Table of Contents

Why Headers Are a Game-Changer for the 6.2 Hellcat

The supercharged 6.2-liter Hemi Hellcat engine is already a torque monster from the factory, but the restrictive cast-iron exhaust manifolds are a known bottleneck. Swapping them for aftermarket headers frees up exhaust flow, reducing backpressure and allowing the supercharger to spin more efficiently. The result is not just peak horsepower gains — you’ll also see improved throttle response, lower exhaust gas temperatures, and a more aggressive engine note. For owners running additional modifications like a larger pulley, tune, or e85 fuel system, headers become essential to maximize your build.

While factory manifolds are durable and quiet, they trap heat and hinder spool. Performance headers, especially when paired with a free-flowing exhaust system, can unlock 60+ rear-wheel horsepower on a bone-stock engine with a proper retune. If you’re already pushing over 700 horsepower at the crank, headers can push you well into the 750–800 hp range depending on supporting mods.

Understanding Header Design: Long Tube vs. Shorty Headers

Not all headers are created equal. For the 6.2 Hellcat, two primary designs dominate the market: long tube headers and shorty headers. Each has its own performance profile and installation complexity.

Long Tube Headers

Long tube headers replace the factory manifold from the cylinder head all the way to the collector, typically ending where the mid-pipe or cat-back system begins. They are widely regarded as the best option for serious power gains — 60+ horsepower is common when tuned correctly. The longer primary tubes encourage exhaust pulse scavenging, which helps pull spent gases out of the cylinder and improves volumetric efficiency. This design is ideal for track cars, drag racers, and owners who want every last bit of power.

One trade-off is that long tube headers often require relocating the oxygen sensors and may interfere with the factory catalytic converters. Many owners delete the cats entirely to run straight pipes, which is legal only for off-road use in many states.

Shorty Headers

Shorty headers (sometimes called “mid-length” or “block huggers”) are shorter and bolt directly to the existing exhaust system. They are easier to install and often maintain factory O2 sensor positions, but they deliver more modest gains — typically 15–25 horsepower. Shorties are a solid choice if you live where emissions compliance is strict, but for maximum power, long tubes remain the gold standard.

Top 5 Headers for the 6.2 Hellcat (2025 Buyer’s Guide)

After researching dyno sheets, owner reviews, and installation fitment data, here are the five best header kits for the Hellcat engine. Each offers proven power gains, quality construction, and good fitment.

1. American Racing Headers (ARH) – 1-7/8″ Long Tube

American Racing Headers are among the most respected aftermarket brands in the Mopar community. Their 1-7/8″ primary tube long tube headers with 3″ collectors are a direct bolt-on for the 6.2 Hellcat and are available in stainless steel or mild steel with optional ceramic coating. ARH headers are known for their exceptional fitment — they clear the K-frame and steering shaft without requiring modifications. Dyno results consistently show 55–65 horsepower gains on a tuned Hellcat with no other changes. Owners report the deep, aggressive idle sound is a bonus. ARH also offers a version with integrated catalytic converters for those who need to pass visual inspections.

2. Kooks Headers – 1-7/8″ Long Tube

Kooks has been a dominant force in LS and Hemi header development for decades. Their Hellcat long tube headers use 1-7/8″ primaries and 3″ collectors, constructed from 304 stainless steel. Kooks headers are laser-cut and mandrel-bent for consistent flow. On the dyno, they typically produce 55–70 horsepower gains when paired with a custom tune. The welding quality is top-notch, and the flanges are thick to prevent warping. Kooks also offers an optional metallic substrate catalytic converter option for emissions compliance.

3. Stainless Works Headers – 1-7/8″ Long Tube

Stainless Works is another premium manufacturer offering a complete system for the Hellcat. Their headers are made from 304L stainless steel and feature 1-7/8″ primary tubes with 3″ collectors. A key feature is the CNC mandrel-bent tubing that ensures smooth transitions. Stainless Works headers include oxygen sensor bungs placed in optimal locations for proper reading. Power gains are in the 55–65 horsepower range. They also offer an optional ceramic coating (inside and out) that reduces under-hood temperatures by up to 70 degrees Fahrenheit, which is valuable for intercooler efficiency.

4. BBK Performance Headers – 1-3/4″ or 1-7/8″ Long Tube

BBK Performance is known for offering excellent value without sacrificing build quality. For the Hellcat, they produce both 1-3/4″ and 1-7/8″ long tube options. The 1-7/8″ set is the recommended choice for serious power, producing 50–60 horsepower gains with tuning. BBK headers are constructed from 409 stainless steel, which is more affordable than 304 but still corrosion-resistant. They also include high-flow merge collectors and thick flanges. BBK is a good middle-ground choice if you want quality and performance without the premium price of ARH or Kooks.

