Essential Speed Headers

[batmang]

i know this topic has been brought up before, but i wanted to start a thread on them in the right section. If anyone has any of their products, please review them here. I'm sure alot of people want to know more about Essential Speed products, I know I do. Please post information on both the shorty and 4-2-1 header from ES. Thanks.

[batmang]

http://www.msprotege.com/forum/showthread.php?t=64380&highlight=essential

[gino]

I'm sure a lot of people want to know more about Essential Speed products, I know I do. Please post information on both the shorty and 4-2-1 header from EssentialSPEED

Been running Kevin's "bundle of snakes" shorty header for about a month. Dynoed numbers were about the same as the 105 WHP, 115 lbs/ft twist I was getting before with an Injen CAI and Magnaflow CB. We figure this could be due to a couple of factors: 1) cam timing hasn't changed--that's in the immediate future, or 2) the factory ECU is preventing the engine from using the efficiency built into the header.

The first factor I have seen with my much-modded 2.0L in my '63 Alfa. Depending on cam grind and valve lash, more or less WHP and torque is seen as the cam settings vary.

As for 2), the original dyno pulls showed the engine running a F/A mixture of around 14.5:1 to 3800 rpm--nearly perfect, after which it turned rich at 11.7:1 above 3900 and held to 6500+. With the shorty header added, the 14.5:1 mixture ran out to 4200 and dropped straight down to around 11:1 out to 6500+.

This told us there was no way we could see any further HP or torque gains based on greater exhaust efficiency as long as the F/A mixture was so incredibly rich, something that couldn't be corrected with the stock EMS, or at least, a different ECU. Quite possibly, an MP3 ECU would improve the situation, but I have none to replace the stock chip. I'm trying to locate one as I write this.

One of the basic problems with the DE engine is the ultra-conservative state of stock tune limited by the factory EMS. This engine management limitation is felt around 4000 rpm as you floor the throttle and run to 6500+. There is a slight hesitation in this area where the fuel system transitions from a near-perfect mixture to a rich condition that's reflected in the dyno pulls.

As for performance, the car is quicker from 0-60 by nearly a second, and the gain, while not reading on the dyno, is definitely felt from 2800-3800, which is what the EssentialSPEED shorty header is designed to do: drop the power band lower while maintaining the high end.

The header is beautifully built. Excellent welds with bungs in the correct places for a perfect drop-in fit. All bolt holes are where they should be and the installation is straightforward without problems. The header comes with new OEM gaskets for the head and cat. The finish is a good looking silver ceramic.

An added plus: the shorty header quieted a slight resonance from the Magnaflow CB in the crucial 70-85 mph hiway cruising range. Note that I said quieter, not louder.

Overall, I can highly recommend the EssentialSPEED shorty "bundle of snakes." It performs as stated in the ad. As for the dyno numbers, I'm not that concerned that I see little increase; the P5 is quicker by the clock. Different cams and better engine management will bring dyno results.

[Mashi Maro]

[QUOTE=gino] As for 2), the original dyno pulls showed the engine running a F/A mixture of around 14.5:1 to 3800 rpm--nearly perfect, after which it turned rich at 11.7:1 above 3900 and held to 6500+. With the shorty header added, the 14.5:1 mixture ran out to 4200 and dropped straight down to around 11:1 out to 6500+. This told us there was no way we could see any further HP or torque gains based on greater exhaust efficiency as long as the F/A mixture was so incredibly rich, something that couldn't be corrected with the stock EMS, or at least, a different ECU. QUOTE]

I was interested in the essentialspeed shorty header also, but i don't what to buy an engine management system or an mp3 ecu. do you think an a/f controller like apex'i's afc might help the gains and efficiency of the header?

[akhilleus]

I would recommend the wagner shorty header over the essentialspeed for multiple reasons, First it is not a "jungle", the runners are much shorter=greater velocity, second it has been dyno'd on mp5smuggler's car and showed a 7whp gain. It is also much lighter than the stock manifold and probably lighter than the essential speed header. In regards to the 421 by essential speed it could be good but i think that for that price it would make sense to go with the AWR 421... price is also an issue with the shorty since the wagner costs about half the price and it is in the USA. In reality an ems shouldnt be necessary to gain from a header, it is a simple bolt on that has consistently shown gains on stock ems controlled vehicles, although an ems could take advantage of a higher flow header.

