The American Racing Headers (ARH) easily slip into position from the bottom side.
ARH will custom size a header system to better suit your application with internal mods, a supercharger, or both.
The oil lines for the dry sump system (part of the Z51 and Z52 package) were removed and reinstalled to ease the installation of the r/s header.
We’ve always found the fit and finish to be top-notch on American Racing Headers products, and they’ll give you plenty of years of service. For this application, the primary tubes (.049-inch thick) are 1 7/8-inch, flowing into a merge-type 3-inch collector with a 2.75-inch choke and 3-inch outlet.
All ARH headers feature a special flow-spike in the merge type collector. ARH was the first header manufacturer to feature merge collectors as standard equipment with their headers. High quality 304 stainless steel that’s 100-percent American-made is featured in all ARH exhaust tubing.
The X-pipe forward mid section bolts right-up to the header collectors. The placement of the O2 sensor bungs makes screwing-in and reconnecting the sensors a cinch. Notice the X-type cross-over is now at the front of the mid-pipe. Not visible are the 49-state legal, severe-duty cats located where the stock crossover pipe was. The ARH collectors and remaining balance of the exhaust system is made of the same 304 stainless steel with a tube thickness of .065-inch.
The back half of the mid/X crossover features welded-on brackets that hook right-up to the factory rubber-isolated hangers. Plus it slips right into the stock tailpipes with or without the factory NPT performance exhaust option.
Initially the ARH showed 12 hp and 14 lbs-ft across the powerband from 3,900 to over 6,500 rpm, not just at peak. Once Matt performed his tuning magic for a safe air-fuel ratio (12.8:1), another 4 hp and 4 lb-ft was realized.
That brought the total gains up to 16 hp and 18 lb-ft. While that doesn’t sound like a ton, look at the dyno sheet to see the excellent gains under and along the power curve.
At Atco Raceway, the headers showed substantial gains—nearly 4-tenths and over 4 mph. Matt changed the tune on the torque management from 60-percent to nearly 100-percent throttle opening during the holeshot launch for better 60-foot times. With that, he changed to a set of 305/35R-18 drag radials mounted on C6 wheels (seen in pic) in place of the stock 285/35R-20s. The drag radials cut nearly 2-tenths from the 60-foot and 3-tenths in the quarter mile bringing the best E.T. down to an 11.47 at 119.32 mph.
Here’s a look at both American Racing Headers’ long-tube and mid-length header set ups for the new Corvette Stingray.