Best 2016-2019 Camaro SS Long-Tube Headers: Top 5 Picks

Long-tube headers are the single most effective bolt-on for unlocking the sound and top-end power hiding inside the 2016-2019 Chevrolet Camaro SS. The sixth-generation SS ships with the 6.2L LT1 V8 rated at 455 horsepower and 455 lb-ft of torque, but its restrictive cast-iron exhaust manifolds leave real airflow on the table. Swap them for a set of equal-length long-tube headers and a supporting tune and you can typically pick up 15-25 wheel horsepower, sharpen throttle response, and completely transform the exhaust note. At NLP Performance in Tampa, FL, the Camaro SS header question comes up almost daily, so we pulled together the five headers we sell and trust most — from a full $3,000 Kooks long-tube system down to a $938 bolt-in shorty.

Why Add Long-Tube Headers to a 2016-2019 Camaro SS?

Headers replace the factory exhaust manifolds with longer, equal-length primary tubes that merge into a collector, scavenging exhaust gas more efficiently and reducing back-pressure. On the LT1-powered Camaro SS, the stock manifolds are the biggest exhaust restriction from the factory. A quality long-tube header set is the part that ties the whole exhaust system together — and the one mod that reliably adds power across the entire rev range rather than just at redline.

Real-world gains on a 2016-2019 Camaro SS usually land in the 15-25 wheel-horsepower range once the car is tuned, with long-tubes at the top of that band and shorties toward the bottom. Torque climbs too, and it arrives earlier in the power band, which is what you actually feel in the seat. Just as important for many owners is the sound: headers wake up the LT1's V8 rumble, and pairing them with a matching cat-back exhaust produces the aggressive, race-car crackle these cars are known for. Both the LT1 SS and the supercharged LT4 ZL1 respond well, and several kits in this guide carry ZL1 fitment.

The 5 Best Headers for the 2016-2019 Camaro SS

These five picks cover every LT1 SS build type, from a maxed-out forced-induction street car to an emissions-conscious daily driver. Prices below are live and update automatically; all five are in stock and ship from NLP Performance.

1. Kooks 2in x 3in Long-Tube Headers — Best Overall

The Kooks 2in x 3in set is the biggest-primary header in this guide and our recommendation for anyone chasing serious power. The oversized 2in primary tubes and 3in collectors flow enough to feed a cammed, boosted, or high-rpm LT1, and the included green (high-flow) catted connection pipes keep the setup street-legal-friendly and typically CEL-free. Built from mandrel-bent 304 stainless with CNC-machined flanges, this is a system you buy once. On a supporting tune it is the header most likely to hold power as you add a supercharger or cam down the road.

2. Kooks 1-7/8in x 3in Long-Tube Headers — Best for Street/Strip

This is the Kooks header most SS owners should actually buy. The 1-7/8in primary is the sweet spot for a naturally aspirated or lightly modified LT1: it keeps exhaust velocity high for stronger low- and mid-range torque while still supporting big top-end numbers. You get the same 304 stainless construction, green catted connection pipes, and lifetime warranty as the 2in set, at a slightly lower price. For a street/strip SS that sees more canyon roads than dyno pulls, this is the balanced choice.

3. Stainless Works 1-7/8in Long-Tube System w/ X-Pipe — Best Complete Kit

Where the Kooks kits stop at the connection pipes, this Stainless Works system carries the design all the way through a full 3in high-flow catted X-pipe with an integrated AFM (Active Fuel Management) delete pipe. That means one part number gets you long-tube headers and the mid-pipe together — fewer connections to source and a cleaner install. Stainless Works uses a performance-oriented, free-flowing catted design, and the X-pipe crossover adds a signature raspy V8 tone. It is the pick if you want a complete header-to-cat-back-ready package in one box and plan to delete AFM with your tune.

4. Stainless Power 2016-2022 Long-Tube Headers — Best Value Long-Tube

Stainless Power is Stainless Works' value-focused line, and it makes long-tube headers attainable for around half the price of the premium kits. You still get a genuine long-tube design in stainless steel backed by the same lifetime warranty, just with simpler finishing and less bundled hardware than the flagship X-pipe system. For an SS owner who wants long-tube gains and sound without a $2,800 outlay, this is the smart-money pick — add your own catted or off-road mid-pipe to match your goals.

5. aFe Twisted 1-3/4in 304SS Shorty Header — Best Bolt-In Value

Not everyone wants a $3,000 long-tube system or the labor that comes with it. The aFe Twisted shorty header is a 1-3/4in 304 stainless bolt-in that installs far faster than a long-tube, retains the factory catalytic converter location for a cleaner emissions story, and still adds airflow and a deeper tone over the cast manifolds. Gains are smaller than a long-tube — think roughly 8-12 wheel horsepower — but for a daily-driven SS on a budget, it is the easiest way into the header game.

Long-Tube vs. Shorty Headers: Which Should You Choose?

Long-tube headers make more power than shorty headers on the LT1 Camaro SS, but they ask for more money, more labor, and more attention to emissions. Long-tubes use full-length equal-length primaries that merge well downstream, which maximizes scavenging and top-end power — the reason four of our five picks are long-tubes. Shorty headers keep the primaries short and bolt in near the factory manifold footprint, so they install quickly and preserve the stock catalytic converter location, at the cost of smaller gains.

Choose a long-tube if power is the priority and you are running or planning a cam, cat-back, or forced induction. Choose a shorty like the aFe Twisted if you want a quick, emissions-friendly bump in sound and response without pulling the car onto a lift for most of a day. Either way, plan on a tune to realize the gains and clear any check-engine codes.

Header Sizing: 1-3/4in vs 1-7/8in vs 2in Primaries

Primary tube diameter is the single most important sizing decision, and bigger is not always better. A smaller primary keeps exhaust-gas velocity high, which builds stronger low- and mid-range torque — ideal for a stock or bolt-on street car. A larger primary trades some of that low-end velocity for higher peak flow, which pays off on high-rpm, high-horsepower, or boosted engines.

On a naturally aspirated 2016-2019 Camaro SS, a 1-7/8in long-tube (like the Kooks 1-7/8in or Stainless Works kit) is the best all-around choice. Step up to the 2in Kooks set only when your build justifies it — a cam package, a supercharger, or a dedicated high-rpm setup. The 1-3/4in aFe shorty sits at the entry point: modest gains, easiest install, friendliest to emissions. Match the tube to the engine, not to the biggest number on the shelf.

*Estimated wheel-horsepower gains with a supporting tune and free-flowing exhaust. Actual results vary by engine, supporting mods, fuel, and tune.

Do You Need a Tune After Installing Headers?

Yes — plan on a tune to get the full benefit of any header on a 2016-2019 Camaro SS. Headers change how the engine breathes, and without recalibrating the ECU you will typically leave power on the table and may trigger catalyst-efficiency or oxygen-sensor check-engine codes. A custom or off-the-shelf tune corrects fueling and timing for the new exhaust, deletes AFM if you are running a system like the Stainless Works kit, and is where a chunk of the header's power actually shows up. Budget for the tune when you budget for the headers.

Installation: What Else You'll Need

Long-tube header installation on the sixth-gen Camaro SS is a serious job — typically a five-to-eight-hour project that is far easier on a lift, since the setup usually requires dropping or loosening components for header clearance. You will want fresh header gaskets and hardware, high-quality anti-seize, and often oxygen-sensor extensions to relocate the downstream O2 sensors after moving the catalysts. If you are pairing headers with a cat-back, install both together to save labor. Shorty headers like the aFe Twisted cut that time significantly and are the more DIY-friendly option in a home garage.