EXART headers w/ 200cell converters
“Please experience the change in good blowing up and high-pitched sound quality after replacement in combination with the EXART muffler.”

Came across these headers while on the search for alternatives to the PPE long tube styles. Also wanting to keep stock cats for in-case of inspection.

I first seen them and thought they were the closest to what I was looking for. Like how the primary tubes are still lengthy BUT the merge collectors aren't as large as I’d want. Are these restrictive or effective for a daily driver with FI? (450+ wheel)

Mainly going for the deep - low rumble sound the V6 Mustang gives when pairing up BBK shorty headers + H-pipe + Borla S-type. What changes the Cyclone 3.7 road presence the most is that gas guzzler idle and growl that comes from the shorty headers by WOT.


Im not trying to reach peak power but I would hope for some noticeable torque increase in the lower or midrange.

 

Edit: anyone have the specs for the PPE header ID and Merge collector size

 

He hasn't been around much late@DickH may have the answer. You could also search some of his threads.

I think your plan is solid and shorties w no sharp bends will be fine. It does need a longer collector tho.

 

Thanks I’ll check out his threads first and see what I find. Also do you mean a wider merger into let’s say 1 5/8” or longer collector with the same diameter?

It would matter per application right? These should be perfect for NA which I am currently and still debating to stay. But let’s say I was @Thannp and put these along with the Toms SC. Would they be able to compliment each other well do you think

 

I wonder if they’re designed to fit the RHD though.

 

I Inside diameter for the primaries is ~1 5/8", and the merge collector necks down to ~2 1/4". I would pass on these headers as I can't find any information on them and it would be a shame to run into fitment issues or poor welds that crack sometime after the install. Money and effort might be better spent swapping to 2.5" exhaust.

 

I would have no problems with these headers ( 1 5/8" primary ) in a 300-400HP naturally aspirated hot street situation. They are certainly going to give you the gain a shorty header gives which is around 10rwhp peak, but it also gives 8-12 ft-lb in the lower rpm ranges, which is what you will feel. So while it's not a ton it is across most of the RPM range.

The other thing is the primary size. If I was building a 5.0L ( 300-450 HP ) ford that is stock displacement and not stroked to 331 or 347 cubic inches I would use a 1 5/8" primary into a 2.5" collector. The catback exhaust would be 2.5" if i am not boosted. The 1 5/8" keeps the low rpm torque up and is large enough to support the power. 1 3/4" primary tube would kill low speed torque and only help at the top. I would consider 1 3/4" primary if i stroked a 5.0 ford to 347 cubic inches or had a 351W or larger.

The reason I mentioned 5.0L ford is because it's ..625L per cyllinder. The 3.5L 2GR is .583L per cyllinder ( even smaller per cyllinder ). So the 1 5/8" would be more than enough primary size for the hot street 2GR in the 300-400HP range and it would keep low speed torque, while allowing the top end power and it's still a gain over the stock exhaust. Even if you where boosted they would be better than stock. I was seeing 1 3/4" or similar tube sizes on a lot of the aftermarket "headers" and shorties in the 2gr and "mz" land for that case, and it's TOO BIG. It's already been proven on other engines.

So personally i would consider these.

 

Good question didn’t think of that, will try to contact them to answer a few questions

thanks DickH I appreciate the info.

Is it safe to assume the headers listed above would be same size or even an 1/8 smaller just by the looks of it? Also struggled with finding more info other than expensive catback options even for the Fs

 

@djr48312 yes I’m still on the fence of what direction to take with this engine.

I think there’s a fine line of making it a fun drive on the street like you called it a hot street situation. and then I’m debating to throw a supercharger and or a 75shot if keeping it NA. Choices choices

 

An old 5.0 is not a good motor to compare against a 2gr-fse. A proper comparison would be the coyote. If I were to build a NA coyote I'd go with 1 7/8 primaries mated to a 3" collector. I also wouldn't go with smaller primaries if I were going to throw a supercharger on my is350. If I weren't looking to make as much power as possible I would leave the stock manifolds in place.

And for the record, I did in fact go with 1 7/8" primaries with a 3" collector for my na coyote.

 

I was talking about header size versus a cylinder displacement and a power level. These header size tests and formulas were made by he master David Vizard.

I do get what you are saying that the VE and flows 2GR ( especially when ported ) would be more similar to Coyote. I still would use a 1 5/8" LT on a hot street 5.0 Coyote if it was my build and i was staying under 7000 RPM. If it's going to 8000+ RPM I would consider 1 3/4" LT's, but i would consider how often i'm at 8000, because the smaller primary will still boost off idle to mid range torque over the larger header size. If I'm in 2000-5000 RPM for 99% of my driving and only 5000-8000+ for 1% of my driving i might not be as happy.

1 7/8" is just too big for that displacement IMHO, unless you are boosted and or you have a reason that you spend most of your time at 5000-8000+ RPM where the larger primary size will help you.

Here goes video on Summit racing selecting primary size based upon peak torque rpm and cyllinder displacement:
Richard Holdener 1 3/4" vs 1 7/8" on LS chevy ( 1 7/8" made 3 more HP but were as much as 20ft-lb down under 3500 rpm ):
Found this Coyote Long Tube header test ( Look at whats going on below 3500 rpm ):

 

Why bother trying to make more power at all if your argument is for 99% of your driving? If you are trying to make more power to go faster, what rpm range do you think you will be staying in as you go through your gears? I'm not building an engine to tow with, power under 3500rpm doesn't matter. My coyote is a proper NA build, which is not the same as staying NA. I understand how headers work and the headers I have are sized properly for my application.

Speaking of headers sized for an application, I've done this more than once. I have a set of custom made headers for my IS350 that have 1 5/8" primaries made to match to 2.5" exhaust. This sizing is a better match for the intakeand cams for the 2gr-fse, but is right on the line of being a bottleneck for the engine. Easily a restriction if you start running boost.

If I were to start over with my car, I'd skip headers completely. The gains are minimal and I'd prefer a quieter v6 as it is hard to make a v6 sound good.

 

I agree with you, headers for performance is not looking like a good deal. Neither is the increased rasp.

I just want to experiment with the 2gr sound now, all performance out the window.
Currently looking at these. Say I custom fit and weld on Stock primaries. The 2 1/4”collector into the oem cat size back to 2 1/4” exhaust I’m hoping it gives a deeper tone and keeps lower speed torque.

 

what do you think about how these 3.7 Mustangs sound

 

Sounds amazing. Wow if we could make an IS350 sound close to that that'd be amazing..