Header Question

[ndralle]

I'm looking for a header for a mid engine sand rail. I have a 2.3 form a 94 ranger. I want the header to go up and then back. If that makes sense. I've seen it done but can't find any information on this. My exhaust ports are on the passenger side so just like it would sit in a Ranger. Can I use a header from a small block ford? Any help would be great.

 

[RonD]

Yes, you may be able to find a drivers side V8 exhaust that matches 2.3l, but you have to check sizes.
2.3l 4cyl, would be 4.6l V8 so same displacement on each bank

Exhaust manifolds/headers are tuned to create a lower pressure at the exhaust valves at a specific RPM, this is called a scavenging exhaust.

A smaller pipe is used at the head's exhaust ports which creates a velocity in those pipes each time exhaust valve opens.
When the smaller pipes exhaust reaches the larger exhaust pipe(collector) its velocity and pressure drops rapidly, this pressure drop creates a lower pressure(suction) in the other pipes connected to the collector.

The lowest pressure only occurs at a specific RPM, and that is the "tuned" part, and there is a range above and below that specific RPM where engine is getting the benefit of that lower pressure.
The size of the pipes and the length of the small pipes are changed to set that RPM.
Most stock exhaust manifolds are tuned for mid-RPM power
Custom headers are mostly built/tuned for lower RPM range
Racing headers are built for lowest pressure at higher RPMs

The low pressure helps pull the exhaust out of a cylinder when exhaust valve opens, this means the crank doesn't lose as much power pushing the exhaust out, that's the scavenging part, and if crank retains more power then you get more power at the wheels.

The Myth of engine's needing back pressure comes from the scavenging exhaust systems.
People would install larger exhaust pipes on the heads, "free flow" system, and then go for a drive.....
"Hey, WTF, I lost power.............this engine must need back pressure"
Yes, they did lose power, but because they removed the scavenging exhaust and lost the lower pressure created by that exhaust manifolds design.
No 4-stroke engine runs better with back pressure, lol, 2-strokes do.


So check out diameter of exhaust pipes on other headers and match them with current 2.3l size, and length

And what might be helpful is to hit an auto parts store and have them pull some exhaust manifold gaskets, and one for your 2.3l then compare them, for size and fit

 

[ndralle]

Ron,
I must say lots of good info on exhaust manifolds. I'll look into some 4.6 leader headers.

What is a good muffler/baffler for an open header that would quite the exhaust. Open header sounds awesome but it's way to loud right behind my head.

 

[RonD]

I have only ever used air cooled engines for sand rails so engine was in the back, just used a spark arrestor, sound defuser, basically a cone with a cap, lol.

 

[tomw]

If you just want relative quiet with low back pressure, try specifying you want a muffler for a 302 V8 Maverick. I replaced the factory with a low-budget muffler, and read on the box what else it fit. The Maverick was one mentioned that stuck in my head. I figured if the single would handle the exhaust from a 302, my 140 would have no problem. So far, so good. The inlet and outlet diameters matched the original, and the length was a good fit, but you don't have those constraints.
tom

 

[Mark_88]

I wonder if a turbo 2.3 exhaust would work for this...plug off the down pipe and use the turbo opening to bolt on a large collector...I haven't seen one in a while but it made me think of this.

The turbo exhaust on a 2.3 might be hard to find though...but you could also cut the shorty header off just past the exhaust ports and weld them on upside down...or custom weld one...or have someone do it for you...I see them all the time where the builder has to create custom pipes to get them to fit...

I found a whole page of eye candy to think about...lol

https://www.google.ca/search?q=ford...ei=d2u4V5qkGMWue-yBi7AJ#imgrc=YHURUu1DRqzbyM: