Mid length or long tubes for SOHC?
#1
#2
#3
#7
#8
The shorty or block huger style is all that fits. There is not enough room to get the pipes down under the truck.
If you have fab skills and time you can try to build customs.
IMHO, its a waste of time. The 4.0 in any flavor doesn't flow enough air to make the power the headers worth the work.
If you have fab skills and time you can try to build customs.
IMHO, its a waste of time. The 4.0 in any flavor doesn't flow enough air to make the power the headers worth the work.
#9
The shorty or block huger style is all that fits. There is not enough room to get the pipes down under the truck.
If you have fab skills and time you can try to build customs.
IMHO, its a waste of time. The 4.0 in any flavor doesn't flow enough air to make the power the headers worth the work.
If you have fab skills and time you can try to build customs.
IMHO, its a waste of time. The 4.0 in any flavor doesn't flow enough air to make the power the headers worth the work.
#10
If you have to spend 1500-2000 to get a set on your SOHC for 20hp. Its not worth it.
Maybe in a drag racing kinda world it would be but on a DD its not.
#12
HI!... I'll be custom building a set of stainless steel LT's for my 07 4.0L Ranger this winter. Cost will be about $500(CAN). But I have a tig and do fabrication on the side. Lt's won't really give you more low-end. L/t's usually give you more mid range to top end power. Shorty headers are more for low-end increases. I gained 20RWH.P on my F-150 (built 5.4L) with a set of KOOKS L/T headers. On the 4.0L, I'd suspect about 10-12H.P depending on supporting mods.
#15
well then why you even commenting??? the question was does anyone make them for our 4.0 trucks. You just building them for yourself does nothing for the other guys, so leave your comments out of the thread since your so busy and all.....
#16
#17
HI!... I'll be custom building a set of stainless steel LT's for my 07 4.0L Ranger this winter. Cost will be about $500(CAN). But I have a tig and do fabrication on the side. Lt's won't really give you more low-end. L/t's usually give you more mid range to top end power. Shorty headers are more for low-end increases. I gained 20RWH.P on my F-150 (built 5.4L) with a set of KOOKS L/T headers. On the 4.0L, I'd suspect about 10-12H.P depending on supporting mods.
#19
So why are you posting in this thread if your here just to flame.........
#21
thank you for making me stoop to your level...
#22
#23
That is usually the key (same with anti-reversal as I've heard it called), but IMHO the rest of the exhaust would play an important role too. Diameter, length, muffler restriction, and such would play just as much of a role. Absolute design of the header itself will play a role as well, even given the exact same lengths
#24
#25
HI!... Well I've seen the total opposite happen on many vehicles including my own on the dyno. Ran JBA shorties and lost top end power and picked up low-end. Then I switched to KOOKS long tube headers and lost a bit of low end (didn't care due to a 3500 stall) and picked up over 20RWH.P above 4500rpm and flattened out the peak power instead of making it peak too soon. This is the norm on every vehicle I have owner. Why do you think Nascar used long tube equal length headers? Their RPM operation range is in the 4500-8000Rpm zone. They want top end power not low-end. I think some get confused with short/long. On a intake manifold you want short tapered runners to keep air velocity up. Thats why short intake runners make good top end power. Long intake runners give good low-end power/tq but sacrifice top end like the 5.4L intake manifold. Next time your at the dragstrip, look around at the faster cars that run high rpms. 90% of them all run some kind of long tube headers. They don't need low-end power due to most of our race cars run high stall converters. 3500-4500 stalls.