED ON THE DRIVER AND PASSENGER SIDES TO MAKE THE CONNECTION TO THE FACTORY EXHAUST. THIS COMPLETES THE HOT SIDE PIPING.NOW THAT THE HOT SIDE'S DONE YOU CAN SEE HOW BEAUTIFUL THE SYSTEM LOOKS. THAT'S BECAUSE DESIGN IS TAKEN INTO CONSIDERATION WHEN WEBUILD THESE TURBO KITS. YOU CAN'T JUST THROW A BOX OF PIPES ON A CAR AND EXPECT IT TO RUN. THE TUBING SIZE, THE WASTE GATE POSITION, THE SIZING OF THE TURBO CHARGER, ALL OF THAT IS NEEDED AND THESE NEED TO BEPERFECT IN ORDER TO HAVE SOMETHING THAT'S GONNA RUN. WE WERE TOUTED AS THE COMPANY THAT REVOLUTIONIZED THE TURBO CHARGING INDUSTRY AND WE DID IT AGAIN WITH THE GT 350 KIT.THE COLD SIDE PIPING HAPPENS NOW. THESE PIPES HAVE THE SAME COATING AS THE HOT SIDE.HERE'S HOW THEY ARE POSITIONED WHEN THEY'RE ON THE CAR. WITH THE BLOW OFF VALVE INSTALLED, THE FIRST PIPE ATTACHES TO THE TURBO OUTLET. THEN THE LONG COUPLE GOES ON. FINALLY THE SECOND PIPE ATTACHES TO THE INTERCOOLER.THE OTHER SIDE WENT ON THE SAME WAY BUT NEEDED A COUPLE OF ADDITIONAL COUPLERS TO CLEAR THE OIL FILTER RELOCATION KIT.ON HELLION'S STANDARD MUSTANG GT KIT THE OIL THAT IS FED TO THE TURBOS IS GRAVITY DRAINED FROM THEM BACK DOWN TO THE STEEL OIL PAN. NOW THIS GT 350-R IS EQUIPPED WITH A HIGH TECH POLYMER OIL PAN THAT WE'RE NOT GOING TO TAP INTO. SO HELLION SUPPLIES THIS COOL LITTLE CATCH TANK AND THIS HIGH FLOW PUMP THAT'LL PUSH THE OIL BACK UP AND INTO THE VALVE COVER. THE PUMP AND TANK ARE ATTACHED TO EACH OTHER AND ARE POSITIONED ON A BRACKET ON THE PASSENGER SIDE OF THE CAR. THE DRAIN LINES ARE RAN FROM THE CATCH TANK UP TO THE TURBOS. HEAT WRAP WILL PROTECT THEM. USING A BRACKET SUPPLIED BY HELLION, THE FACTORY EXPANSION TANK CAN BE RELOCATED TO THE DRIVER'S SIDE. THE ELECTRIC FANS WERE PLACED ON A SHROUD SUPPLIED BY HELLION AS WELL, AND THEY GET BOLTED UP IN THE SAME LOCATION. A NEW UPPER RADIATOR TUBE IS SUPPLIED AND GOES ON NOW.TO KEEP THE ELEMENTS OUT OF THE TURBOS, HELLIONDOESN'T CUT CORNERS. K&N CONICAL FILTERS ARE SUPPLIED. TO POWER THE OIL PUMP FOR THE TURBOS HELLION SENDS A RELAY. IT TRIGGERS THE PUMP BY AN IGNITION CIRCUIT USING A FUSE TAP SO THE PUMP RUNS ANY TIME THE CAR IS RUNNING. A GROUND IS NEEDED AS WELL.IT'S TIME FOR US TO TAKE A BREAK BUT WHEN WE COME BACK WE'RE ADDRESSING THE FUEL SYSTEM AND THAT'LL GET US ONE STEP CLOSER TO THE DYNO.WE'RE BACK AND READY TO CONTINUE. INCREASING THE FUEL FLOW TO THE ENGINE IS A MUST WHEN ADDING THE POWER WE ARE