[wannabe]

I would recommend the wagner shorty header over the essentialspeed for multiple reasons, First it is not a "jungle", the runners are much shorter=greater velocity, second it has been dyno'd on mp5smuggler's car and showed a 7whp gain. It is also much lighter than the stock manifold and probably lighter than the essential speed header. In regards to the 421 by essential speed it could be good but i think that for that price it would make sense to go with the AWR 421... price is also an issue with the shorty since the wagner costs about half the price and it is in the USA. In reality an ems shouldnt be necessary to gain from a header, it is a simple bolt on that has consistently shown gains on stock ems controlled vehicles, although an ems could take advantage of a higher flow header.


why you say AWR over ES?

seems to me that the speed header is the better buy (dunno)

with the speed header you get the midpipe with a high-flow cat, you dont get that with the AWR

[akhilleus]

Yeah, but the AWR is the world challenge header and many board members have used it with great success. Personally the prices on essential speed products are bad enough plus the fact that the shorty apparently produces little measureable power doesnt reassure me.

[gino]

Mashi Maro: I was interested in the essentialspeed shorty header also, but i don't what to buy an engine management system or an mp3 ecu. do you think an a/f controller like apex'i's afc might help the gains and efficiency of the header?

(dunno) Can't answer that as I've had no experience with aftermarket EMSs.

[gino]

I would recommend the wagner shorty header over the essentialspeed for multiple reasons, First it is not a "jungle", the runners are much shorter=greater velocity, second it has been dyno'd on mp5smuggler's car and showed a 7whp gain. In reality an ems shouldnt be necessary to gain from a header, it is a simple bolt on that has consistently shown gains on stock ems controlled vehicles, although an ems could take advantage of a higher flow header.Your comments are worth noting. I questioned the EssentialSPEED snakes when I bought them because of their complexity instead of "straight shot" downpipes. However, there have been a number of snakes headers designed specifically for racing applications that have been quite successful and I definitely wanted to drop the power band.

My concern mirrors yours: lack of increased HP and torque anywhere in the operating range, according to my dyno pulls. I spoke with Kevin Liphart, owner of EssentialSPEED about this--he claims "8-10 whp with an increase of 20ft/lbs of torque" and he had no immediate answer as to why this would be, even though the power curve is obviously lower based on where the engine starts pulling as revs climb and, ultimately, a lower clocked 0-60 time.

In a number of engines that I have seen, gains over very efficient stock headers--there are a number of them including the Mazda factory cast iron header on the 2.0L (take a close look at it)--may be minimal when that header is replaced with an aftermarket unit. The losses in the DE exhaust system, I believe, are much greater from the first cat back than they are from the exhaust ports through the header.

My Alfa 2.0L headers are factory racing pieces of the classic "drop and sweep back" design seen on many early racing applications. While not having dyno data to back up their specific gains over the stock unit, I certainly wouldn't go back to the rather tortured cast iron works issue.

I agree that a change in engine management settings shouldn't be necessary to see a power increase from more efficient headers. To that end, I am probably going to buy a set of Wagner's headers for the P5 and move the EssentialSPEED snakes to my wife's '03 ES, which has the same mods I've put on my car, an Injen CIA and Magnflow CB.

I have an overbored TB ready to go in this weekend in an effort to move more air into the fuel system at 5280 feet, Denver altitude; this, too, may be met with flat dyno increases. We'll see.

Wagner's cams are in the works, assuming I can get dyno #s on them, as well as a more aggressive EMS, which is sorely needed, in my opinion. The latter, of course, will demand some serious $$$.

Finally, I agree that EssentialSPEED headers are indeed pricey as compared to Wagner's or Forza/OBX, but dollar-wise, certainly on a par with Woodford's offering. It would be interesting to see what Kevin's 4-2-1 headers would do...

Did I hear someone say, "Why not just put a hair dryer in it?"

[Gen1GT]

I would recommend the wagner shorty header over the essentialspeed for multiple reasons, First it is not a "jungle", the runners are much shorter=greater velocity, second it has been dyno'd on mp5smuggler's car and showed a 7whp gain. It is also much lighter than the stock manifold and probably lighter than the essential speed header. In regards to the 421 by essential speed it could be good but i think that for that price it would make sense to go with the AWR 421... price is also an issue with the shorty since the wagner costs about half the price and it is in the USA. In reality an ems shouldnt be necessary to gain from a header, it is a simple bolt on that has consistently shown gains on stock ems controlled vehicles, although an ems could take advantage of a higher flow header.
When you state that shorter runners=greater velocity, you should note that it's only at higher RPM this is true.......don't want people to be mislead

[shinzen]

Well I must admit to being dissapointed at the outcome of these headers, I guess that's why when I tried to get them to post a dyno for a possible group buy they balked- 20lb/ft is just a pipe dream....

