Picked the Jeep up from Stainless Works, and for now all I can say is WOW! Literally everyone that I've driven by on the side of the road or in their car/truck has looked to see what was making that glorious roar whenever I went more than one third throttle. The best part was the look on their faces when said individuals realized that it was an SUV, not a Vette or a Stang, that was cranking out that badass rumble. This system is not for the faint of heart, it absolutely screams at full or part throttle, however there is no more drone than stock when cruising.
Unfortunately the stock PCM decided to dump fuel and pull timing when doing the post exhaust tests, evidently black smoke was billowing from the tailpipes. It made 369rwhp/367rwtq on a Mustang Dyno before (176* stat and DUB Air CAI) and after the exhaust. There is little doubt in my mind that the torque sensing engine management DCX saw fit to give us is absolutely killing performance, which makes the decision to order a B&G stage II flash all that much easier--I expect the gains post flash to be large. Though I have to say it feels faster SOTP wise, especially when passing on the highway.
Stainless Works headers are compatible with the stock and other catbacks, and vice versa in that their catback will work with stock manifolds and other brands of headers.
On a side note I've since logged around 190 miles and in the process of doing so have averaged 16.1mpg in mainly highway driving. My best pre-exhaust was 14.1mpg again, almost purely highway.
Without further delay, pics and pricing:

Pics:

1 3/4" Primaries, 3" Collectors, and 3" metallic substrate 300cpi cats:

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1957.jpg?t=1176865281

Close up Primary/Collector:

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1946.jpg?t=1176865305

More Primaries, and Collectors:

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1947.jpg?t=1176865353

Cats, X-pipe, and beginning of Resonators:

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1949.jpg?t=1176865399

Cats/X-pipe/Resonators:

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1950.jpg?t=1176865474

Close Up Cats/X-pipe/Resonators:

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1951.jpg?t=1176865521

Resonators:

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1952.jpg?t=1176865560

Resonators/X-pipe/Cats:

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1955.jpg?t=1176865584

Tailpipes, Mufflers, Resonators, and X-pipe:

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1954.jpg?t=1176865721

Exterior Shots:

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1985.jpg?t=1177174801

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1982.jpg?t=1177174827

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1974.jpg?t=1177174871

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1977.jpg?t=1177224003

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1979.jpg?t=1177223976


Sound Clip:

http://i145.photobucket.com/albums/r206/Fourcam330/th_StainlessWorksJeepExhaust.jpg (http://s145.photobucket.com/albums/r206/Fourcam330/?action=view&current=StainlessWorksJeepExhaust.flv)


Pricing:

2006-2007 Jeep SRT8 6.1


6075337

2006-2007 Jeep SRT8 6.1L Hemi headers only.
1 3/4" primary tubes, 3" slip-fit collectors. Primary tubes are d shaped and an exact match to the factory cylinder head.
Includes (1) 10" long front o2 extension

6.1L

Jeep SRT8

$999.00


607533767

2006-2007 Jeep SRT8 6.1L Hemi headers only with 3" off road pipes. 1 3/4" primary tubes, 3" slip-fit collectors.
Primary tubes are d shaped and an exact match to the factory cylinder head.
Includes (1) 10" long front o2 extension, 3" off road pipes, (2) donut gaskets, 4 1/2" bolts, 8 1/2" flatwashers, 4 nuts, 4 lockwashers, and 7 accuseal clamps

6.1L

Jeep SRT8

$1,299.00


60753372

2006-2007 Jeep SRT8 6.1L Hemi headers only with 3" off road pipes. 1 3/4" primary tubes, 3" slip-fit collectors.
Primary tubes are d shaped and an exact match to the factory cylinder head.
Includes (1) 10" long front o2 extension, (2) 24" rear o2 extensions, 3" catted connector pipes with metal matrix converters, (2) donut gaskets, 4 1/2" bolts, 8 1/2" flatwashers, 4 nuts, 4 lockwashers, and 7 accuseal clamps

6.1L

Jeep SRT8

$1,499.00


607228

2006-2007 Jeep SRT8 6.1L catback exhaust.
(2) 20" long 3 1/2" body resonators (2 1/2" cores), (2) 14" body, 4X8 chambered mufflers (center in/out), (2) 5 1/2" overall length 3" id slash cut rolled edge tips, (4) clamp/hanger assemblies, (8) 3" accuseal clamps, (2) donut gaskets, 4 1/2" bolts, 8 1/2" flatwashers, 4 nuts, and 4 lockwashers

6.1L

Jeep SRT8

$1,199.00

-------------------------------------------------------------------------------------------------------------------------

Additional exhaust info Q&A for those interested:

1) How are optimal primary diameter and length determined for a specific vehicle or application?

