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Stan's Headers for a 6.2 ... Anyone have them?

WHITE THUNDER

WHITE THUNDER

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Not to beat a dead horse but I saw a thread on here from at least 4 years ago about Stan's Headers and how they can approach the hp gains of a Banks kit.

I got the same line when I called Stan's and although I'm sure its not true, does anyone actually have these headers on their truck?

If so, what size pipe and mufflers are you running from there on out?

Also I am in the NJ/ NY area. If you live around the tri-state, any advice on a shop that isn't going to try to rip me off would be great.

Thanks,
Willy
85 K5 6.2L
 
I would be interested in hearing about this also. Probably the exact same post I remember from years ago with a guy saying he had a set on order but then never heard anything else from him. I have a hard time believing that headers alone would net the same power gains as a turbo setup but can't say definitely as I've never really seen any first hand reports. I've owned a 6.2 K5 since the mid-90's so always looking for articles on performance mods but just have never seen anything on the Stan's headers except speculation and company claims. If headers did offer the same power gains as a turbo they would be a heck of a lot cheaper and easier to install (though for $700+ they are not exactly cheap), and would also wonder why anybody would spend the time and money on a Banks turbo kit if the headers could do the same thing!
 
I have researched this to death.

I can't find any actual evidence. I.E. no dyno charts from either setup. You can find dyno runs on the banks stuff but I haven't been able to find the Stan's headers. Just alot of opinion and seat of the pants.

And a whole lot of pointless arguing
 
Id be interested in the results also.. not a whole lot of N/A diesel tech out there. I would think they respond like a gasser no?
 
Well according to Stan's. It will equal the HP gains you get with a banks turbo kit.

So like 60 HP and over a 100 lb ft of torque.

So if Stan's is correct that's more power gains than any header I have ever seen.
 
Didn't post for arguments' sake. Just wanted to see if anyone actually had these on their truck. My entire exhaust and the manifolds in particular need to be replaced. Now that I'm willing and able to spend some money, just trying to figure out which way to go.

Although it would be nice I'm not that concerned with HP.
 
Well headers will increase the efficiency.

I think you should buy em. The couple of guys that I have read about seem to really like em but the turbo crowd just pretty much tells em there is no way, your wrong, your an idiot etc so they tend to also go away pretty fast.

Please let us know what you think if you do buy em.
 
Will do. Now I just have to figure what size pipe and what mufflers to run. Flowmaster 40's???

Thanks,
Willy
 
I would say minimum of 2.5. Probably better to do 2.75.

Oddly enough I love the sound of cheapie glass packs on these.

But yah a flowmaster series 40/should work.
 
I would consider an h pipe too if this is anything like a gasser you should notice some torque gain from that..
 
If i could hi-jack for a moment:
Since the stock v-8 gas exhaust bolts to the diesel, will ANY headers tend to work with 6.2/6.5's?
 
I have a home cobbed exhaust on my 6.2--stock manifolds,the right side starts off with a 2-1/4" pipe till it bends straight back,then its reduced with an adapter down to about 1-7/8,to fit the galvanized pipe I used for the run back to the Thrush glasspack muffler(s)..the drivers side I deleted the EPR (heat riser) dewhickey and adapted a 1-3/4" elbow and straight pipe the same size back to the other glasspack..

The exhaust sounds throaty,and only "fraaaps" if you wind it up high enough to hit the govenor...far as power goes,I don't notice any less than it had with 2-1/4" pipes it had on it with stock mufflers when I first got the truck,in fact,it feels more responsive at lower rpms if anything..I did notice a slight increase when I took off the EPR valve though...when I drove the truck once to the parts store with open manifolds,it sounded like a powerful big block,but in reality it didn't seem that much more gutsy...I think the diesel likes a bit of back pressure..

I have a EGR instake with the EGR disabled,but still mounted,and no turbo..

With no turbo I dont really see the need for a large diameter exhaust piping system ,how much CFM can a naturally aspirated engine that redlines at 3600 rpm produce ,really..?..the restrictive stock exhaust manifolds choke off any gains the rest of the system makes if you ask me..

Unfortunately the 6.2 heads have a one off bolt pattern and far as I know,no gas engine headers or exhaust manifolds will fit them...wish GM had copied the BBC head bolt pattern for the exhaust manifolds..

Once at a cranberry bog,I saw a 4x4 buggy someone powered with a 6.2/ TH400/NP208,they ditched the stock exhaust manifolds and they used some cast iron pump fittings with NPT pipe threads that happened to bolt up to the heads and allowed pipe elbows and 1-3/4 black iron pipe "headers" to be used on it...it was crude,but kinda cool looking ,and it sounded sweet,they had two short glass packs about 18" long on each bank...:D
 
The only experience I have with them was on a 7.3 idi in a ford, and was very impressed. "raced" two identically geared trucks from about 45-90, one 7.3 (190hp stock) and a 2bbl 390 (240? stock). Trucks were dead even until we let off. The pump in the 7.3 was turned up slightly, and blew ZERO smoke, so between the headers and the nice dual exhaust, it was breathing much better.

Where the turbo is a better improvement over headers is at elevation, then there is no comparison.
 
vandelay industries said:
If i could hi-jack for a moment:
Since the stock v-8 gas exhaust bolts to the diesel, will ANY headers tend to work with 6.2/6.5's?
Click to expand...

No. The mounting bolts/stups have a vertical separation, while gas engines are all in the same horizontal plane.

The exhaust pipe bolts up to the exhaust manifold, that's what they mean when they say "bolts up".
 
black dawg said:
Where the turbo is a better improvement over headers is at elevation, then there is no comparison.
Click to expand...

More air is more air, no matter the elevation.

The big deal about adding forced induction at altitude is that the first bit of boost is making up for the lower air pressure at altitude, so you can get back to sea level HP with a little boost and only put stress on the motor as it was designed. Anything more than that is gravy.

In my experience, headers are pretty unimpressive at anything other than really high RPM stuff, a 6.2L diesel is the opposite of that. A turbo would probably make 10x the difference that headers would.
 
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