We can supply you with most brands of headers.

My first choice is Stan's Headers. They are a Tri-Y design, enhancing power between 1500 to 5500rpm over "four into one" style headers, making them perfect for street machines.

My second Choice is Doug Thorley, who began at Stans Headers and moved on to do his own thing.
Recently Doug Thorley headers were sold and are now being produce differently.

However the company was start over a second time as Dougs Headers.
These headers are more like the originals and closer to the Stans Headers which I still prefer, however Doug has some applications not available from Stans, namely 351W motors in older Mustangs.

Here is a link to Doug's Site.

My second choice is JBA Headers especially for California Smog applications.

Ford Powertrain Custom Headers For 351W in Mustangs

More About HEADERS

C4 Corvette TPIS $800

Hedman C4 Vette $375

This is an example of a really bad muffler from a Pantera. This muffler cost 60bhp measured at the rear wheels.

When it comes to sound the CC Inserts from CAR Chemistry give a true High Performance effect, in fact they have been described as sounding just like open headers only quiet. The produces a deep sound with a sharp crisp note.

CC Inserts technology takes advantage of a new engineering design. Slip these inserts in your exhaust pipe at the collector and foget about fitting a muffler. This design incorporates a "Sound Suppression Pulse". This Pulse takes the two streams of exhaust flow and attenuates the tonal quality while creating only minimal back pressure. The two paths interact with each other as a result of this unique design.

By examining the illustration at left we can see how this design works. The initial flow of exhaust gases is divided into two channels. The main channel leads through the center tube. The second channel is forced through the disk(s). The flow through the tube becomes a low pressure area due to the high flow rate, the reduced volume of gases and the high temperature that is maintained. The second channel creates a slight back pressure before the flow moves beyond the disk into what is known as a "cooling" chamber. In this chamber the exhaust is cooled, changing the tone and increasing the pressure in the chamber, compared to the pressure in the center tube. A portion of the flow is drawn into the center tube due to the pressure differential between the two chambers. This also reduces the pressure slightly in the cooling chamber thus drawing more of the exhaust through the disk. The remaining exhaust in the first chamber is then drawn into the next chamber where additional cooling occurs. After exiting the final chamber the flow merges with the center flow providing increased suppression of sound as the two masses of air meet. In addition the flow of exhaust is nearly straight creating excellent flow characteristics, unlike traditional systems where the air tumbles as it exits the muffler.

This system has been designed to be user adjustable. As delivered a muffler has both a plug at the entrance to the center tube and a restrictor ring at the exit of this tube. By removing either the restrictor or both plug and restrictor, flow will increase with a corresponding change in exhaust note and volume of sound. The plug and restrictor can be easily tack welded back in if desired.

For totally custom exhaust systems the Power Pulse inserts may be ordered and placed into either the header collector, the exhaust pipe itself or both. No visible muffler will be evident. The inserts will allow for closer installation of the exhaust to the body and gain greater ground clearance. A smoother more High Tech appearance will result. Standard sizes start at 3" I.D. Smaller ID inserts are available on a custom basis. All inserts come with a plug and restrictor allowing the installer to customize the sound as desired.

Test performed by: Dakota Parts
Test Engine: 383 cu. in. 4.03 Bore 3.76 Stroke
Test Parameters: Mid-range Torque and Power

NOTE: All tests performed the same day on same engine, within minutes of each other. Engine tests were performed using 2 and 3 disk inserts in open collector. Comparison is between open headers and open headers with inserts.

When it comes to sound the CC Inserts from Car Chemistry give a true High Performance effect. In fact they have been described as sounding just like open headers only quiet. They produces a deep sound with a sharp crisp note.

