Review: Ace Header Type-B / 350

[NotSoJDM]

Originally Posted by churchx

Hmm, wasn't rubbing with very worn engine mounts mentioned in relation to Type A? Shouldn't it be non issue for B-s?

The rubbing has to do with the OP selection, 150/250/350. The Type A vs Type B differences are just the angle of the merges in the 4-2 step down, which results in the Type A being TIG welded and the Type B being MIG welded.

[raven1231]

Originally Posted by CSG Mike

Well, we do have a 2015 WRX R&D car...

I'm listening lol

[JimmyMac]

@NotSoJDM did Phantasm tune your car with OFT? I'm in NC and I'm looking for a tuner to do my car with the Type A/350 and OFT. This'll be done once I finish putting in my new engine. If so maybe could you PM me some info about them. Thanks! And awesome job!

[NotSoJDM]

Originally Posted by JimmyMac

@NotSoJDM did Phantasm tune your car with OFT? I'm in NC and I'm looking for a tuner to do my car with the Type A/350 and OFT. This'll be done once I finish putting in my new engine. If so maybe could you PM me some info about them. Thanks! And awesome job!

Hey Jimmy, I did the tune changes for the ACE header on my car. I just used the facilities at Phantasm to Dyno my car. I'll shoot you a message.


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[BRZHarley]

Man...! I'm so looking forward to this setup for my BRZ....

Ed

[wparsons]

Originally Posted by NotSoJDM

The rubbing has to do with the OP selection, 150/250/350. The Type A vs Type B differences are just the angle of the merges in the 4-2 step down, which results in the Type A being TIG welded and the Type B being MIG welded.

I thought the difference was that the Type A is all butt joints, while the Type B has slip joints (overlap)? Don't think it really changes the first collector merge angle?

[NotSoJDM]

Originally Posted by wparsons

I thought the difference was that the Type A is all butt joints, while the Type B has slip joints (overlap)? Don't think it really changes the first collector merge angle?

You'll notice on a Type A the merge is fully TIG welded where as on a Type B the merge is MIG welded. This is due to the change in merge angle.

Type B: - 20 Degree Converging Angle.
^ Reference: http://counterspacegarage.com/ace-mu...-frs-gt86.html

Type A: - 15 Degree Converging Angle.
^ Reference: http://counterspacegarage.com/ace-mu...-frs-gt86.html

[solidONE]

So you are hearing the valve train noise through these headers but not the OFH? I wonder if this is more of a EL header thing than it is a "thin walled tubing" thing, since this noise can also be heard while I was running a Tomei EL.

[bfrank1972]

Originally Posted by solidONE

So you are hearing the valve train noise through these headers but not the OFH? I wonder if this is more of a EL header thing than it is a "thin walled tubing" thing, since this noise can also be heard while I was running a Tomei EL.

It's probably a tune thing, are they using OFT stage 2 el canned tune? You hear a lot of valve noise with those tunes.


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[solidONE]

Originally Posted by bfrank1972

It's probably a tune thing, are they using OFT stage 2 el canned tune? You hear a lot of valve noise with those tunes.


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Yeah that's also a possibility since the UEL and EL tunes use different cam timing.

[sw20kosh]

There is more power left on the table in the tune. My type A 350 makes 150-155 ft lbs from 3k rpm to 7k rpm dynojet on my track map. On dyno queen map it makes 160 ft lbs.

I would suggest having a really good tuner take a good amount of time to really dial in this header. My tuner said he was able to add a resiculous amount of timing over my uel header. The fact that you only added 1 deg makes me think that you have much more left un tapped.

[Muaddib]

Unless someone can design a header that will also fit with the factory heat shield. Otherwise it is no go for me.

[NotSoJDM]

Originally Posted by sw20kosh

There is more power left on the table in the tune. My type A 350 makes 150-155 ft lbs from 3k rpm to 7k rpm dynojet on my track map. On dyno queen map it makes 160 ft lbs.

I would suggest having a really good tuner take a good amount of time to really dial in this header. My tuner said he was able to add a resiculous amount of timing over my uel header. The fact that you only added 1 deg makes me think that you have much more left un tapped.

I never invested much in tuning it because I already had my Edelbrock kit on order and made the switch to ECUtek. I agree there was definitely some room left had I had a chance to really invest in the VVT timing.


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[solidONE]

Originally Posted by sw20kosh

There is more power left on the table in the tune. My type A 350 makes 150-155 ft lbs from 3k rpm to 7k rpm dynojet on my track map. On dyno queen map it makes 160 ft lbs.

I would suggest having a really good tuner take a good amount of time to really dial in this header. My tuner said he was able to add a resiculous amount of timing over my uel header. The fact that you only added 1 deg makes me think that you have much more left un tapped.

150tq from 3000?!? That's on E85 I'm assuming. And by timing, you mean ignition timing not cam timing, right? Very impressive.