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i don't know if this topic has been covered already but would it be necessary to upgrade the pipe size in my EK4 if i do the following upgrades:

intake, 4-2-1 headers, stage 1 clutch and possible CTR cams??

i was thinking either 2 1/4" or 2 1/2". 3" might be over kill.

the cat is already removed and i would be using the car as a daily driver

2.5" exhaust should suit you quite nicely for a slightly modded b16a.

i noticed a smoother power delivery midrange-up top.
I kept the noise levels down with two bullet type resonators, and kept the piping as straight as possible under axle. (i didnt follow stock piping route as i went with crush bends, not mandrel)

2.5" works well, got it on a eg9, its a totally big difference, gives the mid range power! cost me only $800

Is this system overkill for an NA GSR_B18C?

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all motor for a Stock NA 18 yes overkill

for a fully modified 1800 doin over 250 whp NO

2 1/2" is too big for a B16 imo

better to go wit 2 1/4"

I'm siding with hoe on this one.

I think 2.5" might be too big depending on the amount of mods you got. You can get great performance out of 2.25".

Forget all that BS about backpressure...its not needed....what we're talking about the area under the curve. You don't want to go too big and shift your powerband too high up, remember it's the ability to produce torque that wins the sprint. 2.5" will need to be tuned to bring the best overall performance out of it. So what I"m saying is go max 2.25" if you're lightly modded and/or untuned. Go 2.5" if you're heavily modded and/or tuned.

You can run 2.5" non mandrel with the mods you got but you should look to get it tuned nontheless.

what we're talking about the area under the curve

correct

ppl only interested in PEAK hp/tq

they don't realize dat the engine is hardly ever at redline

u live most times in midband

intake, 4-2-1 headers, stage 1 clutch and possible CTR cams??

these mods would be considered lightly modded correct

that being the case, i guess the 2 1/4" piping would be ideal according to hoe and Kinday:idea:

^ correct jc

thanks guys

on the headers side.

what brand would you guys recommended to acheive max results based on the other mods i want to put in

jc,

if u serious bout doin it properly buy the same brand header and exhaust to complement each other

hoe.

makes sense

looking at either dc sports or apexi.

anyone has experience with the above or suggest other brands [/b]

jc wrote:hoe.

makes sense

looking at either dc sports or apexi.

anyone has experience with the above or suggest other brands [/b]

Forget the DC and apexi, get the real deal, T1R Racing headers...is the best and proven power on dyno.....
The DC is good but the T1R racing headers shows alot more performance throughout the powerband......

the header is nice but is the man ready to put out $4000 for a header

well that all depends on if he wants a good header to prove th power output and not a header that gives you all most the same as stock manifold. the question is it really worth the price and effort to buy a header to gain 5 maybe 7 hp more than stock, or should he just buy the header that gives him atleast 20hp + right out the bat....and that is the T1R Racing header.....

It all depends on what he want's to spend and how much power he is looking for.???

or he can save the money he gonna spend on the b16 and drop in a B18cR

that is true....if he want's to that but he will spend alot more money than $4000.00, and i mean alot more....

ok guys.

so rule out the apexi and look at either the DC or T1R headers

looking at $2400 to 4000 cost with a 7hp and 20 hp proven increase from stock respectively

what, if any at all, differences, perfomance wise, will be acheived by using either the 2 piece or 1 header

jc wrote:ok guys.

so rule out the apexi and look at either the DC or T1R headers

looking at $2400 to 4000 cost with a 7hp and 20 hp proven increase from stock respectively

what, if any at all, differences, perfomance wise, will be acheived by using either the 2 piece or 1 header

In the dc header 4-1 will give you more topend performance which it is what is design for.
The 4-2-1 headers is design for more and better midrange power and less on the topend which is good for the the B16 motor as they lack alot of torque.

The T1R Racing header is design perfectly in there design as what they call a Tri-Y header and give you maximum peformance true out the entire powerband, from the lowend true the topend performance.
So the T1R Racing is the better design header overall, but it all depends on what you looking for in performance and how much $$$$$$$$ you would like to spend..

Good Luck...

ny34pd

when i refferred to the 2 or 1 piece header i meant that the 4-2-1 header came in these 2 types and was wondering if there would be any difference in overall performance between the 2:?:

i will be sticking with the 4-2-1.

know any suppliers of the T1R headers in florida that ship

can't seem to find any online

jc wrote:ny34pd

when i refferred to the 2 or 1 piece header i meant that the 4-2-1 header came in these 2 types and was wondering if there would be any difference in overall performance between the 2:?:

i will be sticking with the 4-2-1.

know any suppliers of the T1R headers in florida that ship

can't seem to find any online

PM sent.........

I sent you more info on your PM...
take a look...

20HP ?

damn!

and from a 1.6

dc sports is a ricer header..them fellas online always complaining about them. the performance: cost ratio isn't very high...you truly get what you pay for

for a b16a i recommend the edelbrock header withy a 2.5" collector mod

B20VTEK wrote:20HP ?

damn!

i checked that is 10 HP just like the others

Toda,hytech and the other big boys

T1R Response Header is designed for all around rpm performance and has been specifically developed for daily driven cars and mildly tuned engines. The Response Header features a 4-2-1 design for optimal mid-range power while still providing significant high rpm gains. In addition, the primary collectors are port matched to the cylinder head's exhaust ports to maximize smooth exhaust flow. Consequently, the T1R header offers improved engine response and a dyno proven 10+hp to the wheels. T1R headers are hand made from 100% SUS304 aircraft grade stainless steel and feature TIG welded construction. Due to the 4-2-1 design, the Response Header has no ground clearance issues. A 2.5" collector is included with the header. Price: CAD $895.00 (USD $745.83)

red_dragon wrote:

B20VTEK wrote:20HP ?

damn!

i checked that is 10 HP just like the others

Toda,hytech and the other big boys

T1R Response Header is designed for all around rpm performance and has been specifically developed for daily driven cars and mildly tuned engines. The Response Header features a 4-2-1 design for optimal mid-range power while still providing significant high rpm gains. In addition, the primary collectors are port matched to the cylinder head's exhaust ports to maximize smooth exhaust flow. Consequently, the T1R header offers improved engine response and a dyno proven 10+hp to the wheels. T1R headers are hand made from 100% SUS304 aircraft grade stainless steel and feature TIG welded construction. Due to the 4-2-1 design, the Response Header has no ground clearance issues. A 2.5" collector is included with the header. Price: CAD $895.00 (USD $745.83)

The test was against the T1R, DC Apexi and Edelbrock and the T1R was the better performance all the way around, I will ask my friends to see if they still have there dyno sheet to prove the performance against the different headers. They all have gone to turbo now. The guys whom still run all motor here in Florida atleast in South Florida is running all T1R headers and there Catverter to match.....The Dc headers is all noise and very little difference in performance, you will notice much more noise in the motor when you swap your stock manifold and putting in the DC headers but little more performance. The Edlebrock was the worse in performance in all the headers compared....

what header should one use for a f20b sohc