Test performed by: Dakota Parts
Test Engine: 383 cu. in. 4.03 Bore 3.76 Stroke
Test Parameters: Mid-range Torque and Power

Baseline	Open Header		2 Disk		3 Disk
RPM	Torque	H.P.	Torque	H.P.	Torque	H.P.
2700	411.6	209.3	409.5	210.5	414.9	213.3
2800	412.9	220.2	419.3	223.6	417.7	222.7
2900	415.6	229.5	420.7	240.9	419.8	231.8
3000	417.4	238.4	421.8	240.9	420.9	240.4
3100	417.7	238.4	421.6	248.9	418.8	247.2
3200	417.8	254.6	420.7	256.4	417.8	254.6
3300	419.9	263.8	419.3	263.5	421.4	264.8
3400	418.1	270.7	428.2	277.2	425.8	275.7
3500	417.8	278.4	429.3	286.1	426.2	284.0
3600	419.1	287.2	430.7	295.1	428.6	293.8
3700	419.2	295.4	431.5	304.0	430.3	303.2
3800	417.1	301.8	430.7	311.6	428.1	309.8
3900	416.6	309.4	427.9	317.7	425.7	316.1
4000	416.2	317.1	422.6	323.4	422.8	322.0

Gains in both Torque and Horsepower with almost no additional power loss using an additional disk

Silencer Inserts

2 Disk $60
3 Disk $70
4 Disk $80

Flanged Header Disk Add $15 each

Tube Muffler
$100

Universal Tip Muffer
$150

Hole Shot Muffler
Steel $150

Aluminum $270

are proud to bring you a newly patented technology in performance mufflers. This revolutionary concept is called D.N.A., which stands for Direct Natural Airflow. Our patented design eliminates the need for packing and perforated tubes, which are often the cause of premature muffler failure.

The strategically placed internal sound diffusers allow exhaust gases to pass through virtually unrestricted which creates a unique throaty sound.

The length of the muffler and number of internal diffusers determine the decibel level - as the length of the muffler increases so does the number of internal diffusers, which results in a quieter muffler.

D.N.A. Performance Mufflers are manufactured from T304 stainless steel inside and out and are backed by our 5 Year Limited Warranty.

Hear This dna Muffler Click Here

Hemi thru Street Mufflers Click Here 984 HP - 540 CID Hemi Click Here

Click Here to Hear the Thunder

In the early 1980's, mufflers on race cars were rare, but as the population encroached on local race venues, sound levels started being monitored. As sound level regulations became more stringent it was apparent performance was being compromised and the search for performance race mufflers began.

In late 1995, Spin Tech began to develop a high flow racing muffler for competition.

After over a year of testing under real race conditions as well as engine room dyno-testing, Spin Tech was ready to go heads up against other performance mufflers.

Our first full year of competition brought Spin Tech performance mufflers championships in two of the toughest open wheel racing organizations, The World of Out Laws and The Sprint Car Racing

Unlike any muffler you have ever seen or heard before

Traditional muffler designs remove sound in two ways: friction and absorption. Friction mufflers (stock type, turbo type, chambered) have high back pressure and can cause extreme high resonance and noise inside the vehicle at certain engine speeds (2000 to 3000) RPM.

Absorption (packed mufflers) have a straight through design, they can have good flow but the packing begins to deteriorate and get louder as they wear out, and with modern engines the heat is very high which destroys the packing even quicker.

Spin Tech's patented design provides maximum performance for today's modern engines. Its all done by means of a Spin sound trap, which captures sound vibration (noise) and turns it into heat within the muffler case. As exhaust gases enter they are routed to the spin traps which create a high velocity vortex trapping the sound waves. The extremely high flow rates are achieved by a unique internal scavenging system that creates a venturi effect.

Developed and fine tuned in the toughest race tracks of America, our product development continues as "Spin Tech Performance" mufflers are gaining more and more followers in the extremely competitive racing areas of Drag Racing, Circle Track Racing and Road Racing! Race officials are frequently requiring mufflers on competition vehicles, more often than not the 95 DB rule is becoming the norm. Spin tech performance mufflers can make the difference between winning and losing!