We use a computer modeling program which determines the mean effective gas speed which is optimal for the engine we are developing a header for. We use the results as a starting point and then fine tune the tube length, and collector diameter on the chassis dyno.

2) What are the advantages of a stepped vs. non stepped, and equal vs. non equal length header design?

Stepped headers typically “can” work well, from our experience, on an engine with no backpressure (open headers) that has a narrow RPM band that it needs to make peak power at. The reason I say can is because it really depends on the camshaft, cylinder head, rpm range-it is very application specific. In our experience on a street car with full exhaust, the cost increase in building a stepped header is not justified by the very small power gains you “may” see.
Another fallacy we hear is that equal length headers will always make more power. If the headers tubes are equal flow, meaning that each tube flows exactly the same, then this may be true if each cylinder is burning the air fuel mixture exactly the same-same air fuel ratio, same blowdown period when the exhaust valve opens, etc. In reality, the intake manifold will not flow exactly the same from runner to runner, the head will flow slightly different from port to port, etc-there are a million variables before the headers that make each cylinder a little different-On something like a Pro Stock engine this is not the case as the builder spends hundreds of hours working on things like the valve depth in the head to make each chamber CC exactly the same.

Equal length headers do not mean equal flow-some header builders put unnecessary bends in the header tubes to make them equal length-the problem is that doing this makes them equal in length but the three 90 degree bends you just added to get the lengths equal have now upset the flow in the tube. In general, the fewer the bends the better, and on a street car with full exhaust equal length headers will not make a measure-able difference.


3) What specific SS alloy is best to use for headers/exhaust, and what advantages does it have over other alloys? What are the differences between the different grades of stainless (304, 321, 409…..?)

Stainless is an excellent choice for exhaust systems due to its corrosion resistance. Starting in the early 90’s most OEM manufacturers went to 409 stainless for the increased durability and corrosion resistance-the EPA mandated that exhaust/emissions systems be warranted for 5 years minimum. 304 stainless, specifically, the Everlast grade that Stainless Works uses exclusively, will not rust or corrode over time (unless exposed to excessive amounts of road salt). Unlike aluminized steel, it will not rust from the inside out due to the corrosive fluids produced during combustion. All of Stainless Works 304 Everlast systems have a lifetime guarantee against defects in materials and workmanship.
Without getting into the specifics of metallurgical properties, 409 is what is typically used on OEM applications. It has fair corrosion resistance, is magnetic due to the high ferrite content, but is a less expensive material than 304. 409 is not an ideal material for a performance/restoration exhaust system because it will turn color (brownish/rust) from being exposed to the atmosphere without ever being run. For OEM’s who never care what the exhaust system looks like, it is a decent material that will last long enough to get past the warranty period. 304 stainless has much better corrosion resistance than 409. 304 will not turn color from sitting exposed to the atmosphere, and will only discolor slightly from getting extremely hot. The best thing about 304 is that you can maintain it with a scotch bright pad if you ever spill oil on it or have it discolor. Stainless Works only uses Everlast 304 stainless, which is a premium mil spec grade of stainless that is slightly more expensive than standard stainless, but is processed much more closely and is more consistent.


4) AT what HP level do you see conventional cats becoming restrictive to power production?

OEM converters are designed to support the power levels that the engine was originally designed for-when more power is added over the factory rating, the converter will be a restriction. OEM cats are well designed for the factory engine configuration and power output-most of the later model ones we now see are metallic substrate, with a high cell count per inch-good for lasting 50,000+ miles and still maintaining emissions compliance, but bad from a performance standpoint when the vehicle is modified. If the vehicle is stock, the factory cats will really not be a restriction-if they are designed properly, which is usually the case. The OEM’s design the engine and emissions package together, and they want to make it as efficient as possible so that they can not only extract as much power as possible, but so that the engine is more efficient and uses less fuel.

5) Why are longtubes superior to "shorty" type headers?

Shorty headers used to be effective when factory manifolds were designed very poorly-the castings had a lot of flash, the ports were poorly shaped and inconsistent, etc. With today’s technology, factory manifolds are really nice-the castings are very high quality and the factory engineers typically do a nice job in the design. We only build shorty headers for street rod applications for vehicles that long tubes will simply not fit-the power a header produces is due to the primary length that we can add with a long tube. Shorty headers are not really any better than factory manifolds-save your money!!

