What is the difference between manifolds and headers

Headers are intended to solve the engine efficiency and power setbacks of the exhaust manifold. Headers are basically aftermarket upgrade exhaust manifolds for performance applications.

They use an individual steel tube for each cylinder. These tubes all connect to a collector pipe. The tubes are smooth and equal in length, and this ensures that the gases from each cylinder reach the collector separately, avoiding back pressure. The benefit of smooth and equal tubes to avoid back pressure can be lost if other exhaust components are not also upgraded.

If the exhaust pipe that follows the headers is too restrictive, it can introduce back pressure to the exhaust system and diminish the power advantage of headers. Another disadvantage of headers is that, due to their thinner walls, they do not absorb as much sound as cast iron exhaust manifolds, making them louder although some may see this an advantage.

Some vehicles do come with tubular steel manifolds from stock. Primarily, these are for performance vehicles, such as sports cars. Jeep also notably uses tubular steel exhaust manifolds.

This part will only fit a vehicle with these options. The tubes converse to a single "collector" pipe, through which the exhaust gases pass before exiting out of the muffler. Why are headers are a better choice than an exhaust manifold?

As stated above, exhaust manifolds create back pressure, which lowers performance. Because each cylinder of the engine is given its own tube, however, headers eliminate this problem; thus, allowing the gases to exit without the creation of back pressure.

There are some potential disadvantages to using exhaust headers, however, such as noise production. Because they are thinner than manifolds, they naturally produce more noise than their counterpart. This isn't a huge disadvantage, but it's still something that drivers need to be aware of when choosing between an exhaust manifold and headers. An exhaust manifold is made from cast iron which makes it capable of withstanding high heat and pressure from exhaust gases.

The only problem with cast iron is that it is prone to cracking. Most cars have manifolds installed from factory. However, the downside of having thick walls is that they leave little space for exhaust gasses to pass through. The iron casting also makes the interior rough, which can result in the flow of exhaust gases slowing down.

Because the gas flow slows down, a manifold can cause backpressure , and that prevents the exhaust from efficient clearing. Headers are a popular aftermarket part, and they are constructed using stainless steel tubes for each cylinder which makes it highly effective for gases to exit.

The tubes on a header connect to a collector pipe, which is equal in length and smooth. This ensures that the gases reach the collector separately from each cylinder along with the right exhaust scavenging characteristics.

Just make sure that your collector pipes are not constricted because that defeats their purpose. This is perfect if your intention is to increase the engine sound altogether. Uncoated or poorly finished headers will rust over time. Ceramic coated ones, on the other hand, are less prone to rust and corrosion.

These headers perform their best in the idle to mid rpm range — perfect if you want your daily driver to get a boost in performance. Another choice to consider is equal or unequal length headers. Where equal length headers provide consistently great performance, unequal ones provide a deeper rumbling sound and more low-end torque. Long tube headers build a lot of power in the mid to high rpm range. It varies from car to car, but generally they replace your OEM exhaust manifold, a downpipe and catalytic converter.

If your car comes from the factory with a catalytic converter, installing long tube headers will often result in a check engine light. Since manifolds are thicker when it comes to absorbing pressure, they also absorb most of the sound from the exhaust.