Rage

The Kieth Eckert web site shows independant test lab dyno data that says that their manifolds out perfrom CMI headers and everything else for that matter. Anything to this?

http://www.keitheickert.com/products...ke-exhaust.htm

cougarman

One of the members on OSO father developed the headers.
He is a dentist and made and sold them himself for awhile before selling everything to Eickert.

I've always heard great things about them.

Cougarman

bob

When Volvo developed their 540/600 package what 8-9yrs ago, they tested I believe every exhaust out there. They ended up with KE exhaust and offered Stellings at more money and the understanding a decrease in hp. Innovation did have a bunch left over from the Volvo project at a decent price. Reggie would slip them in on some of his test boats for mags .

BenPerfected

That is a pretty broad brush claim...maybe better than e-tops?

cougarman

Back when the dentist made them each runner was cast the exact same length.

Then they had a special paste that was continually run throungh each runner to hone it and clean up the casting for better flow.

There was alot of work in them to make them perform so well.

Not sure if eickert does them same thing with them now.

Cougarman

James

Beauty of a cast manifold escpecially with big SC HP is that they never crack and never leak - any tube header should be checked reguarly for leaks - The KE headers are not all that pretty but have proven to make the power - We ran them on a SC 1,000 - CMI leaked after every other race and need to be welded - ran the KE 2 seasons no problems - The cost of the headers was nothing compared to the cost of one hydroed cylinder

J-Bonz

iTrader: (3)

Interesting.........................
Jr.

Donzi502

I dont beleive you couldn't tune more HP from the stellings. I bet the engine in the test had cam, cylinder heads and compression to suit the shorter runner of the KE better. Any hard working engine with good compression that breathes well would benifit from a longer 4 into 1 system, especially at higher RPMs and definatly with naturally asperated engines. Actually if they are that good, why dont we see the same design in race cars or at the strip. Plenty of BBCs there only turning 6500rpm.

Jas

James

Donz is correct - header tube lenght has an relationship to peak power band - add additional pipe lenght, add mufflers and everything changes again - You would need to better understand where you want to make peak power - then look at tube lenght - If this is an SC engine everything will work -

I have had plenty of CMI headers off a 525 that need welded the bigger the power/heat the more likely a SS weld is going to open up/ crack - I'll take a reduction in Hp any day to have the reliability that the engine will go a year without having to pull and check headers for leaks - call the guys at KE and ask them the questions you are asking here - I'm interested to see what a real side by side comparison is -

bob

I figured that the real dif between KE's pipe and a SS pipe would be at the big hp/big bore app. However, there is a fella up in MN that has some 600 in motors with PSI's making close to 1100 and he ran the big tubes and KE's on the dyno and supposedly the difference was like 10 hp so he went with KE's. That was many years ago and he still has KE's. If you look at some of the IR SS pipes the runner lengths are not even close. I had some Stellings green's and the dif was like 8", from 30 to 22" in total length. However, the CMI tube top that has the two piece pipe supposedly had close to the same runner lengths?