unequal length header
18 December 2002, 09:43 PM
#4
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It might be, but on the other hand your knock sensor may stop working and lose low down spool. I prefer to select the correct turbo size. Whatever, without custom ECU remapping you are not going to make the most of it. Have you ported the OEM headers?
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18 December 2002, 10:45 PM
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Don't like the look of the collector. Or rather - is that meant to be a collector?
It might be cheap, but it might not be any better than the standard one - headers are fickle things!
It might be cheap, but it might not be any better than the standard one - headers are fickle things!
19 December 2002, 12:38 AM
#13
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Opens up the question again....are these things actually any good???? Are there 'real' gains to be had by fitting such an item over say, std ported manifolds???
19 December 2002, 08:24 AM
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i have installed one of these on a USDM car and while there were skeptics this unit actually works, it will rob you of some spool time but the powerband is smooth and flat and 5500-7200 just FLYS!! the car that this went on Has a PE1820, Samco Inlet Hose, Stock Air box w/ K&N, Turbo XS Turbo Back, no cats, TXS MagnaFlow muffler, STi 565cc Injectors, Supra Twin Turbo Pump, TXS/Hyperflow TMIC, TXS UTEC...this car on 93 octane(approx 92 Ron IIRC) made 311 WHP. On C16(116.5 octane) w/ a nitrous express N-Tercooler it laid down 363 WHP. Now this was all at 20.5 psi...a lot of people were amazed at how linear the power band was and how smooth it was, before it used to be choppy and harsh. The same people say headers aren't worth the money but this car has the second highest pump gas WHP numbers to date. the header was also port matched and polished by myself before it went into to meet the turbo inlet side of the PE1820(which is massive i might add). I did have a fitment issue at first with it hitting the subframe, it would knock on initial acceleration, but they have supposedly remedied this issue.
This same car with the pump gas map laid down a shocking 12.4 @113 spinning the stock clutch the whole way. After getting an ACT in place and then hitting the track 2 weeks later they had so much VHT down on the strip that the tires just stuck @ 4500 RPM and 1st gear ended up in pieces. the first run before that we were working to avoid Det(had been picking it up all morning, approx 40 degrees Farenheit) and on 100 octane the car had run a 12.42 @ 116 but with a horridly bogged launched and a 60ft time of 1.88(normally pulls 1.8's flat or 1.75's). Well now that they trans is going together we shall see what the car is capable of. Can't wait for spring
jeremy
[Edited by Hndatch627 - 12/19/2002 9:51:43 AM]
This same car with the pump gas map laid down a shocking 12.4 @113 spinning the stock clutch the whole way. After getting an ACT in place and then hitting the track 2 weeks later they had so much VHT down on the strip that the tires just stuck @ 4500 RPM and 1st gear ended up in pieces. the first run before that we were working to avoid Det(had been picking it up all morning, approx 40 degrees Farenheit) and on 100 octane the car had run a 12.42 @ 116 but with a horridly bogged launched and a 60ft time of 1.88(normally pulls 1.8's flat or 1.75's). Well now that they trans is going together we shall see what the car is capable of. Can't wait for spring
jeremy
[Edited by Hndatch627 - 12/19/2002 9:51:43 AM]
19 December 2002, 10:23 AM
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Looks a bit better from that angle
But I think a key bit - as in the 'result' post above - is that it may almost require a bigger-than-standard turbo. As most are, it's set up to work better at higher rpm (especially with the 4-1 design), and the MY99 doesn't exactly have any high rpm.
As mentioned in an earlier thread - the header should be virtually thought of as part of the turbo. This unit seems to work well with a PE1820, which is pretty far removed from a TD04!
But I think a key bit - as in the 'result' post above - is that it may almost require a bigger-than-standard turbo. As most are, it's set up to work better at higher rpm (especially with the 4-1 design), and the MY99 doesn't exactly have any high rpm.
As mentioned in an earlier thread - the header should be virtually thought of as part of the turbo. This unit seems to work well with a PE1820, which is pretty far removed from a TD04!
19 December 2002, 10:40 AM
#17
They look like another copy of the HKS design, this time with the vital expansion joint.
Only difference that I can see from the pics is that the pipes look like they are a slightly smaller diameter, so I can imaging that would improve the spool up a little over the standard HKS.
Price is spot on, expecially if the Stainless!
I've been running th HKS on my car for alittle over a year now and I have been very happy with them.
Only difference that I can see from the pics is that the pipes look like they are a slightly smaller diameter, so I can imaging that would improve the spool up a little over the standard HKS.
Price is spot on, expecially if the Stainless!
I've been running th HKS on my car for alittle over a year now and I have been very happy with them.
19 December 2002, 06:58 PM
#21
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its the code number for the engine in your car. AFAIK EJ is the series of the engine the 20 stands for 2 litres.
So if you see EJ25, then its EJ series and 2.5 litres
So if you see EJ25, then its EJ series and 2.5 litres
19 December 2002, 07:30 PM
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EJ20=2.0 Litre
EJ20T=EJ 2.0 Turbo
as far as i know they will fit the classic impreza, hell they'll most likely fit better(like i said the one hit the subframe on the new age car). I can't remember which but i THOUGHT i remember someone saying that the GC8/GM8/GF8 body had a slightly differently clocked turbo, but i think that all turned out to be hearsay. i know they will fit a new age car, but trying them on a classic has the chance of being well, completely experimental.
jeremy
EJ20T=EJ 2.0 Turbo
as far as i know they will fit the classic impreza, hell they'll most likely fit better(like i said the one hit the subframe on the new age car). I can't remember which but i THOUGHT i remember someone saying that the GC8/GM8/GF8 body had a slightly differently clocked turbo, but i think that all turned out to be hearsay. i know they will fit a new age car, but trying them on a classic has the chance of being well, completely experimental.
jeremy
21 December 2002, 09:47 PM
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steveBT you could fit it w/o the up-pipe IIRC but i am not positive if it is a direct replacement(i blieve it is) the only issue i would forsee is that the up-pipe flanges are fairly well matched so that the up-pipe actually acts as more of a collector for the exahust, going to a smaller diameter up-pipe is going to re-introduce turbulence into the exhaust. in factory trim the up-pipe has an opening slightly larger then the turbo inlet. IIRC it's got a 2" inlet into the turbo, and thats what the up-pipe has, i just happened to port the one that i did...IIRC it's 2.25" pipeing.
jeremy
jeremy
22 December 2002, 09:57 AM
#27
I fitted the HKS manifold, which doesn't come with an up pipe, and then a few weeks later my original up pipe split...personally, if your going to the trouble, do the whole lot, it'll be worth it in the long run 