6) What affect does the placement (distance from motor) of the crossover have on performance?

Typically, as close to the engine as possible but the converters also have to be as far up as possible so that they light off. With a supercharged engine, it is not as critical as n/a applications.

7) What processes does SWs use that are unique or different from other exhaust manufacturers, basically what makes SWs the best exhaust on the market and why?

We make everything in house-we have nearly $1,500,000 in equipment so that we can control everything we make. We are the only exhaust company with (2) cnc laser cutters in house, we have (2) 6 axis digitizing arms, a state of the art McKee tube bender, and an 80 ton press brake. We also dyno everything we sell, and do installations at our shop. We race what we sell and depend on our customers to help us grow our business. We know that we provide the best service in our business, and back all of our headers and exhaust systems with a limited lifetime warranty.

http://forums.offtopic.com/images/smilies/cool.gifhttp://forums.offtopic.com/images/smilies/fingersx.gifhttp://forums.offtopic.com/images/smilies/bigok.gifhttp://forums.offtopic.com/images/smilies/eek5.gif

Mmmmmm.....Stainless Works headers.....:D

I think the kooks run around $1200-1500 dont they??

I think the kooks run around $1200-1500 dont they??
I don't know what the hell I was remembering.....

Edit - Found it. Southern Hot Rod's list price is $1799 and their current sale price is $1600. (both with cats ;))

Welp....I know what my next mod is! I wonder how these headers with Borla will sound? *yummy*

Do them headers come with a cell light also, or is that problem now fixed.

Pics are up.

Envied,
190 miles and (knock on wood) so far no CEL/MIL.

Sweet pics bro, any sound clips for us to enjoy??

Sweet pics bro, any sound clips for us to enjoy??

Working on it:) I'm having issues uploading at the moment but they should be up soon.

awesome. Thanks again.

awesome hopefully we have a cure.

so on the catback only, what size are the pipes? the tips are smaller than stock?

so on the catback only, what size are the pipes? the tips are smaller than stock?


It's a full 3" exhaust from collectors to tailpipes. The tips are 3" slash cut.

Sound clips?

From what I can see, the Kooks headers put the O2 sensor bung on top of the collector while the Stainless Works header puts the O2 sensor bung on the side of the collector. I wonder if this has anything to do with the absence of the CEL.....

From what I can see, the Kooks headers put the O2 sensor bung on top of the collector while the Stainless Works header puts the O2 sensor bung on the side of the collector. I wonder if this has anything to do with the absence of the CEL.....

I was wondering about the placement (how far downstream exactly) myself. I'm over 260 miles right now and, knock on wood, no CEL/MIL despite the Motorad 170 and full aftermarket exhaust.

For some odd reason I'm having serious issues uploading the video/sound clips from my digi camera. I'm going to have to borrow my neighbors and reshoot them. :(

Still waiting on a camera guys, sorry. Some additional info: Stainless Works headers are compatible with the stock and other catbacks, and vice versa in that their catback will work with stock manifolds and other brands of headers.

Stroke
I need that sound clip. Hurry!! :D

Great news. Keep us updated on the CEL. If it stays off for 500 miles. I am buying a set of headers...wohoo!

We just shot a new sound clip, it's idle and quick revs to 3500ish in park, I'll get it up as soon as my neighbor emails it to me. I still need to get one with the Jeep in motion at WOT, fugger SCREAMS.

Gorilla, I'm over 300 miles now, so far so good.

Added sound clip into my initial post.

That sounds so awesome. Especially while it returns to idle.. Sounds really responsive.. All these f-in choices.

Thanks also for the reply..
T-Time

Thanks. I know it's hard to determine what setup you want especially hearing sound clips from a computer.

Additional exterior pics are now up in the first post as well.

That Sounds Amazing!!! Wow!

That Sounds Amazing!!! Wow!


Thanks brother. To be honest the sound clip doesn't do the exhaust justice, at least on my computer. The note is so deep and sinister in person.

Sounds effin suhweeeeeet! :)

The wait is finally over - congrats Andy!

1) Why did you choose the catted version?
2) SW headers will coincide with the Corsa catback? I thought Corsa was 2 3/4"?

The wait is finally over - congrats Andy!