OEM Muffler 80cfm - Flowmaster Cross Flow 110cfm - Borla Reverse Flow 155cfm

Spintech Sportsman SC 165cfm (@ 5")

MagnaFlow

Question: How much horsepower can I expect to gain?

Answer: It's different for every car, but typically expected gains are in the average range of 10%.

Replacing the muffler/exhaust with a MagnaFlow will help your engine increase power by being able to expel exhaust gases quicker. This creates less workload for the engine, makes it run more efficient, and results in better power.

MagnaFlow Wide Open Performance original designs in long- lasting satin stainless steel in a variety of universal applications for cars, trucks and SUV's.

* All mufflers are reversible for
custom installation

MagnoFlow Mufflers are a Striaght Through Absorbation Type with High Quality Packing.

Popular and Lower Priced

98-02	Camaro 5.7L V8, Z-28/SS	15684	Launch
98-02	Camaro 5.7L V8, Z-28/SS	15684	Drive By

67-73	Camaro V8, 2.5" Dual Exhaust	15896	Launch
67-73	Camaro V8, 2.5" Dual Exhaust	15896	Drive By
67-73	Camaro V8, 2.5" Dual Exhaust	15896	In Car

64-67	El Camino V8, 3" Dual Exhaust	15894	Launch
64-67	El Camino V8, 3" Dual Exhaust	15894	Drive By

For these tests on Westech's SuperFlow 902 dyno, the 10.93:1, 540 Dart block-based motor was equipped with Brodix Race-Rite oval-port cylinder heads, a Lunati solid roller cam (0.680/0.680-inch lift, 255/263 degrees at 0.050), an MSD billet distributor, and a Holley 950-cfm carb atop a Wilson 1-inch spacer and Wilson-ported Edelbrock Victor Jr. intake.

1 3/4-Inch Headers (Hooker 2118)685.7 LB-FT AT 4,400 RPM667.1 HP AT 5,900 RPM We tested the headers starting with the smallest set, then moved progressively up the food chain to the largest set. First up was Hooker's entry-level headers with 13/4-inch primary tubes and 3-inch collectors. At only 30 inches in length, the primaries were quite short, apparently designed more for convenience than for maximum performance. This small-tube set in theory should maximize low-end torque at the expense of top-end power, and in fact the headers' 685.7 lb-ft torque peak did occur at just 4,400 rpm; 667.1 hp was on tap at 5,900. These rpm values turned out to be the lowest peak points of the entire test series. From prior experience, we knew the 640 in its present configuration should exceed 690 lb-ft and 690 hp, so there's no doubt the small-tube headers were holding the engine back.

1 7/8-Inch Headers (Hooker 2250)696.8 lb-ft AT 4,600 rpm691.8 hp AT 6,000 rpm Hooker PN 2250 has 17/8-inch primaries and 31/2-inch collectors. The primary tubes were 5 inches longer than the 13/4-inch-od set-35 inches as opposed to 30 inches. In fact, 34 to 36 inches is typically the sweet spot for most serious performance mass-produced headers. The torque peak increased 200 rpm to 4,600 rpm, while the power peak occurred 100 rpm higher at 6,000 rpm. Power would continue to peak at 6,000 through the 21/8-inch header tests. At the peaks, output was up by 11.1 lb-ft and 24.7 hp, the largest incremental improvement we'd see in this test series. Overall average output also showed a significant increase, with the 17/8 set outperforming the 13/4 tubes everywhere except at 3,000 and 3,400 to 3,600 rpm. Over 3,600, as rpm increased, so did the amount of gain, to the point that the 17/8 headers were worth more than 30 hp at 6,500 rpm.

2-inch headers (hooker 2217)696.8 lb-ft at 4,600 rpm702.0 hp at 6,000 rpm Switching to the Hooker 2217 headers with 2-inch primaries and 31/2-inch collectors breached the 700hp mark for the first time in these tests. Although, torque actually declined a tad by 1.2 lb-ft. In terms of total area under the curve, the engine did gain another 4 lb-ft and 4 hp on average. Westech next removed the 18-inch collector extensions used up to this point and the engine nosed over on the bottom, with a massive power- and torque-curve dip below 4,500 rpm. The engine was also down slightly above that point: Power even dropped by 6.5 hp at the peak. There was also a 2.7 lb-ft loss at the new, 100-rpm-higher torque peak of 4,700 rpm. The dominant influence of collector length would continue throughout these tests.

