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Discussion Starter #1
I have installed K&N Typhoon CAI and the Flowmaster American Thunder Cat Back exhaust. I'm now ready for a Header upgrade. I was leaning towards the Kooks but I have heard good things about the Pfadt Tri-y. Pfadt are more expensive but supposedly have great lower end throttle response. Any first hand experience or suggestions?

BTW--I've been scanning all the threads and you all are so informative. I've lesrned so much!
 

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I have installed K&N Typhoon CAI and the Flowmaster American Thunder Cat Back exhaust. I'm now ready for a Header upgrade. I was leaning towards the Kooks but I have heard good things about the Pfadt Tri-y. Pfadt are more expensive but supposedly have great lower end throttle response. Any first hand experience or suggestions?

BTW--I've been scanning all the threads and you all are so informative. I've lesrned so much!
Hope you're aware that Pfadt closed its doors about a year ago? In December, aFe Power announced that it had acquired the Pfadt Engineering product line and would begin manufacturing Pfadt Tri-Y headers. Last thing I read said they hoped to have the headers available by mid-February. Should you decide on the Pfadts, you'll need to get them through aFe.
 

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Discussion Starter #3
I was not aware. Thanks for the info.
 

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Pfadt makes a great quality and really great looking header. But those headers last I checked were around like $1400. Hard to justify spending that much money on a set of headers. One 3rd party independent tester dynoed a Camaro SS with Pfadt headers and posted the results. He found that they offered no more gains over stock anywhere in the RPM range than a set of Kooks or ARH or any other header offered. All headers on these cars will give you about 20 more hp and tq to the wheels which you'll def feel. Now I'm not knocking Pfadt at all. If you get them then I'd love to see pics of them. They're a great product. But for the money, Kooks will perform just as well. And Kooks and ARH are among the absolute best headers you can buy...along with Pfadt. Keep us updated on your choice! Either way, you will not be disappointed in the quality or performance gains!!
 

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I would, and did, stick with experience. Kooks has been around forever and is not going anywhere. I use Kooks 1 7/8 LT's, hi flow cats, x-pipe and 3" all the way. My Procharger loves them too.
 

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Discussion Starter #6
I would, and did, stick with experience. Kooks has been around forever and is not going anywhere. I use Kooks 1 7/8 LT's, hi flow cats, x-pipe and 3" all the way. My Procharger loves them too.
What does the X pipe do? I current have Flowmaster cat back exhaust installed but I'm unfamiliar with what the X pipe does.
 

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X-pipe simply is part of the exhaust. From the engine you have headers (or exhaust manifolds) that connect to HF cats or stock cats or catless extensions. From there you have your cat-back. The X pipe is part of that on these cars. On some cars, the X-Pipe has the cats or catless extensions on it instead of in front of it.
 

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I thought the X-pipe actually did something ... so I did my faithful Google and got:

What does the X pipe do? - Corvette Forum

seems like post #6 is the short and sweet of it "The X-pipe smooths out the exhaust flow and will help reduce resonance and backpopping. There may be some performance gain, but very minimal." ... more in there but it looks like the simple answer

and for those who want more ... post #7 in there "The reason an X-Pipe crossover works better than an H-pipe crossover isn't more flow because of volume, but more effective use of exhaust gas velocity. Exhaust gas (or air) has surface tension, and flows much like liquid would through the same pipe system. As the cylinders of each bank on a "V" style motor fire, they create a pulse in the system. The pulses will alternate back and forth from bank to bank as the motor runs. With multiple cylinders, such as a V-8, the eight cylinders alternately fire creates lots of pulses in the system.
If you put your hand behind the tailpipe, it would feel like a constant flow of air, but what it really is a lot of singular pulses giving the impression of constant flow. The idea behind the H and X style crossover is to unite the two banks of cylinders for better exhaust gas scavenging. Instead of two separate banks of four cylinders doing their own work, the crossover uses the pulse created by a firing cylinder of one bank to create a vacuum in the other bank because of surface tension. When a cylinder of the other bank is ready to fire, instead of the piston having to force the exhaust gas out of the cylinder, the vacuum that was created by the other cylinder bank helps suck the exhaust gas out of the cylinder, hence the term "scavenging."

Whenever you can reduce the load on an internal combustion engine, you are likely going to see performance and efficiency benefits. The difference between an H and X crossover is a smoother path for the exhaust gas to follow. Exhaust gas, like a liquid, will follow a path with the least amount of resistance. An H crossover has a path with two sharp 90-degree angles that are close together. An X crossover has a path with a much more gradual bend to allow the exhaust gases to continue their path back out to the ends of the tailpipes, rather then turning sideways for a short distance, then turn again to head out the tailpipes. Smooth flow with high velocity means more power by use of scavenging. Using an exhaust system with too large of piping diameter work against scavenging in the same way that running an exhaust with too small of tubing chokes the motor and forces it to work harder to expel the exhaust gases. "

:lol:
 

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Discussion Starter #9
Very informative. Thank you both for the response.
 
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