Headers, equal vs. unequal (Racing):
 

I've talked to a few engine builders regarding this topic, here are some of the things I came up with:

Theoretically, for pretty much any application, equal length will provide more power at the rpm it was tuned for, with the ultimate set-up being the headers connecting the two cylinders that fire 180 degrees from each other (on a V-8).

Now, in reality, unequal length headers MAY free up more power, then a given equal length design, but they'd have to be made, AFTER the engine is together, and running. And about the only reason for this, is because not every cylinder will be operating exactly the same.

One more thing, in all your posts, we're talking about chevy v-8s correct?

Let's see if we agree to this so far, if not I'll have to go a bit deeper I suppose.

Regards,
Ahmet

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It's all the driver...

Ahmet I see your point on this. My cousin was testing headers on his 86 951 and the he favored the B&Bs because of their lightness and flow. Bursch and MSDS headers were good but weren't as long as the B&Bs. I'm interested in putting MSDS on my 944 as opposed to them black bursch ones. Bursch doesn't give you that much more power and you might as well should keep the factory exhaust manifold on then..


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Sorry Officer, my bag of crack fell and while trying to reach it my gun got wedged in between the gas and the brake causing me to speed insanely.

Some V-8 engines have single plane cranks meaning they are essentially two four's bolted together. They cannot be balanced as well as more common V-8 engines but they can be exhaust tuned to a greater extent due to the equal impulses between power strokes. Ferrari and Cosworth V-8 engines are made this way. The exhaust sound is different on these cars.