The stock exhaust manifolds on these V10s are pathetic! Talk about choking off an engine and restricting its potential!

My truck loses response and power at higher altitudes. I understand this concept.

My question to those of you with headers: Do headers allow this V10 to breath THAT much better? I would like better engine response while driving in the mountains (yeah, I know, get a PSD...). How much difference will headers and a cat-back gain me in engine breathing? Seems like it would make QUITE a difference to me as the engine really seems to be gasping for more air the higher I go. I realize it will never be the same as the higher-air-level-lower-elevations, but are headers worth the money?

Headers and a chip?

Dan

 

Well, living in OK, I don't have any issues with altitude. But I do know that headers flow MUCH better that the OEM manifolds.

Here's my [link:www.candle-creator.com/nomo/f350/banks/banks.html|Banks page].

 

NoMo,

With all the aftermarket parts dealers out there, may I ask why you went with Banks? I have been looking over Borla, Gibson, and others trying to figure out the best route.

Any helpful input would be greatly appreciated. This is a fairly costly addition to my truck and I want to do it right and be happy with it.

Dan

 

I think Banks and Borla are the only ones to offer a replacement Y-pipe with their headers. So that quickly narrowed the choices down for me. If you haven't noticed, the OEM Y-pipe is crap. Anyway, between Banks and Borla, the Banks kit is, as someone described, the "Lincoln" whereas the Borla kit is the "Mercury" (original comparison was GM products but this is a Ford site ). Both brands are functional, but the Banks kit is a little nicer- thicker flanges, larger tailpipe, tuned-length runners, etc. But, you pay a premium for the Banks kit over the Borla headers & cat-back. I thought the Banks kit was worth the extra $$. Others do not- you may not either. Either way, it's all cool.

 

I am also considering the banks system. How does it sound? I am interested in a quite cab sound and the ability to sneak in the drive when coming home from a late night with the guys. Should I concider stock oem or the banks?

 

Well, the real problem you have at higher elevations is that the lower air density effectively reduces your compression ratio. Less air, same space. That is why you experience the power loss. On vehicles from lower elevations that do not compensate for the over-rich conditions at higher elevations, you will also experience problems with that as well. New manifolds will not affect that compression problem. However, any modifications to the engine that will boost overall performance will help the symptoms, they just don't help the real problem, unless you do something that will raise the compression ratio. Without changing the compression ratio, you will still lose about the same *percentage* of power you get with the modifications as you do with a stock engine.

On my '78 Bronco with a built 400 up here at 7400', I can run 9+:1 pistons, leaned out carb, 39* total advance on 86 octane regular gas without any detonation. At sea level, that engine would be toast if I ran it setup like that. On the positive side, when you hit your driver at the golf courses up here at altitude, the ball will go 40 yards farther than at sea level...

 

 

Just signed up to this site....and here's my 2 cents worth.

I put a cat-back sys and headers on my 1991 F250 7.5l in stages about 7-8 years ago. The cat-back had the most noticeable effect on power (mileage), the headers only about half as much. Still increased my mpg from low 7's to low 10.0's when solo. Towing a 10,000# 5th wheel the difference is very noticeable.

I bought Doug Thorley headers and a Jardine (from WY) RV type 3 inch cat-back system. Still going strong after all these years with only one problem early on. A weld on one of the header collectors sprung a leak. The speed shop that did the install got the header replaced and charged me only nominal labor to change it out. All I did to compensate for the better air flow was cut out the air horns in the intake pipes (from the air filter), checked the TPS to spec and change the Ford non-adjustable fuel pressure regulator with an adjustable one set for 40 psig.

Noise has never been an issue. Low, quiet rumble during normal driving. Gets a little louder at WOT, but not as loud or cool sounding as a Borla! It was also half the price.

Regarding the altitude issue, a couple of thoughts. First, you're gonna loose about 2.5% of power for each 1000 feet you increase altitude. No way around that except a supercharger or turbocharger. So the best defense against power loss is to get as many cubes and the best power you can at sea level.

One other thing though, at least on my 1991, there is a sensor input (for static barometric pressure) to tell the engine computer what altitude (pressure) the engine is at. If you start near sea level and climb to 2500 feet or above, you start to go beyond the ability of the computer to compensate and start to get an overly rich mixture. The work around is to pull off the road, shut down the engine for a minute or so and then restart. Seems the the EEC-IV resets the barometric pressure at start up. You're then good to go for another 2500 feet. I don't know if this is applicable to later models or not.

Good luck with your set up, I'm sure that which ever way you go you will be pleased with the results over stock.

Mike

PS The Thorley headers came with a cross-over Y-pipe. The manderal bends of the aftermarket stuff are much better than stock (at least 1991 stock).

 

One other thing though, at least on my 1991, there is a
sensor input (for static barometric pressure) to tell the
engine computer what altitude (pressure) the engine is at.
If you start near sea level and climb to 2500 feet or above,
you start to go beyond the ability of the computer to
compensate and start to get an overly rich mixture. The
work around is to pull off the road, shut down the engine
for a minute or so and then restart. Seems the the EEC-IV
resets the barometric pressure at start up. You're then
good to go for another 2500 feet. I don't know if this is
applicable to later models or not.



Actually this does work. When I drove out to Dillion, CO over I-70 I really noticed the altitude affecting power. After 3 days of skiing leaving the truck sitting in the parking lot, I started up to come home and the computer/barometric pressure sensor must have made a change. The truck ran much better. More throttle response, more power. I was rather suprised.

Thanks everyone for the help.

Dan