1) Why did you choose the catted version?
2) SW headers will coincide with the Corsa catback? I thought Corsa was 2 3/4"?


Thanks Jamie,

1) I've run catless pretty much all my life until this point. There comes a time when smelling like gas fumes isn't worth the extra 5hp or so. Especially when running metallic substrates that aren't restrictive until over 900hp. If for some reason I ever hit that limit, I'd simply swap in 100cpi cats and not look back.

2) Yes the SWorks headers will work with both stock and Corsa catbacks. The key is the special donut gasket included with the SWorks headers, compatibility is guaranteed. Simply specify when ordering and you're good to go.

^^^ Are the 300 CPI's included in the kit?

^^^ Are the 300 CPI's included in the kit?


Yes they are:


60753372

2006-2007 Jeep SRT8 6.1L Hemi headers only with 3" off road pipes. 1 3/4" primary tubes, 3" slip-fit collectors.
Primary tubes are d shaped and an exact match to the factory cylinder head.
Includes (1) 10" long front o2 extension, (2) 24" rear o2 extensions, 3" catted connector pipes with metal matrix converters, (2) donut gaskets, 4 1/2" bolts, 8 1/2" flatwashers, 4 nuts, 4 lockwashers, and 7 accuseal clamps

6.1L

Jeep SRT8

$1,499.00

The key is the special donut gasket included with the SWorks headers, compatibility is guaranteed. Simply specify when ordering and you're good to go.

Specify what?
Order from who?

Thanks!

Specify what?
Order from who?

Thanks!


When ordering from Stainless Works just tell them what catback you plan to run. They'll take care of the rest. :)

OT, I can't believe Crocop got KTFO and broke his ankle. Unreal.

Enough about bones being busted... We've been teased enough with you, revving the new system in your driveway... Can we please have a sound clip of you RIPPIN down the street... I'm sure you know what S and R in SRT8 means...Thank You!!:D

T-Time
Chi-Town

Enough about bones being busted... We've been teased enough with you, revving the new system in your driveway... Can we please have a sound clip of you RIPPIN down the street... I'm sure you know what S and R in SRT8 means...Thank You!!:D

T-Time
Chi-Town


LOL, I'm on it. Trust me, I want you to hear it at WOT as much as anyone.
I actually just got back from breakfast/brunch and passed a parking lot car show on the way home. I gave it around half throttle leaving a traffic light on a street adjacent to the lot, I believe a vast majority of the crowd now has whiplash. :D

Sounds great!
Okay, I'm a little slow, but will it match up with Zoomers?
Also there is alot of info in the original post, if I am looking at Kooks what would be comparable?

Thanks,
Jerry

Sounds great!
Okay, I'm a little slow, but will it match up with Zoomers?
Also there is alot of info in the original post, if I am looking at Kooks what would be comparable?

Thanks,
Jerry


Jerry,
Yes SWorks headers will mate up with Zoomers, Corsa/Mopar, B&B, stock, etc. catbacks. Just tell them (SWorks) what you're running when ordering.
Pertaining to the Kooks comparison, what exactly are you looking for? I believe from pricing I've seen posted on the 'net, that set per set (cat vs. cat, non vs. non) SWorks headers are more affordable.

Jerry,
Yes SWorks headers will mate up with Zoomers, Corsa/Mopar, B&B, stock, etc. catbacks. Just tell them (SWorks) what you're running when ordering.
Pertaining to the Kooks comparison, what exactly are you looking for? I believe from pricing I've seen posted on the 'net, that set per set (cat vs. cat, non vs. non) SWorks headers are more affordable.

Andy.........any CEL?

Andy.........any CEL?


So far so good. I'm around 330 miles at this point, post exhaust.

Edited some additional exhaust info into the initial post, also seen here:

Additional exhaust info Q&A for those interested:

1) How are optimal primary diameter and length determined for a specific vehicle or application?

We use a computer modeling program which determines the mean effective gas speed which is optimal for the engine we are developing a header for. We use the results as a starting point and then fine tune the tube length, and collector diameter on the chassis dyno.

2) What are the advantages of a stepped vs. non stepped, and equal vs. non equal length header design?