[gino]

Well I must admit to being dissapointed at the outcome of these headers, I guess that's why when I tried to get them to post a dyno for a possible group buy they balked- 20lb/ft is just a pipe dream....
(hear ya) I didn't buy the snakes based on dyno claims--I've seen too much BS claimed for aftermarket parts. I bought the header for the power band drop and I would say it's successful. As for Andy's header claim of a 7 hp gain, or anyone else's claims, the only numbers that matter are found on dyno sheets.

[shinzen]

well the nice thing about andy's header is the dyno has been posted by someone who actually has the header- the power band drop is a pretty nice benefit though. I would definitely be interested in seeing a dyno comparison with a piggyback or standalone on those headers though..

[akhilleus]

But ultimately, not to offend those who have purchased shorty headers, I believe it is more costly, less power, and more heat even, ...cause the stock primary cat and whatever manifold will always run hot... it would make more sense to get a 421 or 41 and slap on a hiflow to run the o2 sensor on. When i put the 421 on i will try to make it "semi" emissions legal. It will look nicer too imo... But hey any upgrade to the manifold should produce some results, as was mentioned about the powerband change. What would show more gains though, if u want to stay that route, is to get a custom downpipe or hollow primary cat and larger midpipe, that would show gains close to a 41, and be close to emissions legal, at least sometimes :D

[batmang]

i placed an order for the 4-2-1 header from ES, and im hoping it produces some good results. i dont see how it couldnt. a 4-2-1 header ceramic coated, hi flow cat, and a mid pipe, im hoping it puts out some nice numbers. my cat back is coming this friday, so that will add to the flow.

[Gen1GT]

4-2-1s are a good all around header if it's done right; they can get you good torque and decent hp gains. If you want all out power, get a 4-1 header. If you or your tech knows your shit, you can have tuned length headers. I'm getting a custom 4-1, 1 7/8" primaries that are 36" long, into a 3" collector tapering for 10" into 2.5 at the end. This should allow me to flow massive amounts of air, with the tuned length being 7000rpm(predicted, without knowing exact cam phasing, exhaust port length etc, it's hard to nail it right down). I'm predicting it'll give me not torque loss, with huge gains above 4000RPM, right up to 7400.

[wannabe]

4-2-1s are a good all around header if it's done right; they can get you good torque and decent hp gains. If you want all out power, get a 4-1 header. If you or your tech knows your shit, you can have tuned length headers. I'm getting a custom 4-1, 1 7/8" primaries that are 36" long, into a 3" collector tapering for 10" into 2.5 at the end. This should allow me to flow massive amounts of air, with the tuned length being 7000rpm(predicted, without knowing exact cam phasing, exhaust port length etc, it's hard to nail it right down). I'm predicting it'll give me not torque loss, with huge gains above 4000RPM, right up to 7400.
wish i knew that much about header design (thumb)

so what exactly is the difference between a 4-2-1 and a 4-1, as far as power, not design (that parts self explanatory)

i've heard differing opinions there, ie. that a 4-2-1 is better for HP and torque than the 4-1, but your saying that a 4-1 will give you more horsys...am i reading this right? (dunno)

[akhilleus]

The difference is that a 41 header design gives better performance at higher rpm, the reason gen1gt said power would hit after 4k. However it is debatable, although gen1gt has a BP engine-we have an FS, supposdly these engines dont produce enough top end to warrant the potential low end consequences. A 421 header gives more all around power. Thats the reason that AWR headers show a consistent torque and HP gain before 3k. Whether a 41 is better suited for high rev applications is debatable..... but a BP engine would likely benefit more than a FS series engine from a 41 while a 421 would be better for the FS.

