ACE Header Independent Testing Results and Review - 199.6WHP on CA 91 Octane

[djliquidsteele]

Originally Posted by CSG Mike

Why do you care so much about the CEL? I seriously doubt anyone buying an Ace header will not be tuned.

God thank you. That obviously needed to be said. I don't understand why someone would spend this much money on a header and NOT get tuned.

[Coheed]

Originally Posted by djliquidsteele

God thank you. That obviously needed to be said. I don't understand why someone would spend this much money on a header and NOT get tuned.

It's not the issue of whether the vehicle is tuned with the header, or not. Rather, whether or not the tune will allow the vehicle to pass an OBD2 system readiness check.

[steve99]

Originally Posted by Coheed

It's not the issue of whether the vehicle is tuned with the header, or not. Rather, whether or not the tune will allow the vehicle to pass an OBD2 system readiness check.

+1
appears not even eutek does force readyness
the romraider guys appear to have hacked the ecu code to force readyness on some wrx ecu roms but that hack\patch not available for brz ecu
http://www.ft86club.com/forums/showp...27&postcount=7

[djliquidsteele]

Well thank god I live in a state I don't have to worry about it. The actually got rid of emissions testing about 10 years ago here.

[enivid]

Originally Posted by Coheed

Testing for the 2013 model year doesn't begin until next year.

No. Starts this year. I along with other people have already done our emissions this year.

[ScionOfHorus]

Originally Posted by Wepeel

I'm running OFT+OFH and just passed emissions inspection in PA. The OBD test was marked 'PASS'. I believe PA allows one or two readiness parameters to be failed but the printout didn't go into any more detail other than 'PASS'.

In Texas you can pass with a max of 1 system showing NOT READY. It's how I got my WRX to pass inspection

[JimmyMac]

Anyways...
Hey Mike, do these headers come with gaskets or not? Just trying to decide if I want to save my new gaskets for this header or go ahead and use them for my rebuild. Thanks.

[CSG Mike]

Originally Posted by JimmyMac

Anyways...
Hey Mike, do these headers come with gaskets or not? Just trying to decide if I want to save my new gaskets for this header or go ahead and use them for my rebuild. Thanks.

The fitment is dead on, but OEM gaskets are not exactly expensive either. The header does not include a header-head gasket. I're recommend you use your gaskets for your rebuild, and just get another set when you get your header.

[CSG Mike]

Copy pasta from another thread.


E85 gains are lesser on the Ace header, due to the header itself being more efficient.

E85's big advantage is that it allows for the majority of the inefficiencies of many headers to be masked. E85 is proven to add a solid 35whp to an otherwise stock car with tune, but on the Ace, it's worth 12-15whp at best, NA.

The primary issue is that during the exhaust stroke, the FA20 has difficulty pushing out the exhaust gas. No header will allow for 100% evacuation, but a higher flowing header will allow for more evacuation of the cylinder. If you pull more exhaust gas out of the cylinder, then less is remaining, when the exhaust valve closes, and the next intake stroke begins. This means the intake charge is cooler, allowing for more aggressive timing.

Now, E85 evaporates exceptionally well, and when it atomizes and evaporates, it absorbs heat out of the intake charge, which, allows for more timing.

At some point, adding more ignition advance timing doesn't yield more torque. This is MBT. On most headers, you cannot be anywhere CLOSE to MBT, but the addition of E85 allows you to get there.

The Ace is already at MBT, so the gains of E85 are minimal. As an aside, Hondas are know for exceptionally well flowing heads and headers. The K20 and F2xC engines also gain 10-15whp at best, with an E85 tune.

The primary reason for the Ace being able to flow better, is scavenging. The runner lengths are calculated to overlap at specific intervals. The exhaust gas pulse traveling out of one cylinder will overlap with the exhaust stroke of another, which adds a "suction" effect (Bernoulli), which allows for more evacuation of the other cylinder. For the pulses to overlap with that specificity, it turns out that the runners need to be long. Very long. Hence, the design.

Now, when you add FI to the mix, the Ace header's benefits get multiplied... its almost scary.

[ScionOfHorus]

Originally Posted by CSG Mike

Copy pasta from another thread.


E85 gains are lesser on the Ace header, due to the header itself being more efficient.

E85's big advantage is that it allows for the majority of the inefficiencies of many headers to be masked. E85 is proven to add a solid 35whp to an otherwise stock car with tune, but on the Ace, it's worth 12-15whp at best, NA.

The primary issue is that during the exhaust stroke, the FA20 has difficulty pushing out the exhaust gas. No header will allow for 100% evacuation, but a higher flowing header will allow for more evacuation of the cylinder. If you pull more exhaust gas out of the cylinder, then less is remaining, when the exhaust valve closes, and the next intake stroke begins. This means the intake charge is cooler, allowing for more aggressive timing.

Now, E85 evaporates exceptionally well, and when it atomizes and evaporates, it absorbs heat out of the intake charge, which, allows for more timing.

At some point, adding more ignition advance timing doesn't yield more torque. This is MBT. On most headers, you cannot be anywhere CLOSE to MBT, but the addition of E85 allows you to get there.

The Ace is already at MBT, so the gains of E85 are minimal. As an aside, Hondas are know for exceptionally well flowing heads and headers. The K20 and F2xC engines also gain 10-15whp at best, with an E85 tune.

The primary reason for the Ace being able to flow better, is scavenging. The runner lengths are calculated to overlap at specific intervals. The exhaust gas pulse traveling out of one cylinder will overlap with the exhaust stroke of another, which adds a "suction" effect (Bernoulli), which allows for more evacuation of the other cylinder. For the pulses to overlap with that specificity, it turns out that the runners need to be long. Very long. Hence, the design.

Now, when you add FI to the mix, the Ace header's benefits get multiplied... its almost scary.

Hnnnng.

Estimated power gain on 93 with JRSC?

Sent from my XT1095 using Tapatalk

[CSG Mike]

Originally Posted by ScionOfHorus

Hnnnng.

Estimated power gain on 93 with JRSC?

Sent from my XT1095 using Tapatalk

I have no idea.... yet...

But, you can surmise how the effects of the header compound with E85, and Boost...

We ran out of clutch.

[ScionOfHorus]

Originally Posted by CSG Mike

I have no idea.... yet...

But, you can surmise how the effects of the header compound with E85, and Boost...

We ran out of clutch.

Yeah, I don't want to clutch or fuel pump+injectors yet, so 93 I stay.

Sent from my XT1095 using Tapatalk

[CladMonitor]

Very curious about JRSC on E85 and ACE, frankly maybe the question should be any header as you have said that MBT is close already with E85, is the investment of $700-$1600 even a worthwhile venture.

[CSG Mike]

Originally Posted by CladMonitor

Very curious about JRSC on E85 and ACE, frankly maybe the question should be any header as you have said that MBT is close already with E85, is the investment of $700-$1600 even a worthwhile venture.

That "close to MBT" balance gets pusedh back toward the direction of retarded timing advance when you add boost into the mix. Being able to go beyond MBT gives you a significant amount of overhead as in-cylinder IAT climbs with boost.

If you're doing a cost benefit analysis, how's this:

Tomei header + FF kit + FF tune
vs
Ace header + 91 tune

The Ace still makes more power, if the front pipe is in place....