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When it comes to squeezing every ounce of power and performance out of your ride, the details make the difference. Headers and mufflers might steal the show, but let’s not overlook a serious player in the game: oval exhaust tubing. And if you’re in the know, you’ve probably heard of Stainless Headers Mfg. Inc.—a company we respect for their top-notch craftsmanship and American-made quality.
When I got a call from Craig Lieberman, marketing director of MagnaFlow Performance Exhaust, to tell me about the company’s new Ti line, I was totally stoked. Not because it had anything to do with titanium, but because I was going to get a firsthand look at what the new stuff looked like and how it performs on the dyno. Although we didn’t expect anything in particular in terms of power, the weight savings alone was worth the install.
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“What’s going on right now with this truck is probably one of the most difficult parts of the overall buildup,” commented Cimtex Rods’ Darrell Cimbanin. “Getting everything to fit inside and underneath this highly modified 1956 Chevrolet Cameo half-ton chassis, like the exhaust and fuel systems, for example, requires a lot of thought and careful planning, not to mention the actual fabrication process, which is very time consuming!”
Would you believe that one of these cams could provide an extra 200 hp to your combination? It’s true. Actually, the truth is that the installation of a stock cam will cost you as much as 200 hp.
Bob Gruitch just thought his car was not performing up to his expectations. A ’55 Chevy equipped with a 502 big block, square port heads and a Crane H296-2 camshaft should be more than enough power. But it lacked power and didn’t idle all that well, especially in gear. This shouldn’t be happening with an engine built by John Gianoli at Reggie Jackson’s High Performance Engine Shop, so Gruitch figured he had something wrong and brought the car to John Bishop’s Hot Rod Tuning Service to have it checked. He’s lucky that he did.
Like their diesel counterparts, gas-powered truck owners are always looking for ways to give their vehicles even more power and better mileage. To find out what kind of power options there are for gas-powered trucks, we went to J&D Performance in Ontario, California. We’ve seen what kind of power and performance the guys at J&D can make in a diesel-powered truck, so we figured we’d follow along as they wrenched more power out of a common gas-powered truck. After a quick phone call, we were set. The guys at J&D had a customer’s stock 1999 Ford F-350 dualie with a 6.8-liter V-10 ready for buildup. Here’s how it went.
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Cam-speak is a language all its own. Well, maybe not from a linguistic point of view, but it is a specialized dialect of car-guy talk. Although spoken by a good portion of enthusiasts, Cam-speak is really fully understood by only a handful of those same enthusiasts, as it is a very specialized, nuanced dialect. Those who do not speak the lingo can instantly be singled out. Those who are fluent in cam-speak are listened to intently, even when those listening do not fully comprehend whatʼs being said and how to apply it to their particular applications. Few within our ranks are particularly fluent in this highly specialized jargon.
When it comes to performance, there is one steadfast rule: All the good air that goes into making horsepower must eventually find its way out. This means that adding all the cool camshafts, intake manifolds and even superchargers to help improve airflow into the motor will be useless (okay, maybe not useless, but certainly much less effective) if the motor is not able to rid itself of the exhaust. Cork up a serious performance motor and watch it struggle and gag on its own exhaust fumes.
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The camshaft is often called an engine’s “brain,” and that’s an apt comparison. The cam controls all the major timing events in the valvetrain, which means it is responsible for how efficiently the engine can ingest and combust the air/fuel mixture. Choosing the right cam profile for your engine
combination is the key to making the most possible power.
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In order to thrive in the exhaust market, a company must have products with a zing factor. For Corsa, the difference begins with its materials, production techniques and efficiency of its designs. Corsa uses T-304 stainless steel, which makes each exhaust system effective, durable, attractive and easy to clean. A good grade of stainless steel makes the process of cleaning pipes about as easy as scrubbing with a Scotch-Brite pad. However, other companies also offer T-304 stainless construction, so what really sets Corsa exhausts apart? The answer is Reflective Sound Cancellation technology…
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