Wondering what the difference between long tube headers and shorty headers are? Preference? Is one easier to install than the other?

Long tubes add power to the mid & top end of the powerband, harder to install than shortys. Long tubes can have leak problems at the flange, consistanly tightening the bolts, so use a good set of gaskets & locking header bolts, quality headers have thick flanges that help keep leaks from starting.
Short tubes,or block huggers, only take up alittle more space than cast iron manifolds. The offer a gain, but not as great as long tube. Stock tpi vettes have short tubes, they flow good for a factory item.
Another type of header is the tri-Y header, slightly smaller than a long tube, & usually offers more low to mid range power, just where you want it on street car. THey have been known to out perform long tubes, they cost more from what i've seen, & they make em for c3s.

Long tubes add power to the mid & top end of the powerband, harder to install than shortys. Long tubes can have leak problems at the flange, consistanly tightening the bolts, so use a good set of gaskets & locking header bolts, quality headers have thick flanges that help keep leaks from starting.
Short tubes,or block huggers, only take up alittle more space than cast iron manifolds. The offer a gain, but not as great as long tube. Stock tpi vettes have short tubes, they flow good for a factory item.
Another type of header is the tri-Y header, slightly smaller than a long tube, & usually offers more low to mid range power, just where you want it on street car. THey have been known to out perform long tubes, they cost more from what i've seen, & they make em for c3s.
I agree with that completely, long tube better power over wider range, harder to install. worth every extra minute of installation time. short tube, less gain ,narrow range.

I've never heard of the tri-Y headers. Do u know wher i could find those online?

Doug Thorley make tri-ys, other too. Ther is also stepped headers, do a google search. If & when I put headers on my c4 i'm going w/ tri-ys, but they dont make them for c4s yet, might try the c3 version.

I agree Long tube is the way to go.

Wondering what the difference between long tube headers and shorty headers are? Preference? Is one easier to install than the other?


For maximum horsepower, the long tube hedders are the only way to go. They will provide the most bang for your buck.

what do u guys think about getting the block hugger headers? i dont have any mods to the engine at all so I dont think I'm going to get that much of a hp increase with long tubes. Are block huggers easier/cheaper to install?

Wondering what the difference between long tube headers and shorty headers are? Preference? Is one easier to install than the other?


I have always preferred to use the stock cast iron manifolds because they are 100% trouble free. Yes, you can extract more horsepower by using hedders but I don't care. Having 100% reliability ALL of the time is much more important to me than having a few more horsepower at a high rpm. As I very seldom jump on the throttle anyway, I have never felt the need to fight the never ending problem of leaking hedder flange gaskets. And besides that, nobody makes hedders that will fit a smog legal '82 Corvette. They make hedders that will fit an '82, but not with the air tubes welded in. Does anybody know if hedders are available for a smog legal '82? If so, tell me who makes them.

what do u guys think about getting the block hugger headers? i dont have any mods to the engine at all so I dont think I'm going to get that much of a hp increase with long tubes. Are block huggers easier/cheaper to install?
I have the hooker block huggers and really like them! I did however have to modify the exhaust a bit, but well worth it! Here is a couple of pics.
http://http://i289.photobucket.com/albums/ll204/MY82C3/1244202587.jpg

http://i289.photobucket.com/albums/ll204/MY82C3/1244158616.jpg
(http://i289.photobucket.com/albums/ll204/MY82C3/102_2094.jpg)

I have the hooker block huggers and really like them! I did however have to modify the exhaust a bit, but well worth it! Here is a couple of pics.
http://http://i289.photobucket.com/albums/ll204/MY82C3/1244202587.jpg

http://i289.photobucket.com/albums/ll204/MY82C3/1244158616.jpg
(http://i289.photobucket.com/albums/ll204/MY82C3/102_2094.jpg)


Did you order a Renegade intake manifold by any chance? I did and I have repeatedly e-mailed DCS asking them when they're going to start selling them. But they keep ignoring my e-mails. They did cast 4 of them in mid January and found they had a little bit of re-designing to do on the front water passages. But other than that, I have no idea what's going on. Have you heard anything?

Did you order a Renegade intake manifold by any chance? I did and I have repeatedly e-mailed DCS asking them when they're going to start selling them. But they keep ignoring my e-mails. They did cast 4 of them in mid January and found they had a little bit of re-designing to do on the front water passages. But other than that, I have no idea what's going on. Have you heard anything?
I did not order one, was waiting to see what happens like everyone else. I have my manifold ported and happy with it thus far, but curious to see what the Renegade does. I have been checking thier website also about updates, But if I hear anything different I'll let you know!:thumbsup:

http://www.castheads.com/corvette_systems.php

I was lookin for stock manifolds for my 79 and came across these modified manifolds. Anybody ever see these or deal with these?

I believe the Edelbrock TES headers (shorties) meet 50 state emmision requirements.
I had them on my 4th GEN Z28 and used all the factory connections for emmision control. When I lived in Maryland, it passed all emmision standards, far below the minimums set by the state. This with the car being rather stoutly modified.
Putting these on a Vette, should be rather easy as compared to a 4th Gen Camaro.

I did not order one, was waiting to see what happens like everyone else. I have my manifold ported and happy with it thus far, but curious to see what the Renegade does. I have been checking thier website also about updates, But if I hear anything different I'll let you know!:thumbsup:


DCS e-mailed me just yesterday and told me they're going to start casting them next week. So I would think they'll be shipping them by the end of the month. I'm real anxious to get mine on and test it.

DCS e-mailed me just yesterday and told me they're going to start casting them next week. So I would think they'll be shipping them by the end of the month. I'm real anxious to get mine on and test it.
Very cool! Be sure to let me know how it works out for you!:cheers:

Very cool! Be sure to let me know how it works out for you!:cheers:


I will. I'm running a port "matched" manifold like everyone else is, but port matching only creates a big bulge in the runner. Like a snake with a rat in it's belly. To do any good, the insides of the runners need to be hogged out for their entire length, and a Crossfire can't be hogged out hardly at all. As the Renegade will have full sized runners, there won't be any need to do any grinding in it. Just run it as is. It will flow in excess of 1000 cfm right out of the box.

I have read several times G.M. was planning on abandoning the 350" engine in 1982 and replacing it with the smaller 305" engine. Flowing 475 cfm, the Crossfire manifold was perfect for the smaller 305" engine up to 5000 rpm, but not nearly big enough for the 350" engine. But good old G.M. didn't care, and threw the Crossfire manifolds on the 350" engines anyway; knowing they would starve for air above 4000 rpm. The TPI manifolds were also designed for the smaller 305" engines, and that's why they also run out of steam above 4000 rpm. So I applaud DCS for doing what they're doing.

wasn t one on GM s finer moments. was it?