WITH THE TWIN TURBO SETUP, BUT THAT MEANS THE FACTORY INJECTOR NEEDS TO BE REPLACED. HELLION SUPPLIES THESE 95 POUND PER HOUR DIETCHWERKS HIGH IMPEDANCE UNITS, BUT TO ACCESS THEM THE FUEL RAIL MUST BE REMOVED.FIRST DISCONNECT THE INJECTOR CONNECTORS. NOW THE SUPPLY LINE FROM THE RAIL, AND USE A VACUUM CAP TO PREVENT A SPILL. NEXT REMOVE THE FASTENERS HOLDING THE RAIL TO THE MANIFOLD, AND THE ENTIRE ASSEMBLY CAN BE REMOVED. THE NEW INJECTORS ARE INSTALLED AND SECURED WITH THEFACTORY RETAINERS. NOW THE ASSEMBLY GOES BACK IN THE SAME WAY IT WAS REMOVED.THE COIL COVERS COME OFF NEXT TO ACCESS THE COIL PACKS. THEY NEED TO BE REMOVED SO WE CAN PULL THE PLUGS AND REGAPTHEM FROM 51 THOUSANDTHS DOWN TO 22 THOUSANDTHS. THIS IS DONE DUE TO THE INCREASED CYLINDER PRESSURE OF THE TURBOS. THE FACTORY PLUG GAP IS TOO WIDE FOR THE SPARK TO REACH THE GROUND STRAP EFFICIENTLY. SO GAPPING THE PLUGS TIGHTER MEANS THE GROUND STRAP IS TIGHTER TO THE CENTER ELECTRODE, MAKING THE SPARK STRONGER AND MORE EFFICIENT. THE FINAL PIECE OF PIPING COMPLETES THE COLD SIDE. THIS RUNS FROM THE OUTLET OF THE INTERCOOLER TO THE THROTTLE BODY. MAKING A STATEMENT IS THE MIGHTY HELLION DECAL. NOW THE FRONT WHEELS AND TIRES CAN BE REMOVED. NOTICE THE PAPER, IT'S TO PROTECT THE CALIPER FROM BEING SCRATCHED WHEN THE WHEEL IS REMOVED, AS WELL ASTHE INNER FENDER LINERS.AND THAT MAKES WAY FOR THE TURBO SMART EBOOST TWO BOOST CONTROLLER, WHICH IS AN OPTION IN OUR KIT. WITH A SUPERCHARGER YOU'RE LIMITED TO THE BOOST YOU CAN MAKE BY THE PULLEYS THAT ARE SENT. THE GREAT THING ABOUT THIS KIT AND THIS GAUGE IS THAT WE CAN CHANGE THE BOOST FROM THREE TO 30 POUNDS WITH A TOUCH OF BUTTON FROM INSIDE THE CAB. NOW LET'S GO GET THIS THING INSTALLED.THE FIRST STEP IS PULLING THE HARNESS THROUGH A FACTORY GROMMET IN THE FIREWALL.NOW ONE OF THE SOLENOIDS CAN BE MOUNTED ON THE DRIVER'S SIDE WHEEL WELL, AND THE OTHER ON THE PASSENGER SIDE WHEEL WELL.DOING THIS KEEPS THEM EVEN SPACED FROM THE WASTE GATES FOR THE QUICKEST RESPONSE POSSIBLE. THE FIRST VACUUM LINE RUNS TO THE TURBO COVERS. THE SECOND LINE GOES TO THE TOP OF THE WASTE GATES, AND THE THIRD GOES TO THE BOTTOM OF THE WASTE GATES. NOW WE CAN PUT THE COOLANT WE REMOVED WHEN WE DRAINED THE RADIATOR BACK IN. ALRIGHT THE TIME HAS COME TO FIRE THIS HELLION GT 350-R UP. NOW BEFORE PAT PRESSES THE BUTTON I HAVE TO SAY, THIS TWIN TURBO SYSTEM GOES TO SHOW WHY HELLION IS THE INDUSTRY