Quote:
Originally Posted by weederr33
Have you considered the CS400? It's the version Harrop used on their tests.
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I live in California, so I have a LHD vehicle, and the CS400 was made for RHD cars because the 350 didn't fit, but if you look on Ace's website, the CS400 is not available, and there is a 350 for RHD now, which looks like it has a 250 style/length overpipe with a different 4-2 header. The CS400 has a 90 degree bend, but the revised 4-2 header for RHD vehicles has a less acute bend.
Regardless, I am looking to see a dyno comparing the LHD 150, 250 and 350, specifically with a roots style supercharger, but anything will do. All I have seen is the 350 on NA and FI applications, and I have seen the 250 used on RHD NA vehicle (torque dip wasn't fully filled...could have been tuner issue), and I think I have seen the CS400, but I can't remember.
I have seen dynos from all different types of headers that seemed to fill the torque dip from UEL to EL. The JDL EL 4-2-1 header is a shorter ACE 150 in some respects, so I would expect the Ace 150 to have more torque fill down low, yet Ace describes this header as being ideal for cars with short gearing and track cars. Considering 4-1 headers seem to add torque to the top of the rpms, this would imply they are for the people running the shortest of gearing and the maximum of maximum rpms at a fast track. Then there are headers like the HKS header, which is more like the stock header with the cat removed (seems like just cutting a welding a test pipe would be cheaper); ie, the header has an equal length of 4-2-1 runners versus the JDL, which is 4-2 header with a single outlet, or a typical 4-1 header that is 4 long runners that come together at the end in a single outlet.