[wannabe]

The difference is that a 41 header design gives better performance at higher rpm, the reason gen1gt said power would hit after 4k. However it is debatable, although gen1gt has a BP engine-we have an FS, supposdly these engines dont produce enough top end to warrant the potential low end consequences. A 421 header gives more all around power. Thats the reason that AWR headers show a consistent torque and HP gain before 3k. Whether a 41 is better suited for high rev applications is debatable..... but a BP engine would likely benefit more than a FS series engine from a 41 while a 421 would be better for the FS.

cool. thanks for the info.

[batmang]

to sum it up, a 4-2-1 header would give you better performance just like akhilleus said above. no matter what header you go with, its freeing up some flow so a gain is always going to happen, what kind, and how much of a gain you get all depends. for our engines a 4-2-1 setup would be the better choice, but its not cheap. a shorty header is better then the stock setup, thats for sure. but if you aint got the bills to spend on a 4-2-1, you cant go wrong with buying a 4-1 or a shorty. but you could just keep saving and get a 4-2-1, cause the overall performance gain you get is much better then a 4-1 or shorty. and thats why i spent $640 for the ES 4-2-1. comes with the header, hi flow cat, and mid pipe, for that price, its not bad at all for what your getting.

[batmang]

forgot to mention this.

it was $552 before shipping, i got a quote of $120 CAN to ship the beast, which is around $85 US. god damn shipping will get ya every time. :(

[gino]

i placed an order for the 4-2-1 header from ES, and im hoping it produces some good results. i dont see how it couldnt. a 4-2-1 header ceramic coated, hi flow cat, and a mid pipe, im hoping it puts out some nice numbers. my cat back is coming this friday, so that will add to the flow.When you get that system installed, I would be very interested in dyno #s as I have been thinking of the same system, which wasn't available when I ordered the shorty. If it pumps decent #s for the price--and it is pricey--I may get it and put the shorty on my wife's ES.

You say your cat's coming back. What did you do to it?

[wannabe]

When you get that system installed, I would be very interested in dyno #s as I have been thinking of the same system, which wasn't available when I ordered the shorty. If it pumps decent #s for the price--and it is pricey--I may get it and put the shorty on my wife's ES.

You say your cat's coming back. What did you do to it?

(stupid) i hope your joking.......he got a cat-back exhaust

[Replica]

Sounds like the ES header is kind of a waste. Looks neat though...

[gino]

(stupid) i hope your joking.......he got a cat-back exhaust
Couldn't help myself...(rlaugh)If that avatar is you, you look like Donald Trump.

[wannabe]

Couldn't help myself...(rlaugh)If that avatar is you, you look like Donald Trump.
(jacked) it is me, i wish i was as rich as him....prolly wouldnt have the mazda anymore though......

[gino]

(jacked) it is me, i wish i was as rich as him....prolly wouldnt have the mazda anymore though......
Forget about Trump's $$$. Keep the Mazda. (bowdown) Gotta be more fun.

[Gen1GT]

to sum it up, a 4-2-1 header would give you better performance just like akhilleus said above. no matter what header you go with, its freeing up some flow so a gain is always going to happen, what kind, and how much of a gain you get all depends. for our engines a 4-2-1 setup would be the better choice, but its not cheap. a shorty header is better then the stock setup, thats for sure. but if you aint got the bills to spend on a 4-2-1, you cant go wrong with buying a 4-1 or a shorty. but you could just keep saving and get a 4-2-1, cause the overall performance gain you get is much better then a 4-1 or shorty. and thats why i spent $640 for the ES 4-2-1. comes with the header, hi flow cat, and mid pipe, for that price, its not bad at all for what your getting.
This isn't true. The only reason a Tri-Y, or 4-2-1 header exsists, is to save space. A 4-1 header has to have all 4 tubes stacked in a cube to work properly. For obvious reasons, you rarely have that much space in your engine bay, or under your car. So you have to comprimise with a Tri-Y. Headers work by taking advantage of the pressure waves that occur when the exhaust valve opens, and a pressure wave instantly exits the exhaust port, travelling at the speed of sound. The positive side of the wave, leaves a negative wave behind it as it travels down the header primary. You want to time the wave so that when it hits the collector, another exhaust valve is opening. The negative wave of the first charge, helps pull the next charge out of the cylinder. As RPMs rise, you have less time to do this, yet the pressure wave travels at the speed of sound(340m/s), which is how you tune a header. By measuring the distance from the exhaust valve to the collector, and factoring that the pressure wave speed, and RPM(an exhaust valve opens every .04seconds at 6000rpm), you can tune your header. There are many more variables of course, but you can get HUGE gains over a Tri-Y using this technique.