5. Dynatech Headers – 1-7/8″ Long Tube

Dynatech has a strong reputation for their SuperMAXX line of headers. Their Hellcat long tube kit features 1-7/8″ primary tubes with 3″ collectors and is constructed from 304 stainless steel. Dynatech headers include their proven step-down technology at the collector to improve velocity and torque. Dyno verified gains are 55–65 horsepower on a tuned Hellcat. They also offer the option of a high-flow catalytic converter section that maintains emissions legality in many states. Good fitment and a robust ceramic coating option make them a solid contender.

Quick Comparison of Hellcat Headers
Brand Primary Size Material Typical HP Gain Price Range
American Racing 1-7/8″ 304 SS / Mild Steel 55–65 hp $$$$
Kooks 1-7/8″ 304 SS 55–70 hp $$$
Stainless Works 1-7/8″ 304L SS 55–65 hp $$$
BBK 1-7/8″ 409 SS 50–60 hp $$
Dynatech 1-7/8″ 304 SS 55–65 hp $$$

Material Choices and Coatings: What Matters for Hellcat Headers

Headers for the 6.2 Hellcat are typically made from either 304 stainless steel, 409 stainless steel, or mild steel. Engine bay temperatures in a supercharged Hemi can reach extreme levels, so your choice matters for longevity.

304 stainless steel is the premium choice. It resists corrosion and discoloration well and stands up to high exhaust gas temperatures. Kooks, ARH, and Stainless Works offer 304 stainless options. 409 stainless steel (used by BBK and some affordable brands) is less rust-resistant but more affordable, making it a good option for weekend toys or low-mileage cars. Mild steel headers are factory-black and prone to rust if not coated; they are typically used only for budget builds.

Ceramic coatings — both inside and out — are highly recommended for Hellcat headers. They lower under-hood temperatures, protect against rust, and improve exhaust gas velocity by retaining heat inside the tubing. Many brands offer a ceramic coating option from the manufacturer, or you can have them coated after purchase by a specialist.

Installation Guide: Step-by-Step for 6.2 Hellcat Headers

Installing headers on a Hellcat is an intermediate-to-advanced job that typically takes a skilled DIYer 6–10 hours. If you’ve never worked on a supercharged Hemi before, expect a full weekend. Here’s a high-level overview of the process.

Tools and Supplies Needed

  • Socket set (metric and SAE, 8mm–21mm)
  • Torque wrench (ft-lb and in-lb)
  • Breaker bar and extensions
  • O2 sensor socket or 22mm wrench
  • Penetrating oil (e.g., PB Blaster)
  • New gaskets (header and exhaust manifold)
  • New header bolts (preferably studs and nuts)
  • Gasket scraper and wire brush
  • Jack and jack stands or lift
  • Safety glasses and gloves

Step 1: Prepare the Vehicle

Disconnect the battery (negative terminal). Let the engine cool completely. Raise the vehicle securely on jack stands or a lift. Remove the front wheels for easier access to the lower engine bay. Drain the coolant if you need to remove the header near the water pump area.

Step 2: Remove Factory Exhaust Manifolds

Unbolt the exhaust pipes from the factory manifolds. Remove the heat shields (if equipped). Working from under the car and from above, unbolt the manifold bolts. The rear bolts on the driver side are notoriously tight. Apply penetrating oil before starting. Carefully lift the manifolds out — you may need to wiggle them past the K-frame. Clean the cylinder head flange surface with a gasket scraper and solvent.

Step 3: Transfer O2 Sensors (If Needed)

Remove the oxygen sensors from the old manifolds. Some header kits include new O2 sensor relocation harnesses. Do not mix up the sensor positions (bank 1 vs bank 2). Apply anti-seize to the sensor threads during reinstallation.

Step 4: Install the New Headers

New gaskets are mandatory — do not reuse old ones. Apply a light coat of anti-seize to header bolts or studs. Starting from the bottom, slide the header into place. Most long tube headers need to go in from underneath. Guide it past the steering shaft and motor mounts. Install bolts hand-tight in a crisscross pattern, then torque to spec (typically 12–18 ft-lb for stainless gaskets, 20–25 ft-lb for copper). Use a torque wrench to avoid warping flanges.

