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This is open headers with 3" collectors vs 3" X-pipes ending with Dynomax Ultraflo or bullet mufflers ending at the rear axle. In my particular 360 race only application, not only did it help ET/MPH a bit, but the now more efficient exhaust provided a bit more performance with jets 2 #'s...

The rest of your combo can affect the optimum header size but, in most cases, I believe that 1 3/4" or 1 5/8"-1 3/4" step would Work better than 1 7/8". Just because you have better flowing heads doesn't guarantee that bigger headers will provide more performance. As for fit, TTI are supposed...

I've never seen an OEM mini-starter that's clockable. Aftermarket - yes. There are some different size OEM/mini type starters and there was one style where you have to clearance the block and a little on the starter too. But I've changed my Dart Sport (race car) starter with TTI's without...

No listing for 1975 may have something to do with the start of catalytic converter use by the factory. Weren't the floor pans different to provide clearance and required different seat tracks?

3/4" seems to be the typical length with a 3/8" 6-pt hex head. Sometimes it can be more convenient to leave the studs in the end bolt holes because they go into the coolant. Just make sure the headers can move enough to slide off.

There have been some flow comparisons on mufflers and Dynomax have done well. FWIW, I have run Dynomax UltraFlo and went to their their Bullet mufflers on my race car with a TTI 3" exhaust & X-pipe. Both are pretty much straight-through mufflers and I've gotten compliments on both at the track...

I found the article. Notes are added with each photo and the dyno chart for all is in the last pic. Peak numbers are no where near as important as across the board numbers - "area under the curve". TTI has the added benefits of better fit, thicker material, more ground clearance, easier...

From magazine tests I've seen, the TTI step performs better than regular straight 1 5/8" headers and as well or better than the straight 1 3/4" they tested. Works well in mild applications as well as higher performance. I have them on my Dart Sport and Aspen wagon.

X2 on TTI. TTI's may make a bit more more HP and/or help more with any future mods because they are 1 5/8"-1 3/4" stepped while Doug's are 1 5/8" straight.

I haven't watched the video, but peak numbers are not the important factor in most applications. It's the "area under the curve" that affects acceleration. Even if a combo is down on "peak" HP and/or torque by a sizable amount, it can be out-accelerated by one with less peak but a "fatter"...

TTI FWIW, TTI is 1 5/8" - 1 3/4" stepped. Dougs is 1 5/8" straight.

Here is a 360/300hp exhaust dyno test. As mentioned, the more HP, the more headers will help. While the individul differences aren't big, those improvements are throughout the RPM range which will make an obvious difference. I've been using TTI's for years and they have many advantages besides...

Thanks for the vote of confidence. The weight was actually at least 60 lbs, but I compensated by removing the weight from elsewhere in the car to maintain my normal race weight. Nonetheless, after having raced it for years while sorting out the jetting and keeping records as detailed as...

The exhaust in the pipes isn't consistently "full". The exhaust is in pulses from each cylinder - "waves". So there are actual low and high pressure areas, but all moving pretty fast. The trick is to optimize the lengths and diameters of the headers, including and X or H additions in the system...

If headers don't help below 4,500 rpm, your carb tune-up is way off of the headers are too big!

TTI would be a good choice. They step up from 1 5/8" to 1 3/4" which will help breathing over straight 1 5/8" headers (Doug's). I have them on a 360 Dart Sport with their 3" X-pipe and DynoMax Ultra Flo mufflers and couldn't be happier. Never on a dyno but it certainly makes well more than 400...

Many people have left the block-to-trans braces off. They probably will interfere, but aren't needed anyway. Plenty of very fast cars without them.

I've used hi-temp RTV to fix muffler and exhaust pipe holes as well. But I've only done it as a temporary fix. Needless to say, if it rusted through, the rest of it isn't too far behind. I've used aluminum sheetmetal in conjunction with the RTV. Where possible, I pop riveted the metal over the...

Your sources are incorrect. Here is one of mine.

Wouldn't it be possible for it to be a dealer installed as a part from the Mopar performance parts catalog? After all, dealers did come cool things back then, like Mr. Norm's. It might help to know the dealer where the car was purchased at.

No problems at all on my Dart Sport with a 360/spool mounts and no problems with a set of E/F body headers I recently installed on a Dodge Aspen. Also 360 and spool mounts.

How the carb is jetted and how restrictive your exhaust and mufflers are will affect the results you get when opening up the exhaust. Doing that "typically" leans things out.

I've have had Dynomax Ultraflows on my Dart Sport with a TTI 3" X-pipe and TTI 1 5/8"-1 3/4" step headers for many years . The set-up was a bit faster than open headers. X-pipe helped and mufflers didn't hurt. Plus, I've gotten many compliments on the sound. Eventually I'll be switching to...

I added a 3" TTI X-pipe ending with Dynomax Ultraflo mufflers to my 360 Dart Sport and it picked up between .05 and .10. X-pipe helped and mufflers didn't hurt. But I'm using bullet mufflers on my next project to save space around the driveshaft & 8 3/4" differential. You may have to re-jet...

I have the same 3" TTI set-up on my race car as clinteg. I've gotten many compliments on the sound at the track. The X-pipe helped ET a bit and the Dynomax Ultraflows didn't hurt power over open exhaust. It does get loud when I get on it.

FWIW, here is a dyno comparison of everything from OEM cast iron manifolds to straight 1 3/4" headers. from a Hot Rod magazine article. Done on a 300hp 360, the gains over straight 1 5/8" headers would be even greater an an engine with more HP. Since they are better pretty much throughout the...

A long as I've seen the TTI/Dougs comparison/debate, I finally looked the Doug's up. It appears that they are 1 5/8" all the way! The 1 3/4" step on the TTI's do make them more versatile than straight, essentially a 1 3/4" header. Properly spaced/sized, the step helps scavenging/flow and are...

I agree with Rocket that TTI's 1 5/8"-1 3/4" step header will be much better for your application. They work well in a pretty wide range of power levels. I have them on my Dart Sport running mid-low 11's weighing 3,540+ lbs. I never had it on a dyno, but I'm sure it's well over 400 HP. 360, 750...

With all due respect, you gotta put things in perspective. The vast majority of certain brand headers fit very well. The occasional ones that have a fitment problem get the most publicity. It's easier to make a header with consistent tolerances than it was to make a 40-50 year old car that has a...

You can find a lot of info about fitment on the TTI Exhaust site. They have the best chassis as well as ground clearance and you don't need an oil filter adapter. The 1 5/8"- 1 3/4" step helps make them a very versatile header. I have them on my race car with a 3" X-pipe and Dynomax UltraFlos...