Header question for 3.0
#41
Contributing Member
#42
Contributing Member
Join Date: Apr 2006
Location: Oklahoma, USA
Posts: 218
Likes: 0
Received 0 Likes
on
0 Posts
If you knew the impedance parameters and signal strengths of the circuit you could probably work up an interface circuit to sum the dual O2 sensors.
I had a 3.0 truck with headers and 32"s and a 3.0 truck with 31's and they performed similar, but the one with headers (and K&N) would tach out much faster. Definitely more responsive. I think if it had been on 31's it would have really moved.
I had a 3.0 truck with headers and 32"s and a 3.0 truck with 31's and they performed similar, but the one with headers (and K&N) would tach out much faster. Definitely more responsive. I think if it had been on 31's it would have really moved.
#43
Contributing Member
Join Date: Jun 2007
Location: Where it always works if you work it, in Sunny Selinsgrove, PA
Posts: 2,336
Likes: 0
Received 2 Likes
on
2 Posts
If you knew the impedance parameters and signal strengths of the circuit you could probably work up an interface circuit to sum the dual O2 sensors.
I had a 3.0 truck with headers and 32"s and a 3.0 truck with 31's and they performed similar, but the one with headers (and K&N) would tach out much faster. Definitely more responsive. I think if it had been on 31's it would have really moved.
I had a 3.0 truck with headers and 32"s and a 3.0 truck with 31's and they performed similar, but the one with headers (and K&N) would tach out much faster. Definitely more responsive. I think if it had been on 31's it would have really moved.
pretty cool what you can do, actually.
#46
Registered User
Join Date: Sep 2006
Location: Orange County, CA
Posts: 6
Likes: 0
Received 0 Likes
on
0 Posts
I know this is late, but I installed the Downey headers and exhaust on a stock 3.slow last summer. I used the ceramic coated headers and the engine compartment temps are much lower. Ceramic also seems to solve the fuel/brake line issue. I measured them with an IR thermometer and they were OK.
Problems: extracting the cross-over - it can be done with a little creative use of a reciprocating saw to cut off one flange (from underneath, passenger side I believe). Mounting the reed and EGR valves - you may be better off making your own tubes. Turning the nuts is nearly impossible.
Power: definitely noticed more power in the usable high ranges. Flat at lower ranges. Selection of a muffler seems to make the biggest changes. I have gone thru several and this is what seems to affect the low-end torque. Its an overall tuning problem with the entire exhaust system. You get performance, or mileage, but not both.
Mileage: definitely up (low restriction converter in the package).
Problems: extracting the cross-over - it can be done with a little creative use of a reciprocating saw to cut off one flange (from underneath, passenger side I believe). Mounting the reed and EGR valves - you may be better off making your own tubes. Turning the nuts is nearly impossible.
Power: definitely noticed more power in the usable high ranges. Flat at lower ranges. Selection of a muffler seems to make the biggest changes. I have gone thru several and this is what seems to affect the low-end torque. Its an overall tuning problem with the entire exhaust system. You get performance, or mileage, but not both.
Mileage: definitely up (low restriction converter in the package).
Thread
Thread Starter
Forum
Replies
Last Post