F150 Headers Overview

There are two types of headers on the market - shorty headers and long tube headers. Without getting too technical, we will dissect the differences between the two and their respective advantages and disadvantages.

Short Tube Headers: Short tube headers, often referred to as "shorty" headers, are typically easy to install and fit nicely in place just like OEM manifolds. The similarities end there, however, as shorty headers feature distinct primary tubes that provide a clean and separate path for the exhaust pulses from each cylinder to travel, culminating as usual in a collector located in the engine bay or at the bottom of the firewall (to give an idea of primary tube length). They provide better exhaust capacity versus stock manifolds and will show good gains at lower RPM, where there is not yet significant exhaust volume. However, at higher RPM, short tube headers are less efficient and may become restrictive as exhaust volume builds up due to the increased engine RPM. Short tube headers usually require no retune of the ECU, can be emissions compliant, and are cheaper to purchase and install.

Long Tube Headers: Long tube headers (also called full length headers), like shorty headers, provide distinct primary tubes for each cylinder. However, in the case of long tube headers, the length of the primary tube is considerably longer and typically only merges into the collector under the cab. This provides excellent volume and considerably improved scavenging (where an exhaust pulse leaves a low pressure zone behind in which the next pulse is accelerated into), effectively pulling all of the spent gasses out of the combustion chamber. Long tube headers offer stellar performance (big increases in torque and horsepower) from mid-range to top end. On the downside, long tube headers are more expensive, oftentimes emissions non-compliant, much harder to install, and typically require the computer be retuned since they move the location of the oxygen sensors. 

OK, so which is better for an F150? Well, that is more dependent on the engine in your F150, and what you intend to do. One area to further stress is exhaust sizing. A header that is too small will be too restrictive and thereby hurt performance, but also going too big can have a detrimental effect as well. If the header is oversized for the engine, exhaust velocity will be low, causing the pulses to loiter in the tubes and essentially waste power as the motor now has to push against this stagnant exhaust in order to expel it. Just below is a breakdown of generation and engine that should help answer which type of header is better. If your engine is not listed, there is presently no header available. The following is based on a stock engine.

 A 1-5/8" diameter shorty header is available and is good for an average increase of 10 horsepower across the entire RPM range. Low end gains can be considerably more, with as much as 31 ft-lbs of additional torque being recorded.

Long tube headers come in three sizes for this motor: 1-5/8", 1-3/4", and 1-7/8". The first, with a primary diameter of 1-5/8", is typically good for a gain of 18-20 horsepower in the upper RPM range. Low end power is still good.

A 1-3/4" primary long tube header brings some more power, peaking around 20-22 horsepower, but moves it slightly higher up the power band by approximately 100 RPM.

Finally, a massive 1-7/8" long tube peaks at a gain of 25 horsepower, but moves the power band further up. Low end performance is mildly affected.

Both short tube and long tube headers are available for the 5.4L Triton V8, and both characteristically have a 1-5/8" primary diameter. The shorties will net a consistent 10 horsepower and similar torque down low. A 1-5/8" long tube shouldn't affect low end performance but will have very noticeable gains up top. Keep in mind that nearly all long tube headers require an accompanying tune to deliver maximum performance. 

Presently, only short tube headers are available for the 4.6L V8. Furthermore, some headers are made specifically for 2V 4.6 engines and 3V 4.6 engines and are not interchangeable. Available in 1-1/2" or 1-5/8" primary tube diameters, either style of shorty header should be good for a gain of 10-12 horsepower over stock, with the edge going to the 1-5/8" sized headers as they provide more room to grow down the road.

That said, the 4.6L in the Mustang has always responded exceptionally well to long tube headers, with gains as much as 30 horsepower at the wheel being noted just with a header change and tune. The 4.6L found in F150s from 1997-2003 should not be that different, provided you can find a long tube set, or fabricate one, to fit.

The last area to scrutinize is all the different types of finishes that are available when selecting a header.

A bare or natural header is one not treated or coated with anything; it is left unfinished as raw metal. These are the cheapest to purchase, but will definitely corrode or rust without a protective coating. It is generally understood when purchasing a natural set of headers that the purchaser will paint or coat the headers themselves.

Chrome headers feature a shiny chrome coating over top the bare metal. Looking really nice and flashy, chrome headers really look good under the hood. The downside to chrome is eventually it will discolor due to the heat cycles, and is not impervious to corrosion or rust. In the case of an F150 that is likely to work hard at some point in its life, a chrome header may be somewhat of a waste.

Ceramic coated headers are considered to be top of the line. The specialty ceramic coating looks nice under the hood, but in reality the intent is to prevent corrosion and keep engine bay temperatures down. A high quality ceramic coated header should not discolor and will help keep temperatures down in the engine bay.

There is a definite trend going on here. All of these are mod motors, and Ford mod motors respond very well to long tube headers. Not to say shorties aren't any good, but long tubes vastly outperform the shorties when available. For a truck that needs to go fast but still do truckly duties, a 1-5/8" or 1-3/4" long tube header should do the trick. A truck that is going to see some serious engine upgrades (perhaps even forced induction) would be fine to step up to a 1-7/8" header. For the most part, however, the small and midsize long tube headers offer plenty of capacity for a daily driver/weekend warrior deal.