Tri-Ys can only partially do this, because as the pressure wave exits the secondary into the collector, it can only pull the charge of two cylinders from the other secondary. Even as it does this, because the exhaust gases are forced from 2-1, they're more restricted. Most of the power gains from a Tri-Y are from larger diameter tubing, mandrel bends and freer flowing piping.

A 4-1 header, tuned to say, 4000rpm will give you way more power than a Tri-Y. But it would need 60 or 70 inches of primary length, which just isn't possible in most cars. So a 4-1 HAS to have shorter primaries, which always tune it to higher RPMs, which in a car with an FS, would seem to give lower gains, because the engine doesn't flow enough air at higher RPM to take advantage of it. Having a header tuned to 8000RPM(like a shorty header), does no good to a car which makes peak power at 5500. See how that works?

Lots of other factors too. Exhaust port velocity, Intake:Exhaust ratio, Primary diameter, collector length and diameter etc. If you had the equiptment, you could spend 100s of hours designing a header, even then, theory could go out the window, because some stuff works better on some engines than others. Theory says my custom header will work well, but we won't know until it's on the dyno.

[batmang]

so what your basically saying is, E = MC^2

[Replica]

Alot of typing for speculation. I'd rather just look at lime-cat.

[wannabe]

This isn't true. The only reason a Tri-Y, or 4-2-1 header exsists, is to save space.

...the exhaust gases are forced from 2-1, they're more restricted. Most of the power gains from a Tri-Y are from larger diameter tubing, mandrel bends and freer flowing piping.

A 4-1 header, tuned to say, 4000rpm will give you way more power than a Tri-Y. But it would need 60 or 70 inches of primary length, which just isn't possible in most cars. So a 4-1 HAS to have shorter primaries, which always tune it to higher RPMs, which in a car with an FS, would seem to give lower gains, because the engine doesn't flow enough air at higher RPM to take advantage of it. Having a header tuned to 8000RPM(like a shorty header), does no good to a car which makes peak power at 5500.


ahh. so, lemme make sure i got this straight

a 4-1 is gonna give you better performance at the higher rpms because their is not enough space to extend the primaries to as long as would be need to tune it to lower rpms. a 4-2-1 will give you less performance at the high rpms than a 4-1, but since it is able to tune easier, they can cover a much larger range of not as much power....correct?

[Replica]

ahh. so, lemme make sure i got this straight

a 4-1 is gonna give you better performance at the higher rpms because their is not enough space to extend the primaries to as long as would be need to tune it to lower rpms. a 4-2-1 will give you less performance at the high rpms than a 4-1, but since it is able to tune easier, they can cover a much larger range of not as much power....correct?
Someone is making this way more complicated than it really is. 4-1 generally adds top end and sometimes will lose torque. A 4-2-1 usually adds mid range power and might not make as good peak hp numbers as a 4-1, but who cares? Useable power > peak power.

I have no idea what a header does in helping to "tune" better. (rofl2)

[Glowspeedp5]

bELIEVE ME THE HEADER IS NOT A WASTE IF YOU ARE STAYING n/a. The FS motor is set up for low rpms power compare to its long time cousin the BP which is higher rpms. If you were to take a 1st generation protege with the 1.8 bp (dual over head cam) and a 2.0 FS motor 3rd generation in a quarter mile race both cars being stick and say magically identical drivers the fs would win to the 1/8 mile by a car length but after that the power is lost and the BP motor protege would pass and win. I am saying this by experience. I also stayed with an ss camero in the 1/8 mile too. The fs is strong down low but up high your gone. The why you would need some cams with lower lobes and higher duration.

[Replica]

I also stayed with an ss camero in the 1/8 mile too. The fs is strong down low but up high your gone.
(rofl)

[CitizenPro]

(rofl)
whats so funny? (lol2)

[Glowspeedp5]

Replica you must have an automatic or drive like an old woman...

[Glowspeedp5]

citzen an you post a pic of your wires and relocater please..

[Replica]

Replica you must have an automatic or drive like an old woman...You're right, I cannot keep up with SS camaro's in the 1/8th mile...where they are WAAAYY faster than a bolt on's Protege5. Let's see...a stock P5 has a 60 foot of about 2.3, and an LS1 SS camAro...about 1.8 on street tires...I dunno, I think the P5 will win in the 1/8th...(bowdown)

hahah, sorry, couldn't keep a straight face (eekdance)

[Gen1GT]

Someone is making this way more complicated than it really is. 4-1 generally adds top end and sometimes will lose torque. A 4-2-1 usually adds mid range power and might not make as good peak hp numbers as a 4-1, but who cares? Useable power > peak power.

