Mac long tube headers mustang gt

Helpful 7 Thanks for your input! Loudness Volume 5.

SLP Long Tube Headers

Exhaust Note 1. Bang for your Buck 1. I installed these in August, I wrote the installation guide. I ended up pulling these off my car within a month. I tried different cat backs, added resonators, but nothing worked. My mechanic said that they seemed really thin.

How To Install Long Tube Headers on your Mustang V6

I would not buy these and I am terribly disappointed in the quality of these. Helpful 9 Thanks for your input! Loudness Volume 4. Bang for your Buck 2. After hearing the horror stories from many who installed themselves, I was leery to attempt this on my own. Not too bad for a shade-tree mechanic. Fit and finish were as expected.

Very clean and looks well built. Now, the negative. I had already installed Flowmasters ABs about six months prior. On startup, the growl was nice and very audible. However, once I took it out for a drive, that growl turned into a nasty, raspy buzz between and RPMs. So much so, that I misdiagnosed that buzzy rattling as a loose baffle in my Flowmasters. I exchanged my Flowmasters for a set of GT Takeoffs. But, that buzzy rattle was still there.

After taking my car to a highly recommended and very reputable exhaust shop, they diagnosed that buzz as something loose inside the ProChamber. Buzzy rattle is still there I can only surmise that it is due to the thickness of the material used to make this piece. I have a feeling that at a certain RPM, the amount of air flowing through and the vibration caused by such, causes a reverberation in the tubing that is only amplified by the length of the exhaust piping.

In closing, if I were to purchase a set of LT headers again, knowing what I know now, I would opt for a thicker walled construction or a coated set of headers. Loudness Volume 3. Exhaust Note 3. Bang for your Buck 5. As soon as I opened the box, you'll notice how good these look. As I installed them, I ran into a couple of issues. You might need to take out the oil dipstick to have an easy install, and move around some wires, but that is pretty much assumed. Once the 3-hour installation was over, it looked great.

So much better looking under the hood. I ran it with an off-road custom H-pipe for about a week and installed small resonators. This definitely cut down the raspy tone a bit. I do plan on replacing them with bigger resonators in the future, right now it sounds raspy when shifting above about RPM and when lightly accelerating above RPM. As for power, you can feel the difference right away. It just pulls harder throughout the power-band. The chrome finish has already shown heat discoloration at the start of the headers.

This is expected with chrome and heat so it isn't a big deal. Installation was done with a friend so you can maneuver the headers into place. Overall, I would recommend these headers. You can't beat the price for what you get. Helpful 11 Thanks for your input! The headers are very well made and easy to install I had no issue installing them now can't wait to order my Borla ATAK cat back exhaust.

Helpful 8 Thanks for your input! Exhaust Note 5. I bought these headers on thanksgiving for the Black Friday sale for over half off, and when they came in I was just to excited to not put them on. So I set to work on my lift taking the factory x-pipe off and setting it to the side. I then removed the factory manifolds and the the starter battery disconnected of coarse and the bar that is in the rear of the k-member then placed the passenger side header in through the bottom.

It went right in, and using the factory gasket, I bolted it right up.

Email Signup

Then I moved to the driver side. I lowered the car down, pulled the dipstick tube and it pretty much fell in from the top. I did have to pull the fuel lines a little to the back but nothing major. I then cut off my cats and had a muffler shop weld up pipe to the factory x going to the headers. Rick Anderson of Anderson Ford Motorsport took on the task of sorting out most of the popular shorty header offerings on a high- output supercharged 5-liter engine.

As one of the largest mail-order suppliers of late-model Mustang parts. Anderson Ford Motorsport has a vested interest in determining which parts combinations work best. As an avid 5-liter drag racer himself, Rick Anderson is driven beyond economic considerations to determine the performance potential of the parts he sells to fellow racers.

In performing our header dyno test. Rick Anderson removed the stock If any header manufacturer could be said to have a lock on the 5-liter Mustang header business, it is MAC. MAC's performance and value are hard to beat, as witnessed by our dyno figures and the legions of 5-liter Mustang owners who have purchased MAC products over the years. Close scrutiny of the horsepower plot reveals an excellent broad increase in power starting at rpm and a noticeably fat dose of motivation between and rpm.

Though the MACs weren't the most stellar performers of the bunch, we liked their modest price they're the least expensive header we tested and the fact that they didn't sacrifice one iota of low- or midrange power for the top-end charge. The MAC standard collector shorty produced the most torque of all the shorty headers tested and are in a three-way tie for second place in the horsepower department. Fitment, however, is a different story. The MACs installed easily on the dyno, but subsequent installation after the initial evaluation revealed quite a bit of movement.

2005-2009 Mustang GT ProChamber for Long Tube Headers

The primary tubes are subject to lateral and vertical movement after heating and cooling, a product of their individual diecut flanges and gauge tubing. A single flange holding all the tubes in place would save end users hours of cursing and knuckle banging. We've experienced this warping phenomenon on individually flanged headers before, however the MACs seem particularly susceptible to it. Once the knuckle banging is over with, the user will be rewarded with outstanding performance and good looks at a very attractive price. Shortly after the end of the racing season, the engine was pulled from the car and installed on a SuperFlow dyno at Ron Anderson Performance in Lexington, Ill.

In nearly the same race trim, the blown, stock short- block dyno'd at horsepower with underdrive pulleys, lb. In order for the stock short-block to last more than 70pulls on the dyno. Rick decided to detune the engine for durability. In detuned form, the MAC header combo made horsepower at rpm and lbs. Characteristic of most centrifugal blown 5-liters, the powercurve exhibited a steady climb well up to rpm.

Mac long tube headers and jacking engine questions

Unlike naturally aspirated 5-liters with the same combination, the powercurve did not begin falling off after rpm. Undoubtedly, power continues to climb upward beyond rpm, but this engine speed is deemed the practical limit for most road-going 5-liters. Although peak power numbers are important, headers on street driven cars also need to provide a perceptible bump in midrange power: this is what separates the men from the boys in the header business. Part No. Dynomax has been making top-notch exhaust systems for 5-liter Mustangs for years. Having recently acquired both Cyclone and Blackjack product lines from Mr.

Gasket, Dynomax is heralding its revamped product line to take advantage of recently acquired product and product tooling. Before we dive into the implications of this procurement, let's look at the numbers.

2004 Mustang GT Mac Long Tube Headers

In out-of-the-box form, our Dynomax prototype made horsepower at rpm and lbs. Upon close inspection, Rick Anderson noticed that the oval inlet ports curved into the path of the escaping exhaust, blocking exhaust and robbing power. Apparently, the Dynomax Street Series header is a new design from the ground up, with the exception of the oval-port, flame-cut flange, which is a carryover component from the Cyclone line.