Header Question
05-18-2006, 05:03 PM
#1
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Header Question
what is the difference between a 4-2-1 header and a 4-1-1- header, i know the difference physically, but performance-wise, whats the advantage of a 4-2-1 over a 4-1-1?
05-18-2006, 05:17 PM
#2
4-2-1 headers flow from 4 pipes, to 2 pipes, to 1 pipe. They generally have more low end power, and are less raspy.
The 4-1 headers flow from 4 pipes directly to one pipe. They generally have more high end power, and are more raspy than 4-2-1 headers.
moved to NA Power...
The 4-1 headers flow from 4 pipes directly to one pipe. They generally have more high end power, and are more raspy than 4-2-1 headers.
moved to NA Power...
05-18-2006, 05:20 PM
#3
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well i notice that DC Sports is the only 4-2-1- header i can find for the tC but i think that ceramic look is crap... are there any other expected 4-2-1's in stainless steel from any other companies that you know of?
05-18-2006, 05:32 PM
#5
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http://www.lastlookcustoms.com/lastl...43730a390b9de1
unless their information is wrong they say 4-2-1
http://cgi.ebay.com/ebaymotors/DC-SP...spagenameZWDVW
or that one as well, maybe you should check them out since you apparently know more about them than i do....
unless their information is wrong they say 4-2-1
http://cgi.ebay.com/ebaymotors/DC-SP...spagenameZWDVW
or that one as well, maybe you should check them out since you apparently know more about them than i do....
05-18-2006, 06:41 PM
#10
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Originally Posted by TheQuietThings
4-2-1 headers flow from 4 pipes, to 2 pipes, to 1 pipe. They generally have more low end power, and are less raspy.
The 4-1 headers flow from 4 pipes directly to one pipe. They generally have more high end power, and are more raspy than 4-2-1 headers.
The 4-1 headers flow from 4 pipes directly to one pipe. They generally have more high end power, and are more raspy than 4-2-1 headers.
05-18-2006, 07:09 PM
#11
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Also, DC has produced a 4-2-1 header, but it's not a TRUE 4-2-1. The DC also looks like garbage compared to the MMW.
The MMW 4-2-1 joins to 1 at the s-pipe
the DC 4-2-1 joins to 1 just below the 1st o2 sensor
The MMW 4-2-1 joins to 1 at the s-pipe
the DC 4-2-1 joins to 1 just below the 1st o2 sensor
05-18-2006, 07:20 PM
#13
They do come with a downpipe/S-pipe.
racingsolutions.com has the MMW headers, but i am not sure if they are in stock. You could always try to order them directly from Weapn R; their website is http://www.monstermotorworks.com/
racingsolutions.com has the MMW headers, but i am not sure if they are in stock. You could always try to order them directly from Weapn R; their website is http://www.monstermotorworks.com/
05-21-2006, 03:10 AM
#14
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Hope this helps some. This is how it was explained to me a while back by an engineer. Sorry, it's a bit chatty. 
Performance wise a 4-2-1 will give you a bit more tourqe and HP down low which I think is more usefull. Then again I don't run the 1320 just road courses. I'm never way up high in the power curve. The way it basicly works is like most headers, it creates a significant reduction in back pressure. Thus reducing the work the pistons need to use to force the gases through the exhaust valves, creating more power. The 4 pipes are all the same length (or should be) and tuned to each cylinders exhaust pulse. The "2" part is a collector that is also tuned to allow the gases from each cylinder to exit through the down pipe "1" in an organized manner. It also offers some suction to help "pull" the gases from the next cylinder in the cycle. As opposed to a 4-1 where all the gases are crammed into the down pipe at the same time. So with a 4-2-1 you might have cylinders 1&3 exiting, then when those valves close 2&4 exit. I'm not sure of the order in the tC. The 4-1 works by simply providing a much less convoluted path for the gases to flow. Both eliminate the pre-cat, and both are great bolt-on's. Basicly anything that is larger, mandrel bent, and has no pre-cat is a bonus.
Or so I was told. Sound's right to me though.
Performance wise a 4-2-1 will give you a bit more tourqe and HP down low which I think is more usefull. Then again I don't run the 1320 just road courses. I'm never way up high in the power curve. The way it basicly works is like most headers, it creates a significant reduction in back pressure. Thus reducing the work the pistons need to use to force the gases through the exhaust valves, creating more power. The 4 pipes are all the same length (or should be) and tuned to each cylinders exhaust pulse. The "2" part is a collector that is also tuned to allow the gases from each cylinder to exit through the down pipe "1" in an organized manner. It also offers some suction to help "pull" the gases from the next cylinder in the cycle. As opposed to a 4-1 where all the gases are crammed into the down pipe at the same time. So with a 4-2-1 you might have cylinders 1&3 exiting, then when those valves close 2&4 exit. I'm not sure of the order in the tC. The 4-1 works by simply providing a much less convoluted path for the gases to flow. Both eliminate the pre-cat, and both are great bolt-on's. Basicly anything that is larger, mandrel bent, and has no pre-cat is a bonus.
Or so I was told. Sound's right to me though.
05-23-2006, 05:07 AM
#16
Originally Posted by rmccormi
well i notice that DC Sports is the only 4-2-1- header i can find for the tC but i think that ceramic look is crap... are there any other expected 4-2-1's in stainless steel from any other companies that you know of?
draxas is comming out with a 4-2-1 - in the search bar type: draxas header and watch that post.
05-23-2006, 05:14 AM
#18
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