Stepped headers typically “can” work well, from our experience, on an engine with no backpressure (open headers) that has a narrow RPM band that it needs to make peak power at. The reason I say can is because it really depends on the camshaft, cylinder head, rpm range-it is very application specific. In our experience on a street car with full exhaust, the cost increase in building a stepped header is not justified by the very small power gains you “may” see.
Another fallacy we hear is that equal length headers will always make more power. If the headers tubes are equal flow, meaning that each tube flows exactly the same, then this may be true if each cylinder is burning the air fuel mixture exactly the same-same air fuel ratio, same blowdown period when the exhaust valve opens, etc. In reality, the intake manifold will not flow exactly the same from runner to runner, the head will flow slightly different from port to port, etc-there are a million variables before the headers that make each cylinder a little different-On something like a Pro Stock engine this is not the case as the builder spends hundreds of hours working on things like the valve depth in the head to make each chamber CC exactly the same.
Equal length headers do not mean equal flow-some header builders put unnecessary bends in the header tubes to make them equal length-the problem is that doing this makes them equal in length but the three 90 degree bends you just added to get the lengths equal have now upset the flow in the tube. In general, the fewer the bends the better, and on a street car with full exhaust equal length headers will not make a measure-able difference.


3) What specific SS alloy is best to use for headers/exhaust, and what advantages does it have over other alloys? What are the differences between the different grades of stainless (304, 321, 409…..?)

Stainless is an excellent choice for exhaust systems due to its corrosion resistance. Starting in the early 90’s most OEM manufacturers went to 409 stainless for the increased durability and corrosion resistance-the EPA mandated that exhaust/emissions systems be warranted for 5 years minimum. 304 stainless, specifically, the Everlast grade that Stainless Works uses exclusively, will not rust or corrode over time (unless exposed to excessive amounts of road salt). Unlike aluminized steel, it will not rust from the inside out due to the corrosive fluids produced during combustion. All of Stainless Works 304 Everlast systems have a lifetime guarantee against defects in materials and workmanship.
Without getting into the specifics of metallurgical properties, 409 is what is typically used on OEM applications. It has fair corrosion resistance, is magnetic due to the high ferrite content, but is a less expensive material than 304. 409 is not an ideal material for a performance/restoration exhaust system because it will turn color (brownish/rust) from being exposed to the atmosphere without ever being run. For OEM’s who never care what the exhaust system looks like, it is a decent material that will last long enough to get past the warranty period. 304 stainless has much better corrosion resistance than 409. 304 will not turn color from sitting exposed to the atmosphere, and will only discolor slightly from getting extremely hot. The best thing about 304 is that you can maintain it with a scotch bright pad if you ever spill oil on it or have it discolor. Stainless Works only uses Everlast 304 stainless, which is a premium mil spec grade of stainless that is slightly more expensive than standard stainless, but is processed much more closely and is more consistent.


4) AT what HP level do you see conventional cats becoming restrictive to power production?

OEM converters are designed to support the power levels that the engine was originally designed for-when more power is added over the factory rating, the converter will be a restriction. OEM cats are well designed for the factory engine configuration and power output-most of the later model ones we now see are metallic substrate, with a high cell count per inch-good for lasting 50,000+ miles and still maintaining emissions compliance, but bad from a performance standpoint when the vehicle is modified. If the vehicle is stock, the factory cats will really not be a restriction-if they are designed properly, which is usually the case. The OEM’s design the engine and emissions package together, and they want to make it as efficient as possible so that they can not only extract as much power as possible, but so that the engine is more efficient and uses less fuel.

5) Why are longtubes superior to "shorty" type headers?

Shorty headers used to be effective when factory manifolds were designed very poorly-the castings had a lot of flash, the ports were poorly shaped and inconsistent, etc. With today’s technology, factory manifolds are really nice-the castings are very high quality and the factory engineers typically do a nice job in the design. We only build shorty headers for street rod applications for vehicles that long tubes will simply not fit-the power a header produces is due to the primary length that we can add with a long tube. Shorty headers are not really any better than factory manifolds-save your money!!

6) What affect does the placement (distance from motor) of the crossover have on performance?

Typically, as close to the engine as possible but the converters also have to be as far up as possible so that they light off. With a supercharged engine, it is not as critical as n/a applications.

7) What processes does SWs use that are unique or different from other exhaust manufacturers, basically what makes SWs the best exhaust on the market and why?

We make everything in house-we have nearly $1,500,000 in equipment so that we can control everything we make. We are the only exhaust company with (2) cnc laser cutters in house, we have (2) 6 axis digitizing arms, a state of the art McKee tube bender, and an 80 ton press brake. We also dyno everything we sell, and do installations at our shop. We race what we sell and depend on our customers to help us grow our business. We know that we provide the best service in our business, and back all of our headers and exhaust systems with a limited lifetime warranty.

