T.T.I's vs. ........you be the judge

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I don't have dyno #'s, but do have track results! A variety of IHRA Stock crate motor 360's, Commando 300hp as well as Magnum 300hp versions, weighing in from about 3,200lbs to over 3,530lbs have run high 10's through mid-11's. Several, including mine, are using the TTI 1 5/8" - 1 3/4" stepped headers. That should answer some questions about 400+ HP combinations.

I also added a 3" X-pipe system with Dynomax Ultra Flos and it did help a bit. I still have some cam and head tuning to do.
 
Loco. What create engine do you have and what mods are OK to perform and remain leagal?
 
I have the original style 360 Commando 300hp version that I assembled from legal parts. You can use a 750 Holley, any unmodified, readily available aftermarket intake, 1" spacer, no porting or polishing, deeper sump oil pan (no custom stuff), approved aftermarket rods, like Eagle H-beam, no crank lightening, approved fuel that is tested at national events, no "power adders" and for this engine specifically, .474" max. lift hyd. cam, 64.7cc minimum chambers, 1.88"/1.60" valves (basically any 360 head from '71 through '92), approved flat top pistons w/2 notches and a .035" min. deck clearance INCLUDING head gasket and a .070" max. overbore.

Race weight is determined by the NHRA/IHRA published shipping weight divided by the engine HP factor (mine is up to 320 while the 300hp Magnums are up to 325). I end up in J/CM weighing a minimum of 3,530lbs, which includes 170 lbs added after the class is determined (J is 10.5 - 10.99 lbs per factored HP) .
Confused yet? :p

It's late, I'm tired, but I think I covered most if not all of the basics.
 
Barrett Jackson and Vettes, huh.
We have been infected.
“The Hobby” has been ruined by collectors, investors and dealers.
Money talks. It’s all about the getting.
So much for helping others based the appreciation of Chrysler products.
My feelings anyway.
I long for the good old days.

I just found this site. I was preaching A Bodies years ago.
The numbers just aren’t there in other lines of MOPAR.
A bodies are the only hope against the Mustaing/Camero crowd.
Sadly I still see them being parted out.
And on top of that I question the wisdom of paying the current asking price for some B and E cars.
Good discussion of headers.
I hope to try the TTI headers.
It would be nice to better my current 23mpgh by putting some and duels on a car.
But do I like the low-maintenance of cast manifolds.
Maybe tti will make headers in stainless some day.
THAT would take care of some problems.
Wonder if it would increase the cost much more than paying for extra coatings ?
If it was what I needed for my transportation, a premium wouldn’t stop me from getting them.
:salute:
 
Gee, I thought they wanted to sell magazines? Just another screwed up segment of our current state of the union.......Dave
 
I agree with Adam and some others, the 1 3/4" headers are lost on a 300 hp engine, totally overkill. While I'm sure the TTI's work just fine on 400+ hp applications, I don't think you'd see them beating out a set of 1 3/4" Hooker Super Comps. Maybe not much of an advantage, but I don't think the article gives the whole story.

Also, there's a big difference between the Hooker Comps and Hooker Super Comps. I'm not sure about A body, but I know that on my challenger the Super Comps are above the steering link, not below like the Comps are. So, at least for an E-body the Hooker Super Comps give just as much ground clearance as the TTI's. I also will admit the Super Comps cost almost as much as the TTI's, but I believe the HSC's have been around longer, making them easier to find used (I picked up a set of 1 3/4" Super Comps for my 340 for $200 at a local swap meet).

Not to say that TTI's aren't really nice, but one article does not make them the end all be all. You still have to match your engine and your headers for best performance...
 
Tti's work just fine on whatever application you use them on..my 416 pumped out 520+ h.p. and 11.0's in the 1/4 and those are "real world" numbers,not some magazine or from someone who has'nt got a clue!!!
 
stroked 340 said:
Tti's work just fine on whatever application you use them on..my 416 pumped out 520+ h.p. and 11.0's in the 1/4 and those are "real world" numbers,not some magazine or from someone who has'nt got a clue!!!
Click to expand...



How do you know you would not make more HP and go quicker with a different header?
 
That does not (left the "not" out) help with header selection... or tell you anything about TTIs

If it was a comparison of one full length 1 5/8 header vs other full length 1 5/8 headers..... Then you would have something.
 
Dougs headers have the same ground clearance as TTIs but cost about $200 less.

The end tubes of the TTIs will over hang the lower outside portion of the ports on an X, J, or Edelbrock head which slightly restricts flow and cost power. I don't think you loose a lot of power but it certainly doesn't help any.
 
And the difference in price between the tti and hookers are? That's a lot of money for 9hp if I remember the article correctly.

That's a pretty weak engine too.

Bottom line, there is no one header that is perfect for every application. Seen hooker super comps and hedman husslers stomp a mudhole in tti race headers by up to about 40 hp on some mid 500hp and higher engines.

fit, $, performance? You need to find out what's really important to you.
 
Ok, did some A-body specific research. For an A-body small block the Hooker Super Comps in 1 3/4" only are listed as fitting the '70-'72 Darts (although I would imagine they would also fit the other a bods from these years), this is part #5204. The ceramic coated ones sell for $750 from Summit. The Hooker Super Comps for '67-76 A-bodies are part # 5116, but these are a 1 5/8" primary tube, and are listed at $690 at Summit.

So, for an A-body application the article is pretty useless. They didn't even test the 1 5/8" Super Comps (5116), which will flow different than the cheaper competition headers they did test. And the 1 3/4" tube Super Comps (5204's) are pretty limited in what they'll fit.

From Magnumforce the TTI ceramic coated, non-polished headers are $718, same price for the A body and the B & E body versions. The 1 3/4" ceramic Hooker Super Comps for B & E bodies are $690 and there is no 1 5/8" version for that application, so my E-body info doesn't totally apply. But neither does the info in the article, as they obviously weren't using A-body headers.

Sooooo, for A-body's

Hooker Super Comp's 5204, 1 3/4" - $750

Hooker Super Comp's 5116, 1 5/8" - $690

TTI 1 5/8", non polish ceramic - $718
polished - $748

For everything else...(B,E,F,J,M)

Hooker Super Comps 5115, 1 3/4" - $690

TTI 1 5/8" - $718
 
Just to clarify things, the TTI headers are "step" headers - 1 5/8"-1 3/4". They should provide better low end torque without sacrificing higher rpm flow due to the 1 3/4" step. This helps broaden the application range, street to strip. There aren't any dyno comparisons with them on 500+ HP engines that I'm aware of, but there have been examples of them working well @ 400HP & higher. Just no direct comparisons with other headers. A 1 3/4"-1 7/8" step, or even a 3-step starting with 1 5/8", would be interesting if they made a set.

Other benefits with TTI include elimination of the 90* oil filter adapter, tubes clear all readily available oil pans, including Milodon, and the materials used tend to be thicker than some of the other headers.

Several of variables to consider.
 
Burntorange70 said:
How do you know you would not make more HP and go quicker with a different header?
Click to expand...

Maybe i would,but seeing as everytime i make improvements to my combo the car goes quicker,so no need to change from the tti's they're not holding me back....
 
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