2 1/8-inch adjustable headers (Hooker 2386)695.4 LB-FT at 4,700 RPM707.7 HP at 6,000 RPM With their adjustable-length primary tubes plus supplied collector extensions, Hooker 2386 race headers are designed to be tuned in the field. Using Westech's own 18-inch oxygen-sensor bung extensions, we tested 30-inch, 34-inch, and 36-inch primary configurations. The 30-inch and 36-inch primaries were also tested without collector extensions.

Overall, the torque numbers were very close to those in the 2-inch tests. Looking at total area under the curve, the 36-inch primary configuration with 18-inch collector extensions was top dog, averaging 581.8 hp at 6,000 rpm and 644.9 lb-ft at 4,700 rpm. These numbers show an average improvement over the best 2-inch header configuration of just 0.7 hp and 0.5 lb-ft. The minimal overall average improvement was generated by trading off a little low end for more midrange and top end. The overall average torque output would be the highest seen with any of the tested header sets.

Generating 695.4 lb-ft at 4,700 rpm, the 36-inch primary configuration also had the highest peak torque number of any of the 21/8-inch header configurations. However, the 540 made the highest peak power number with the 21/8-inch adjustable headers after removing the 18-inch collector extension but retaining the 36-inch primaries; as with the 2-inch headers, the engine now became peaky, losing power downstairs. Running the 21/8 headers with 30-inch primaries and no collector extensions dropped the numbers further. This engine just does not like short primaries.

2 1/4-inch Headers (custom)
687.7 lb-ft at 4,700
716.6 hp at 6,100 rpm
The last set tested was Westech's pet dyno headers with 21/4-inch primaries and 4-inch collectors. With 18-inch collector extensions, the giant headers were worth about 9 hp over the best previous 21/8 combo. Now peaking at 716.6 hp at 6,100 rpm, the 540 generated the best peak power numbers yet seen with the 540's present camshaft and cylinder head combination. However, at 687.7 lb-ft, peak torque was down by 7.7 lb-ft. Although overall output change over the entire test range remained within one number on average, this was achieved by skewing the power curve toward the top end. Below 3,600 rpm, the engine was down up to 23 lb-ft and 13 hp, yet at 6,500 rpm, the headers gave the engine about a 14hp, 14-lb-ft advantage.

Conclusions
At least on this engine combo, the tests show that collector length has a much greater effect than changing the primary length. The multiple combinations evaluated using the 21/8 adjustable headers illustrate this point best. Leaving the 18-inch collectors in place even as primary-tube length was varied, differences in torque and power numbers were minimal. But removing the 18-inch collector had a large impact, making the engine peaky. Without the collector extension, the engine became more sensitive to primary length changes as well.

Overall, the peak torque and power rpm points remained close on all tests, with a maximum variance of no more than 400 rpm. The ported Wilson intake, the Lunati cam, and the Brodix heads primarily determine this engine's general operating range.The peak torque number changed by only about 10 lb-ft overall, as predicted by the theory that an engine's peak torque number is closely tied to its displacement. On the power side, moving up from the baseline 13/4 headers to 21/4 headers was worth 50 hp. Total area under the power and torque curves was similar from the 17/8 headers on up-it's just that the meat of the curve tended to move slightly upward.

If the engine is going in a properly geared race car, both the 21/8 and 21/4 headers perform very close to each other, with the latter getting a slight nod due to superior top-end power output. Consider the 2-inch headers for all-round street use or in a heavy car where it is desired to maximize low-end torque production. Leave the 13/4 and 17/8 sets for milder engines. They just don't cut it on a big roller-cam 540.