Right around 370 miles at this point, still no MILs.

Jerry,
Yes SWorks headers will mate up with Zoomers, Corsa/Mopar, B&B, stock, etc. catbacks. Just tell them (SWorks) what you're running when ordering.
Pertaining to the Kooks comparison, what exactly are you looking for? I believe from pricing I've seen posted on the 'net, that set per set (cat vs. cat, non vs. non) SWorks headers are more affordable.


I am looking at the Kooks header/hi flo cat setup and am curious what the comparison is to the SW and what the price would be.

Thanks for the info,
Jerry

I am looking at the Kooks header/hi flo cat setup and am curious what the comparison is to the SW and what the price would be.

Thanks for the info,
Jerry

Catted SWorks longtubes are $1499, their matching catback is $1199; in case you didn't see it SWorks pricing is in the first post. I don't know what current Kooks pricing is, or what it will be after the price increase on Tuesday, so I can't help there. Last I checked Stainless Works was around $100-200 less for headers.
I'm not going to knock Kooks because they make a quality product, I'm not sure however if they use a 2.75" or 3" collector/cats. SWorks is full 3" from the collectors to the tailpipes, primary diameter is 1 3/4" for Sworks, not sure on Kooks. Honestly, I don't see how the quality can get any better, including the use of 304 Everlast Stainless.
Stainless Works (www.stainlessworks.net) has an outstanding reputation and does custom work on some AMAZING vehicles. Also, when directly compared to other exhausts on the market (Vette, F-body, Mustang/Cobra, Caddy Vs, etc.) I've never seen them make less power than anyone. For instance their full Ford GT exhaust picked up 80hp at the tires, their C6 Z06 longtube headers made 8-10rwhp/tq more than LGs and American Racing's LTs when tested by an independant third party.

http://www.cherokeesrt8.com/forums/showthread.php?t=3835

Southern HotRod is doing a Group Purchase on SWorks products right now, so you can get them cheaper than $1499.

Catted SWorks longtubes are $1499, their matching catback is $1199; in case you didn't see it SWorks pricing is in the first post. I don't know what current Kooks pricing is, or what it will be after the price increase on Tuesday, so I can't help there. Last I checked Stainless Works was around $100-200 less for headers.
I'm not going to knock Kooks because they make a quality product, I'm not sure however if they use a 2.75" or 3" collector/cats. SWorks is full 3" from the collectors to the tailpipes, primary diameter is 1 3/4" for Sworks, not sure on Kooks. Honestly, I don't see how the quality can get any better, including the use of 304 Everlast Stainless.
Stainless Works (www.stainlessworks.net) has an outstanding reputation and does custom work on some AMAZING vehicles. Also, when directly compared to other exhausts on the market (Vette, F-body, Mustang/Cobra, Caddy Vs, etc.) I've never seen them make less power than anyone. For instance their full Ford GT exhaust picked up 80hp at the tires, their C6 Z06 longtube headers made 8-10rwhp/tq more than LGs and American Racing's LTs when tested by an independant third party.

If it is still true you might want to mention that there is no "Check Engine Light" with the Stainless Works. That would sell it for me.

any sound clips with just the stainless works catback??

If it is still true you might want to mention that there is no "Check Engine Light" with the Stainless Works. That would sell it for me.


I haven't driven that much in the past two days, right around 400 miles total post exhaust, but still no CEL/MIL.

any sound clips with just the stainless works catback??


Sorry, no.

I haven't driven that much in the past two days, right around 400 miles total post exhaust, but still no CEL/MIL.
Any update with regards to a cel or sound clips?

Any update with regards to a cel or sound clips?

Seconded, I'm ready to buy a set! :D

Still no CEL @ ~450 miles. I'm heading out of town for work today for a few days, but will work on the wot clips as soon as I get back. Sorry guys, been slammed lately.

WOT clips:

http://i145.photobucket.com/albums/r206/Fourcam330/th_JeepExhaust001.jpg (http://s145.photobucket.com/albums/r206/Fourcam330/?action=view&current=JeepExhaust001.flv)

http://i145.photobucket.com/albums/r206/Fourcam330/th_JeepExhaust002.jpg (http://s145.photobucket.com/albums/r206/Fourcam330/?action=view&current=JeepExhaust002.flv)

http://i145.photobucket.com/albums/r206/Fourcam330/th_JeepExhaust004.jpg (http://s145.photobucket.com/albums/r206/Fourcam330/?action=view&current=JeepExhaust004.flv)

Nice vids. Any "check engine light" yet? Sounds even faster than any of the others, must be the color! LOL

Figured i'd bring this thread back too life, my complete 1 3/4 headerback stainless works system will be here by next week, we will follow up with unbiased dyno numbers and track times.

