frenchyd said:In reply to Keith Tanner :
Only 4 tubes? A mere 31 inches long? That's onlya shade over 10 feet! All that room?
Try stuffing 27 feet of 1&5/8 tubing in a Jaguar V12 engine compartment that's so tight a dime won't fall all the way through.
Yeah, but you're using both sides of the engine! So it's 13.5' vs 10'.
I will give you the packaing of the XJS, though. They're ridiculous.
If we're talking 180° headers on a 90° crank V8, they are just plain cool to the point it should be required.
In reply to Keith Tanner :
And all that for just 5% more power?
If you're talking about my dyno charts, get past the "one number" blinders and look at area under the curve. There's a lot more to life than one peak number. Plus it was interesting and educational.
Here's why you have to look at the curve. Only 7% more power and 6% more torque for the blue trace. Pfft, they're basically the same car.
In reply to Keith Tanner :
Peak power means nothing if it takes more time to get there.
In reply to Keith Tanner :
It depends on the track and how the car is set up. If you can gear the car to keep it near the peak the additional power will be of great benefit. If however you need the full curve obviously the broader curve is optimum.
I over cammed my Black Jack special to trade the broader curve for more power at the peak. My first race I used the Halibrand quick change rear ended to optimize what I had. But I still had the stock 4 speed gearbox. When I went to the Senz quick change gearbox I had 5 gears not 4 ( no overdrive) plus the ability to change ratios 3rd too close to 4th?Slide them out just like the Halibrand and slide the replacements back in. 10 minutes on the bench. 20 in the car
More power over a narrow band works if the gears are right.
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