SF NA header
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From: *UCF* Orlando, FL
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do you guys seriously check all ur parts to make sure they are CARB legal still??? damn i didn't think anyone did that still...
ANYWAYZ... catalyst... I would definitely be in provided that ur header did it's homework and provided very good gains throughout the power range... thanks for considering the development!!!!
ANYWAYZ... catalyst... I would definitely be in provided that ur header did it's homework and provided very good gains throughout the power range... thanks for considering the development!!!!
Its a celebration bitches!
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probly 3 out of 20 people will actually buy it, you guys should just continue making Turbos... going NA isn't worth it on our cars... there are lots of otherr headers out there, the only one that i think is the best is the hp , i haven't see the kamakazi one, but my hp looks pretty good... the race
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From: lancaster, California, US
Rep Power: 0 we arent doing pre-orders just yet. Lets get the header designed first, and we will release them after the dyno meet in bakersfield Ca. on march 13th. The details about this meet are in the Forced induction forum.
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Rep Power: 0 I would love to get that so my upcomming new pnp head will have a nice new friend, but I need to keep the cat or go high flow Va is as strict as cali when it comes to that. I have an lx.
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From: Hell with Sand
Rep Power: 291 Originally posted by Boilermaker1
Interested... provided the stock catalytic converter is retained in it's stock location (its in the rules) and it adds to or retains the low end.
Interested... provided the stock catalytic converter is retained in it's stock location (its in the rules) and it adds to or retains the low end.
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Rep Power: 0 If thats a picture of a header in it's final design stages EXPECT very little gains with that header, It may even harm your power curve. Unless those primary tubes are 1/2'' thick, that header is pointless... the primary tubes are double the size they have to be. Smaller primary tubes are used to keep the exhaust speed high in the header, which in turn, on overlap this exhaust speed is used to pull the air through the engine. Current header technology has proven that bigger is not always better on today's competition engine. Dyno results and track testing has shown that usually the best header combination is using the smallest size primary tube and merged collector throat. Track and Dyno testing has shown that you can literally choke a motor off by using too small of a header, and further testing has shown that you can hurt power and acceleration by using too large a header as well.
I'm sorry Catalyst... Please do not take this as me dissing you and your products (You do make Very good turbo kits BTW) But i'm just looking out for my fellow 7thgenners...
Last edited by Touge_Motors; Feb 21, 2004 at 05:50 AM.
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Rep Power: 0 it looks more like a turbo manifold with all those crazy bends in the primaries at the top.... i'm still interested though... wanna see some new products out for the cars
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From: Tampa, Florida, US
Rep Power: 0 now he gave that as an example right? I'm assuming something that large would probably be built for a a built b16/b18. PnP head, and as much airflow as possible, although Touge_Motors has a great point, i don't think that head would ever be used for our cars.
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Rep Power: 312 The car it went on went 12.8 before the header.
it went 12.4 with the header.
This is a completely NA motor on pump gas.
it went 12.4 with the header.
This is a completely NA motor on pump gas.
Originally posted by Touge_Motors
If thats a picture of a header in it's final design stages EXPECT very little gains with that header, It may even harm your power curve. Unless those primary tubes are 1/2'' thick, that header is pointless... the primary tubes are double the size they have to be. Smaller primary tubes are used to keep the exhaust speed high in the header, which in turn, on overlap this exhaust speed is used to pull the air through the engine. Current header technology has proven that bigger is not always better on today's competition engine. Dyno results and track testing has shown that usually the best header combination is using the smallest size primary tube and merged collector throat. Track and Dyno testing has shown that you can literally choke a motor off by using too small of a header, and further testing has shown that you can hurt power and acceleration by using too large a header as well.
I'm sorry Catalyst... Please do not take this as me dissing you and your products (You do make Very good turbo kits BTW) But i'm just looking out for my fellow 7thgenners...
If thats a picture of a header in it's final design stages EXPECT very little gains with that header, It may even harm your power curve. Unless those primary tubes are 1/2'' thick, that header is pointless... the primary tubes are double the size they have to be. Smaller primary tubes are used to keep the exhaust speed high in the header, which in turn, on overlap this exhaust speed is used to pull the air through the engine. Current header technology has proven that bigger is not always better on today's competition engine. Dyno results and track testing has shown that usually the best header combination is using the smallest size primary tube and merged collector throat. Track and Dyno testing has shown that you can literally choke a motor off by using too small of a header, and further testing has shown that you can hurt power and acceleration by using too large a header as well.
I'm sorry Catalyst... Please do not take this as me dissing you and your products (You do make Very good turbo kits BTW) But i'm just looking out for my fellow 7thgenners...
Last edited by Catalyst; Feb 22, 2004 at 01:40 AM.
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Rep Power: 312 Also to answer the other questions...
That is most definately not for our D17 motor. That was for a car that will be a big competitor in the Street/NA class.
Of course, that header was built for a motor that was fully built. We will not be using such large primaries for a stock trim, or even mild trim motor. I posted that picture to let you guys see how our headers turn out. If you look closely, you can see the anti-reverberation chambers in several different spots on the header.
That is most definately not for our D17 motor. That was for a car that will be a big competitor in the Street/NA class.
Of course, that header was built for a motor that was fully built. We will not be using such large primaries for a stock trim, or even mild trim motor. I posted that picture to let you guys see how our headers turn out. If you look closely, you can see the anti-reverberation chambers in several different spots on the header.
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From: Tampa, Florida, US
Rep Power: 0 ^^ I noticed that when I was first looking at it. It's a hell of a nice build. Probably wouldn't mind selling mine now and getting yours later, pending dyno <---as always.
