Whats the difference and which would be better?

 

it goes from 4 pipes to 2 pipes and finally to 1 the other one its just from 4 pipes to 1 pipe ... im not sure which one is better but it sound to me like 421 would be better..

 

4-2-1 is the better of the 2 for overall performance because the bends aren't a sharp and it allows the engine to breath better. With the 4-1 it is a little better than stock but not neatly as much as 4-2-1.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by k20tuner &raquo;</TD></TR><TR><TD CLASS="quote">4-2-1 is the better of the 2 for overall performance because the bends aren't a sharp and it allows the engine to breath better. With the 4-1 it is a little better than stock but not neatly as much as 4-2-1.</TD></TR></TABLE>

blah, misinfo

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 05RSX &raquo;</TD></TR><TR><TD CLASS="quote">blah, misinfo</TD></TR></TABLE>

Then please correct me.

 

4-1 for more power.
4-2-1 to pass smog

 

4-2-1 doesnt pass smog??

 

i mean 4-1?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EP_three &raquo;</TD></TR><TR><TD CLASS="quote">Whats the difference and which would be better?</TD></TR></TABLE>


According to DC sports: In many cases 4-1 headers are designed for racing applications where the vehicle is being driven at or near redline. The 4-1 design maximizes top end power, whereas the 4-2-1 evenly distributes it throughout the power band. There are cases where a 4-1 header works better than the 4-2-1


<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DOUBLEWISHBONE &raquo;</TD></TR><TR><TD CLASS="quote">4-1 for more power.
4-2-1 to pass smog</TD></TR></TABLE>

Also according to DC: Most DC Sports headers are certified to comply with C.A.R.B. exemption standards and includes an Exemption Order (EO) on the welded metal DC Sports tag (excluding JDM headers, see section 1,B). This certification is not a guarantee that your car will pass emissions testing. A vehicle in good working condition equipped with our header system will pass emissions. Because there are many variables that can cause a vehicle to fail an emissions test, DC Sports will not be liable for any costs incurred by a user to obtain a smog certificate.


If you want to know about a product start by looking at there website in the FAQ page. All I did for these answers was look at the DC FAQ page.

 

4-2-1 for the win.

Though personally, I think the 'snake orgy' headers on the Lotus Elise are the sexiest of all!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DOUBLEWISHBONE &raquo;</TD></TR><TR><TD CLASS="quote">4-1 for more power.
4-2-1 to pass smog</TD></TR></TABLE>

Ya i dont think, the design of the piping will block out any more carbon over each other. It all depends on your cat and muffler. would i not be correct?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by k20tuner &raquo;</TD></TR><TR><TD CLASS="quote">
In many cases 4-1 headers are designed for racing applications where the vehicle is being driven at or near redline. The 4-1 design maximizes top end power, whereas the 4-2-1 evenly distributes it throughout the power band. There are cases where a 4-1 header works better than the 4-2-1
.</TD></TR></TABLE>

 

4-1 will almost always yeild you the most power in the end. A lightly ported out stock manifold will do you about the same as a 4-2-1

 

wouldnt u still get a cel on either setup?

 

No, the 4-2-1 design usually utilizes the factory O2s, however, the 4-1 is considered a race header and does not. A defouler or k-pro will solve this problem.

 

i have a 4-1 race header jackson racing its amazing dude on a ep3 do the same my buddy has a dc sports ceramic and he hates it cause the cat is what is restricted so much on the rsx and the ep3 so he is taken his ceramic header off and ordering a race header thats the only way to go but you will have to get a defouler or a o2 sim one of the 2...

 

this is kinda a retarted question.........but why does one header in some cases curve under the other ones like in these pictures??

 

1. To utilize the space given in the engine bay efficiently.

2. The idea is to get the exhaust to travell the same distance from the cylinder head to the collector.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EP_three &raquo;</TD></TR><TR><TD CLASS="quote">i mean 4-1?</TD></TR></TABLE>

fyi...you can edit your own post.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Electron_Blue_Kid &raquo;</TD></TR><TR><TD CLASS="quote">this is kinda a retarted question.........but why does one header in some cases curve under the other ones like in these pictures??
</TD></TR></TABLE>

cylinder pairing... the exhaust pulses

Hytech, DTR, or SMSP custom header (if you need to pass smog you can get one with a cat & primary & secondary o2'a)

be ready to dump a grand...power these can make far outweighs a "light port job on you IM"

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 25Type-s &raquo;</TD></TR><TR><TD CLASS="quote">it goes from 4 pipes to 2 pipes and finally to 1 the other one its just from 4 pipes to 1 pipe ... im not sure which one is better but it sound to me like 421 would be better..</TD></TR></TABLE>

4 to 1 is way better.This is not a girl im just under my girlfriends file. I work as a mechanic and we built headers for my 1999 civic si and my car incresed by at least 25 hp. We built 421 for a customers civic and he didnt get nearly as much power as I did. from 421 its narrowing down the funnel space in the header which is letting less airflow. 4 to 1 is just straight airflow all the way thru the exhaust. I would definitly recommend 4 to 1.

 

25 hp huh, I would LOVE to see a dyno graph of that

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by willyboyK20 &raquo;</TD></TR><TR><TD CLASS="quote">25 hp huh, I would LOVE to see a dyno graph of that</TD></TR></TABLE>

X2

 

LMAO ^^^^ 4-1 my ***

header gains depend on amount of exh flow, piping diameters (primaries & secondaries), piping lengths, merges & collector (pinch points)

4-1 tend to raise peak gains upward in the RPM range...good if you are drag racing

made 25whp w/4-1... post pics of this header & dynos please... or did you use gtech pro to test

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EP_three &raquo;</TD></TR><TR><TD CLASS="quote">Whats the difference and which would be better?</TD></TR></TABLE>

Well for your car a 4-2-1- header will work better for you being that your motor doesn't make enough power as it is already. 4-2-1 headers show improvments in power and tq through the 4000-7000 rpm range. While 4-1 headers will start to show their improvments around the 6000-9000 rpm area. Now your motor doesn't even see power after 7000 rpms so it would make no sense you for to get a 4-1 header. The 4-1 header is for Top End and that doesn't exist in the K20A3. Now don't take that the wrong way, im not bashing the platform or the motor. But it is true, now the 4-2-1 header will help your powerband, and you will actually feel a difference with a 4-2-1 header than a 4-1. Like for instance TODA And SSR race header follow a 4-2-1- design, where DC and Comptech for example follow the 4-1 design.

Now the easy thing to do would be to just forget the whole header thing and slap on a turbo kit and make over 250 whp and 180 TQ. All-Motor is not the way to go on the K20A3 motor.