LEADER. THE QUALITY, FITMENT, AND COMPONENTS USED IN THE SYSTEM MAKE FOR A STRAIGHT FORWARD INSTALLATION. YOU READY?OH I'M READY.GO AHEAD AND PRESS IT PAT. [ engine fires up and revs ]QUIET, NICE AND QUIET.SOUNDS GREAT, PERFECT!VERY COOL. WHEN WE COME BACK IT'LL BE LOADED UP ON THE DYNO JET.OH IT'S GONNA ROCK THE DYNO.OH NO QUESTION.WE'RE BACK AND THE GT 350-R IS RETURNING TO THE ROLLERS. THIS TIME IT'S PACKING A HELLION TWIN TURBO SYSTEM. MEET EDDIE RIOS, OWNER OF ADDICTION MOTORSPORTS.HE'S A TUNING GENIUS AND WORKS WITH HELLION ON ALL THE CALIBRATIONS. HE'LL BE USING HP TUNERS VCM SUITE TO GET THE JOB DONE. NOW HE'S ALSO A FELLOW GT 350-R OWNER, SO HE KNOWS THE INS AND OUTS OF THIS ECU. THE PULL IS IN FIFTH GEAR TO 8,000 RPM, WITH SEVEN POUNDS OF BOOST AS THE TARGET.FIRST PULL, MADE 694 HORSE, 600 POUND FEET OF TORQUE.THAT'S WHAT I'M TALKING ABOUT.NICE, NOT BAD FOR A FIRST PULL.THAT'S PRETTY NICE, NICE AND EVEN, GRAPH LOOKS NICE, NO PROBLEM AT ALL.SEVEN POUNDS EXACTLY, HUH?YEP, THAT IS RIGHT AT SEVEN PSI RIGHT NOW.IF I COULD RAISE THE REV LIMITER IT'D GO, BUT LET'S JUST KEEP IT STOCK.WHEN YOU'VE GOT TO RAISE AN 8,000 RPM LIMITER, THAT'S PRETTY IMPRESSIVE.YEAH, WE'LL JUST LEAVE IT ALONE.YES LEAVE IT ALONE. WHAT DO YOU WANT TO DO THERE?TURN THE BOOST UP.TURN THE BOOST UP, YOU HEARD THE MAN.I'M NOT SCARED.WITH A SLIGHT BUMP UP IN THE BOOST DEPARTMENT WE'RE READY FOR THE FINAL PULL. REMEMBER THIS ENGINE HAS A 12 TO ONE COMPRESSION RATIO.THAT WAS NOT BAD RIGHT THERE. 723.97, SO REALLY CLOSE, AND 654 POUND FEET OF TORQUE, AND I'M SHOWING ON THERE NINE POUNDS OF BOOST.THAT'S PRETTY STOUT, AMAZING!AND LOOK AT IT PULL UPSTAIRS. CARRIES IT ALL THE WAY UP.WHO SAID THAT THE GT 350 DON'T MAKE NO TORQUE? 650 FOOT POUNDS, FULL BOOST BY 4,000 RPM,THOSE 55'S ARE ZINGING.YEP, LOOK AT THIS, LOOK WHERE IT ACTUALLY COMES UP AT EIGHT AND A HALF AND THEN IT AVERAGES, IT'S IN THE MID SEVENS THROUGH THE PULL.YEAH, IT MAKES MOST OF THAT POWER IN THE MID SEVENS AT LESS THAN 4,000 RPM IT MAKES EIGHT POUNDS OF BOOST. QUICK SPOOL, LOTS OF LOW END TORQUE, AND CARRIES THE POWER ALL THE WAY TO RED LINE AND PEAKS UPSTAIRS. THIS IS A CRUSHING, AMAZING DYNO GRAPH.IT IS, THE FUNNY THING IS IT'S A 262 HORSE GAIN OVER THE BASE LINE.I THINK THAT'S A GOOD START.I THINK THAT'S A GOOD START.I THINK WE DID ALRIGHT.WHILE JOHN AND PAT ARE CELEBRATING A VICTORY, EDDIE IS REPLAYING THE DATA LOG TO MAKE SURE NO MORE CHANGES ARE