Step 5: Reconnect Exhaust and Reinstall Sensors

Bolt the header collectors to the mid-pipe or cat-back exhaust system using new gaskets. Install O2 sensors and plug any EGR or air injection ports if present. Double-check clearance: ensure nothing touches the K-frame, steering shaft, or body. Add heat shield wraps or sock covers for plugs and wires that are close to the primaries.

Step 6: Check for Leaks and Retune

Start the engine and let it idle. Listen for exhaust leaks at the header flanges and collector joints. Spray a small amount of soapy water around the flanges if needed. Once confirmed leak-free, you must retune the engine. The factory ECU calibration will not handle the increased flow — expect a check engine light without tuning. A custom tune via HP Tuners or a plug-in programmer like the DiabloSport Trinity is required to unlock the horsepower. Many shops will do a dyno tune to dial in air/fuel ratios and timing.

Common Issues and Troubleshooting

Even with a high-quality header kit, you may encounter some challenges. Knowing these ahead of time saves frustration.

Clearance Problems

Some headers (cheaper brands or older versions) can hit the K-frame or the steering intermediate shaft. Opt for kits from the top brands listed above — they have refined fitment for the Hellcat. If rubbing occurs, you may need to dimple the header tube slightly (not ideal) or use a spacer on the motor mount.

CEL and O2 Sensor Faults

Without catalytic converters, the downstream O2 sensors will trigger a P0420/P0430 code. This is normal and can be turned off in the tune or by installing O2 sensor simulators (mini-cats). Some states with emissions testing require functional cats, so plan accordingly.

Exhaust Leaks

Leaks cause power loss and a ticking sound. Use high-quality gaskets (copper or multi-layer steel) and retorque after the first heat cycle. If using a stepped header design, ensure the nuts are secure.

Heat Management

Uncoated stainless headers radiate massive heat. Consider wrapping or coating the headers, and install spark plug wire sleeves to prevent melting. Also check the battery and brake lines in proximity.

Dyno Results and Real-World Power Gains

To give you a concrete expectation, here are sample dyno results from a stock 2019 Challenger Hellcat Redeye before and after long tube headers (1-7/8″ ARH) with a custom tune:

  • Baseline (bone stock, 93 octane): 707 hp at the crank (around 597 whp)
  • After ARH headers + tune (93 octane): 603 whp (estimated 720–730 crank hp) — a gain of 60 whp
  • After headers + Cam + E85 (supporting mods): 800+ whp

When combined with a smaller supercharger pulley, ported blower, and E85, headers easily support 900+ wheel horsepower. The limiting factor becomes the fuel system and transmission rather than the headers.

Frequently Asked Questions

Will headers void my factory warranty?

Headers themselves may void the warranty on the exhaust system and possibly the engine if a failure is caused by the modification. However, the Magnuson-Moss Warranty Act requires the manufacturer to prove the aftermarket part caused the failure. Many dealers are header-friendly, but check with your local dealer before proceeding.

Do I need a tune after installing headers?

Yes, absolutely. The factory ECU cannot compensate for the increased airflow. Without tuning, the engine runs lean, causing knock, reduced power, and potential engine damage. A proper tune is mandatory.

Can I pass emissions with long tube headers?

It depends on your state. Long tube headers typically relocate or delete the factory catalytic converters. If your area requires visual inspection, you may fail. Shorty headers that retain cat locations are more likely to pass. Some brands (ARH, Kooks, Dynatech) offer catted long tube options that help, but they still may not meet California’s CARB standards.

How much does professional installation cost?

Labor ranges from $800 to $1,500 depending on the shop and your location. The job is involved, so paying a professional is recommended if you lack experience with heavy under-car wrenching.

Final Thoughts on Hellcat Header Upgrades

Upgrading the exhaust headers on a 6.2 Hellcat is one of the most effective bolt-on modifications you can perform. With proven gains of 60+ horsepower when tuned, improved sound, and reduced weight, it’s a modification that transforms the personality of the car. Choosing the right brand, material, and coating is critical to avoid fitment issues and maximize longevity. Brands like American Racing Headers, Kooks, and Stainless Works have earned their reputations through years of refinement and dyno-verified performance.

If you’re planning a build that includes a larger supercharger pulley, upgraded injectors, or E85 fuel, headers are not optional — they’re essential to avoid choking your engine. Pair them with a quality cat-back exhaust and a custom tune, and you’ll have a Hellcat that delivers every bit of its potential.

For further reading, check out American Racing Headers official site for technical details on their Hellcat headers, and Kooks Custom Headers for application-specific fitment guides. You can also find community dyno results and owner reviews on the Hellcat Forum.