I have no idea what a header does in helping to "tune" better. (rofl2)It's not more complicated than it really is. I'm telling it like it is, and informing people who don't know about how an exhaust header works. Just because you don't know how a header is used to 'tune' doesn't mean it doesn't exsist, ignorance is your enemy.

Peak power IS usable power. If two of us have 120whp, with the exact same power curve and one gets a 4-1 which was TUNED properly, and the other gets a 4-2-1: The 4-2-1 will have decent gains throughout the entire rev range usually, say 5hp down low, 7 in the midrange, and 6hp up top. The 4-1 which would be tuned for higher RPM would get your maybe 3 down low, 5 in the midrange, and 10hp at peak. The 4-1 header WILL be faster......


Just to show ignorant-assed Replica who thinks he knows what he's talking about that this stuff is fact...

http://www.lmperformance.com/758/1.html

here, this one talks about 'backpressure' too...

http://www.darkhorseracing.net/headers.htm

[Gen1GT]

ahh. so, lemme make sure i got this straight

a 4-1 is gonna give you better performance at the higher rpms because their is not enough space to extend the primaries to as long as would be need to tune it to lower rpms. a 4-2-1 will give you less performance at the high rpms than a 4-1, but since it is able to tune easier, they can cover a much larger range of not as much power....correct?
You are correct btw....

[akhilleus]

I think we all are in agreement. About the FS it is true. Eespecially on my current setup where i have a very nice low/mid and then the topend just dies.... now it wasnt exactly like this before i had the cam timing retarded, it was the oppostie actually. However The FS can be quick.... but good top end is hard to come by. Oh and I am about to get a 421.... in a couple days :D
And about 41 v. 421
I thought that even with the exhaust valves opening at different times and the tuning of the pulses that in most cases a single collector will force 4 cylinders of exhaust gas into the pipe... while a 421 will stagger it so that the pulses flow together more and dont interefere as much. I might be wrong ... but i think that is why gen1gt says the header primaries must be tuned so as time the pulses correctly. And on a 41 i would think your main collector would have to be a fairly large diameter.

[Subghetto]

Glowspeed are you serious you stayed with an SS camro in the 1/8 no way I mean even with your mods I think that car would destroy you. Either he stalled missed a gear really bad or you got a magical burst of speed. I mean azian6er raced one in the 1/4 I saw the vid and he had a hard time keeping up with one and his car is pretty damn quick so do you care to explain??.

[akhilleus]

Actually v8's arent that fast off the line. First they often spin tires, second its a v8..i would hope a four cylinder could at least keep up for a bit... and then get wasted of course. I can say that from my own experience with a supercharged mustang that it wasnt blisteringly fast initially.

[wannabe]

i got one more question about these headers then.

if a 4-1 is the preffered design, why are they like 1/2 the cost of a 4-2-1? doesnt seem to make sense to charge a bunch more for something comparable, or maybe slightly worse.....

[akhilleus]

As was said by Gen1gt ... i would think that any 41 headers for the FS arent tuned for maximum gains on our engine... the 421 has been proven with dyno results to be more beneficial for our cars. Thats why the 41's are cheaper... although they dont even make many 41's for the FS. Most of our headers are 421 design...ES, AWR, racingmazda, OBX, etc,...

[Gen1GT]

i got one more question about these headers then.

if a 4-1 is the preffered design, why are they like 1/2 the cost of a 4-2-1? doesnt seem to make sense to charge a bunch more for something comparable, or maybe slightly worse.....
4-1s are easier to construct too. 4 pipes, 1 collector..easy peasy. They're not always cheaper either. A shorty header would be, but as far as say, Honda pricing, they cost the same from what I've seen.

[blaxer]

i placed an order for the 4-2-1 header from ES, and im hoping it produces some good results. i dont see how it couldnt. a 4-2-1 header ceramic coated, hi flow cat, and a mid pipe, im hoping it puts out some nice numbers. my cat back is coming this friday, so that will add to the flow.

I'm still gonna own you at the track. Even with your header.

errr.....My header I mean.