NEEDED BEFORE WE ROLL THE CAR OFF THE DYNO.ADDING TURBOS TO IT, ALL IT DID IS JUST EXAGGERATED THE AMOUNT OF POWER THAT IT MAKES NATURALLY ASPIRATED. OBVIOUSLY IF YOU WANT TO PICK UP 262 HORSEPOWER WITH JUST NINE POUNDS, OR EIGHT AND A HALF POUNDS OF BOOST AVERAGE THAT IT MADE, I MEAN IT JUST SHOWS HOW MUCH TIME WAS SPENT AT FORD. WELL OBVIOUSLY HP TUNERS HAS BEEN THE LEADER. THEY'RE THE BIGGEST REASONS WHY US IN THE AFTERMARKET CAN TUNE THESE VEHICLES WITH ENGINES BEINGRELEASED MONTHS AGO.THIS GT 350-R ONLY HAS 200 MILES ON IT, IS OWNED BY A GOOD FRIEND OF MINE, JIM GUTHRIE. JIM'S IN RACING HIS WHOLE LIFE, RACED IN THE INDY RACING LEAGUE, DRIFTING, AND OF COURSE LIKES FAST STREET CARS.SO HE WAS GRACIOUS ENOUGH TO LET US TAKE HIS GT 350-R AND PUT THIS KIT ON THERE. SO WE'RE GONNA GIVE IT BACK TO JIM, LET HIM GO HAVE SOME FUN BEFORE WE TURN IT UP PAST 1,000 HORSE LIKE IT'S CAPABLE OF.IF YOU'VE GOT A EUROPEAN VEHICLE LISTEN UP. POWERSTOP CAME TO THE RESCUE AGAIN WITH AN OE LEVEL HIGH QUALITY BRAKE KIT THAT COST A LOT LESS THAN BUYING IT FROM THE DEALERSHIP. THIS IS THE EUROSTOP PACKAGE THAT IS ENGINEERED TO MEET THE STRICT ECER-90 EUROPEAN STANDARDS. NOW THE ROTORS ARE COATED WITH GENUINE GEOMET FOR EXCELLENT CORROSION RESISTANCE. THEY'RE ALSO MADE FROM HIGH CARBON METALLURGY TO PREVENT DISTORTION AND CRACKING. NOW THE BRAKE PADS HAVE TO MEET THE SAME STANDARDS FOR THE HIGH SPEED NO LIMIT AUTOBAHN. NOW TO FIND OUT MORE ABOUT THIS EUROSTOP BRAKE KIT AND THE APPLICATION THAT FITS YOUR RIDE LOG ON TO POWERSTOP DOT COM.DUPLICOLOR HAS A HUGE LINE OF QUALITY PRODUCTS AND THIS TRUNK PAINT IS DEFINITELY ONE OF THEM. THIS IS THEIR DURABLE SPATTER PAINT AND IT'S USED TO RESTORE YOUR FACTORY TRUNK APPEARANCE. IT'S A HIGH BUILD FORMULA THAT COVERS UP SCARS AND ABRASIONS, AND GIVES A LIKE NEW FACTORY FINISH. IT'S WATER RESISTANT AND COMES IN SEVERAL COLORS, AND YOU CAN USE IT OBVIOUSLY FOR TRUNK INTERIORS BUT OTHER THINGSLIKE STORAGE LOCKERS AND METAL CABINETS. IT'S AVAILABLE AT YOUR LOCAL AUTO PARTS RETAILER.THIS TECH TIP IS GOING TO BE EXHAUSTING, LITERALLY.WE'RE GOING TO TALK HEADERS. NOW THIS IS MEANT TO BE A GUIDELINE TO GIVE YOU AN IDEA OF WHAT STYLE OF HEADER AS WELL AS WHAT PRIMARY SIZE IS NEEDED FOR YOUR ENGINE. NOW KEEP IN MIND, STANDARD PRIMARY SIZES RANGE FROM AN INCH AND FIVEEIGHTHS TO OVER TWO AND A QUARTER INCHES. NOW THE BIGGER THE ENGINE'S DISPLACEMENT AS WELL AS THE MORE RPM'S