5.7 Hemi Headers: Best for 05-15 Charger, Challenger

A set of 5.7 Hemi headers is still the single best bang-for-buck bolt-on for a 2005–2015 Dodge Charger, Challenger, Magnum, or Chrysler 300C. Factory cast-iron exhaust manifolds choke the 5.7L Eagle and early Hemi V8s right where they breathe best — the mid-range — and a good tuned-length header frees up roughly 15–20 horsepower and a matching swing in torque. At NLP Performance in Tampa, FL, header kits for these LX/LC platform cars are one of our most-shipped exhaust upgrades, so we put together this buyer’s guide to the four sets that actually fit and actually perform.

What Do Headers Actually Do on a 5.7L Hemi?

Headers are tubular exhaust manifolds that replace the restrictive cast-iron factory manifolds and give each cylinder its own smooth, mandrel-bent primary tube into a collector. On a 5.7L Hemi, that reduced back-pressure and improved scavenging is worth about 15–20 horsepower and 15–20 lb-ft of torque, most of it landing in the 3,500–5,500 RPM band where you feel it on a highway pull. The factory 5.7 Hemi in these cars makes roughly 340 HP (2005–2008 LX cars) to 372 HP (2011–2015 R/T models), so a header set represents a real 4–6% power bump before any other work.

There are two flavors that fit these cars. Shorty (tuned-length) headers like the BBK dump into a collector that bolts straight to the factory catalytic converters — a true bolt-on that keeps your car street-legal in most states and takes an afternoon to install. Long-tube headers make more peak power (25–30+ HP) but relocate the cats, almost always require a custom tune, and are generally off-road/race use only. For a daily-driven Charger or Challenger R/T, a quality shorty header is the sweet spot, and every kit in this guide is a shorty-style design.

The 4 Best 5.7 Hemi Headers for 2005-2015 Charger, Challenger, 300 & Magnum

We narrowed the field to four sets we actually stock and ship for the 5.7L Hemi LX/LC platform. Two are BBK tuned-length shorties (the value and looks champs), and two are JBA Cat4Ward stainless headers (the 50-state-legal choice, split by model year). Every one is a direct bolt-on that retains your factory catalytic converters.

1. BBK 40120 1-3/4" Shorty Headers, Silver Ceramic — Best Overall

This is the header we hand most customers first. BBK builds the 40120 from 1-3/4" CNC-mandrel-bent tubing with 3/8"-thick, die-stamped flanges that will not warp or leak, and finishes them in a silver-ceramic coating that holds heat inside the tube for better flow and lower underhood temps. The tuned-length design bolts directly to the factory cats, so there is no cutting, no cat relocation, and no check-engine light on most cars. At $382.39 it is the least expensive set in this guide and still returns BBK’s claimed 15–20 HP. The only catch: this part is not CARB-certified, so it cannot ship to California.

2. BBK 4012 1-3/4" Shorty Headers, Titanium Ceramic — Best Finish

Mechanically identical to the 40120 — same 1-3/4" tubing, same tuned-length geometry, same 15–20 HP — the 4012 steps up to BBK’s titanium-ceramic coating. That coating rates for higher continuous exhaust temperatures, resists discoloration, and keeps its satin-gray look for years instead of bluing near the flanges. For $49.63 more, it is the set to buy if you want the longest-lasting finish or you tow and run hot. Like the 40120, it is a 49-state part (no California).

3. JBA 1964S-1JS Cat4Ward Header (2009-2020) — Best 50-State Legal Pick

If you need a header that passes a legal sniff test anywhere in the country, this is it. JBA’s Cat4Ward line carries a CARB Executive Order, making it 50-state emissions-legal on the applications it covers. It is built from 409 stainless steel with 3/8"-thick machined flanges and oversized ports, and it uses JBA’s patented Firecone collector — a smooth transition cone that keeps exhaust velocity up for strong, usable mid-range torque. This 1964S-1JS set covers the wide 2009–2020 5.7L window (Challenger R/T, Charger R/T, and 300). It costs more than the BBK, but the CARB EO and stainless construction justify it for California and daily-driver builds.

4. JBA 1964SJS Cat4Ward Header (2005-2008) — Best for Early LX Cars

The first-gen LX cars — 2005–2008 Chrysler 300C, Dodge Charger R/T, and Magnum R/T — use a different exhaust-port layout than the later Eagle 5.7, so they need this dedicated 1964SJS set. It shares everything that makes the Cat4Ward great: 409 stainless steel, the Firecone collector, silver-ceramic coating, a direct bolt-on fit to the factory cats, and CARB-EO 50-state legality. If you own an early Hemi 300 or Charger, this is the header to buy — do not order the 2009-up set, because the flanges will not line up.

5.7 Hemi Header Comparison: Design, Emissions & Price

Here is how the four sets stack up head-to-head. All four are 1-3/4" primary, direct-bolt-on shorty designs that keep your factory catalytic converters, so the real decisions come down to finish, emissions certification, and model-year fit.

Shorty vs. Cat4Ward: Which Design Should You Run?

Both BBK and JBA build a short, cat-retaining header, but they get there differently. BBK’s tuned-length shorty prioritizes equal-length primary runs and a compact collector, then relies on a ceramic coating over its tubing for heat management — and it does it for under $435. JBA’s Cat4Ward is fabricated from 409 stainless steel and adds the Firecone collector, which is where its emissions numbers and 50-state Executive Order come from.

Our rule of thumb at the shop: if you live outside California and want the biggest gain per dollar, run the BBK — the power is effectively identical and you pocket $350–$430. If you live in a CARB state, plan to sell the car with a clean emissions record, or simply want raw 409 stainless under the coating, the JBA Cat4Ward is worth the premium. Neither one requires a tune to run safely, though a 91/93-octane tune will unlock the full 15–20 HP either set is capable of.

Key Specs: BBK 40120 Tuned-Length Shorty Headers

How Hard Is It to Install 5.7 Hemi Shorty Headers?

Shorty headers are the easiest header job you can do on a 5.7L Hemi. Because they bolt into the factory manifold location and mate straight to the stock catalytic converters, there is no cutting, welding, or cat relocation — a confident DIYer can finish the swap in about 3–5 hours with hand tools and a floor jack. Plan on removing the exhaust manifold heat shields, unbolting the factory manifolds, and swapping in the new headers with fresh gaskets and anti-seize on the studs.

A few tips from our Tampa install bay: work on a cold engine, soak the factory manifold bolts in penetrant the night before, and always use new exhaust gaskets (the header kits ship with the correct flange gaskets). On the driver’s side you may need to loosen a motor mount and gently raise the engine an inch for clearance. If you would rather leave it to a shop, any competent muffler or performance shop can install a shorty header set in under two hours of labor.