Figured i'd bring this thread back too life, my complete 1 3/4 headerback stainless works system will be here by next week, we will follow up with unbiased dyno numbers and track times.

Shouldn't you wait til gotstroke does new testing with the 1 7/8 ? I believe his Jeep is at Stainless now.

Shouldn't you wait til gotstroke does new testing with the 1 7/8 ? I believe his Jeep is at Stainless now.

Stainless works has contacted me to do futher testing. Im retesting the 1 3/4, and their going to send me 1 7/8 as well as soon as they are ready, my dyno results will be unbiased with race gas and without, and with and without nitrous, to show the benifits of each.

Remember each persons route may require different sized headers, normally only F/I cars and trucks require 1 7/8, thats why we're going to test both.

Gotcha. Keep us posted.

The 1 3/4" primaries are going to be a better match to those that choose to run catless the majority of the time. 1 7/8" will work better with cats. The nice thing about SWorks systems is that the swap from catted to O/R or vice versa is a fifteen minute job.

I am looking to do exhaust soon and have been going back and forth over all the options. I have two questions about this set up:

1: Would you say this set up is louder then a Kooks/Borla S? Being my daily driver I was hoping not to go too obnoxiously loud.

2: Ultimate plan is full exhaust (catted mid pipe), CAI, T-Stat, predator, maybe a ported coated intake manifold. . .pretty much the simple bolt ons, I don't want to go too crazy so as to keep it a reliable daily driver. . .for that set up would you recommend 1 3/4 or 1 7/8 for the headers?

I am looking to do exhaust soon and have been going back and forth over all the options. I have two questions about this set up:

1: Would you say this set up is louder then a Kooks/Borla S? Being my daily driver I was hoping not to go too obnoxiously loud.


I have SWorks 1 7/8" LTs (had 1 3/4" prior) with straight through mufflers in their 3" catback exhaust and absolutely love it. It sounds almost stock in terms of loudness with ZERO drone anywhere when cruising, when you get on it it's loud, crisp, and very intimidating. During cruising it's definitely quieter than Kooks/Borla S.

2: Ultimate plan is full exhaust (catted mid pipe), CAI, T-Stat, predator, maybe a ported coated intake manifold. . .pretty much the simple bolt ons, I don't want to go too crazy so as to keep it a reliable daily driver. . .for that set up would you recommend 1 3/4 or 1 7/8 for the headers?

If you plan on running cats, go with 1 7/8".

Sorry for pulling up an old thread but I'm really interested in these headers. Would you say they are as good as Kooks? Also, I just ordered the Corsa exhaust today... Maybe I should cancel that and get the complete stainless works system??

Thanks brother. To be honest the sound clip doesn't do the exhaust justice, at least on my computer. The note is so deep and sinister in person.


It sounds kinda raspy on my computer, but in person is it deep and burly like a V8? I want it to sound beastly, not loud. Kooks or American Racigin headers?

Sorry for pulling up an old thread but I'm really interested in these headers. Would you say they are as good as Kooks? Also, I just ordered the Corsa exhaust today... Maybe I should cancel that and get the complete stainless works system??

Yes, they are of the same quality or better than any system on the market, backed with a lifetime warranty and the results to prove it. The full Sworks system is the only drone free exhaust on the market.

It sounds kinda raspy on my computer, but in person is it deep and burly like a V8? I want it to sound beastly, not loud. Kooks or American Racigin headers?

Kooks, AR, and SWorks headers all sound the same, it's the catback that makes the difference in sound/drone.

Man! it's good to see an old thread back!! SW all the way baby! woohoo!!

Do they have the same problems as the kooks with heating up the cv/universal boot on the front drive shaft?

I'm trying to get a complete solution that has no problems... anyone???

Jon

Do they have the same problems as the kooks with heating up the cv/universal boot on the front drive shaft?

I'm trying to get a complete solution that has no problems... anyone???

Jon

No.

http://i145.photobucket.com/albums/r206/Fourcam330/IMG_1957.jpg