ONE TURNS DICTATES HOW BIG OF HEADER IS NEEDED. THERE ARE SO MANY DIFFERENT BRANDS, STYLES, LENGTHS, AND MATERIALS USED TO MAKE HEADERS. NOW THE SELECTION IS PRETTY MUCH ENDLESS AND CAN GET A LITTLE OVERWHELMING. NOW WE'LL GIVE YOU A GENERAL IDEA OF WHAT YOU NEED TO DO THE JOB FOR YOUR BULLET. THE FIRST STEP TO SELECTING A SET OF HEADERS IS FINDING THE BALANCE BETWEEN ENGINE REQUIREMENTS AND FITMENT. NOW AN ENGINE BUILDER WILL TELL YOU WHAT SIZE HEADER WILL OPTIMIZE POWER, BUT A CHASSIS OR VEHICLE'S DESIGN MAY LIMIT THAT AND DICTATE WHAT FITS. SHORTY HEADERS ARE DESIGNED TO FIT TIGHT TO THE ENGINE BLOCK AND WORK WELL IN CONFINED AREAS, SUCH AS AN ENGINE SWAP GOING INTO A CHASSIS THAT IT WASN'T DESIGNED FOR.NOW THESE PRODUCE GOOD TORQUE AND POWER IN THE LOW TO MID RPM RANGE ON STOCK TO MILD PERFORMANCE VEHICLES. NOW THEY'RE EASY TO INSTALL AND GREAT UPGRADESTO STOCK MANIFOLDS. NOW THE IDEAL APPLICATION FOR THESE ARE DAILY DRIVERS, JEEPS, OR EVEN A TRUCK USED TO PULL A BOAT OR TRAILER AROUND WITH ON THE WEEKENDS. NEXT IN THE LINE UP ARE MID LENGTH HEADERS. NOW THESE FIT BETTER INTO A VEHICLE WITH THE ORIGINAL ENGINE DUE TO THEIR LENGTH, BUT THEY ALSO WORK WELL IN ENGINE SWAPS LIKE LS' INTO EARLY CAMAROS WHEREYOU HAVE A LOT OF ROOM. NOW THEY COME WITH EITHER EQUAL OR UNEQUAL LENGTH PRIMARIES, AND ARE DEFINITELY BETTER BREATHING THAN THEIR SHORTER COUNTERPARTS. NOW THESE THINGS PRODUCE GREAT POWER AND TORQUE THROUGHOUT THE RPM RANGE, AND THAT'S DUE TO THE TUBE LENGTH AND THE COLLECTOR DESIGN.LONG TUBE HEADERS ARE FOR PERFORMANCE ENGINESTHAT REQUIRE THEM. NOW THESE HAVE THE GREATEST EFFECT ON HORSEPOWER AND TORQUE. NOW THE PRIMARIES SHOULD ALL BE EQUAL LENGTH FOR PROPER SCAVENGING, WHICH DIRECTLY EFFECTS CYLINDER BALANCE. NOW TUBE DIAMETER IS ALSO KEY. IF THE INDUCTION IS DOING ITS JOB UPSTAIRS, THE EXHAUST HAS TO DO ITS JOB DOWNSTAIRS. NOW WE SHOWED YOU A PERFECT EXAMPLE OF HOW THAT WORKS ON APOTENT LITTLE SMALL BLOCK WE DUBBED LITTLE BLACK AND BLUE. CHECK THIS OUT. WITH INCH AND FIVE EIGHTHS LONG TUBE HEADERS IT CRANKED OUT 507 HORSEPOWER WITH 447 POUND FEET OF TORQUE. BY JUST SWAPPING TO INCH AND THREE QUARTER PRIMARIES, NO OTHER CHANGES, THE ENGINE MADE 527 HORSEPOWER WITH 451 POUND FEET OF TORQUE, A 20 HORSEPOWER GAIN.THAT LITTLE TEST JUST PROVES HOW THE OLD SAYING GOES, THE MORE YOU EAT, THE MORE YOU HAVE TO, WELL YOU KNOW.WELL ON THAT NOTE WE'RE OUT OF HERE, SEE YOU NEXT TIME.