of being Xephyr! This person in no way should ever be mentioned in the same text and I do apologize. I hope SSMan66 comes back to this board to help the people who really have an interest in promoting our cars.

 

i forgive you.

 

So what finally convinced you?

 

arent you gonna forgive him too?

 

...fine...yes rwwlaw, I forgive you

 

see, isnt it much better to live life a nice guy ?

 

Yea I guess your right, but now that I have made 3 of the first 7 posts in this thread I feel kinda dirty...like a postwhore

 

ehh, you know you like it...

 

You don't owe me or anyone else here an apology except SSMan66 (which is what I think you meant)... but I forgive you anyhow. :p

I think you are doing the right thing and it is nice to see someone fess up when they are wrong; A trait more people here need to acquire.

 

haha he wasnt even asking for anyones forgiveness, except ssman..haha well, lets all forgive him anyways...

There there....

 

rwwlaw - I forgive you

I have a lot of respect for you and your efforts in the past week to bring me back to the CL forum. Thank you!

I had to come back as "SSMAN" since my prior alias (SSMAN66) seems to have experienced a password change without my knowledge.

 

I am glad to see you finally coming to your senses as I had been vouching for SSman66 the whole time. I opposed the witch-hunt that you had imposed upon him, the topics that you (as rwwlaw and ronw) stated accusing him of being Xephyr, the slighting remarks you made of him in other Xephyr- related topics (quoted rwwlaw 7/10 1:42AM: Try to find SSMan66 and I think you will have found Xephyr. He's hawking parts on TL! When I confronted him here he deleted all of his posts. Now why do you think he would do that? http://www.acura-cl.com/cgi-bin/ulti...c&f=1&t=008093 , also on 7/13 7:50PM rwwlaw: So, was I right about SSman66? If so I would like an apology http://www.acura-cl.com/cgi-bin/ulti...f=1&t=008326), and sending nasty e-mails to him and telling us he was Xephyr when in the first place you had not proven that he was Xephyr and made your own conclusions just because he 'sounded' like Xephyr.. I am happy to see that SSman is back on the board and that you helped to bring him back.. you are forgiven

[ 07-23-2001: Message edited by: e1828 ]

 

Awww.. group hug!!

j/k, but good stuff rwwlaw....

 

SSMAN,

Glad to have you back. You are always welcome here.

Spiro

 

Whos SSMAN? What does he do? :p

 

lets not rub it in anymore, I'm sure he feels bad enough.

 

Glad to have you back SSMAN. Let's meet up at Carlsbad some time SOON

 

Yea that was stupid i think he knows what he did.

 

im glad too and because of you ssman..i went on an adveture seeking professionals to build me a 6:1 long header and did find someone BUT!!!not sure if itll be worth it...what would be the best design of a header with our engine in mind to improve torque if at the expense of hp fine by me??

 

Cool to have you back...did you ever receive my private message on the TL board?

 

SSMAN,

Glad you reconsidered and came back. Did you get my email question regarding the VTEC switch?

 

Obviously he was in the Gestapo, but let's not hold it against him !! J/K

 

tw1112 - I did get your PM...thank you! I replied back, but I can't remember if it was by email or PM.

TypeR - Good headers will optimize the engine's performance in the rpm range where you do most of your driving. For most of us that means an increase in bottom end grunt for street driving with the ability to pull hard on the top end for those freeway onramps and weekends at the track.

There are a number of factors that go into good header design. You can use the headers and exhaust to tune an engine for any behavior you want.

The first thing to consider is the relationship between primary tubes. Unequal length tubes allows "tumbling", or turbulence in the collector. Think about this: All 3 tubes meet at the collector. If the outboard tubes are longer than the center, the exhaust gas of the center tube has less distance to travel. The gas from that tube will enter the collector with less time delay, and with more volcity, than the outboard tubes. Consider the firing order of the engine, and you can see what a mess this creates. Exhaust gas from different cylinders will fight for an exit, hence turbulence.

If all tubes are equal length, you increase efficiency and create "scavenging" of exhaust gas. It's similar to the effect of a vacuum pulling exhaust gas out of the combustion chamber and allowing it to flow smoothly out of the header.

The next tuning tool is the physical length of the primary tubes. Longer tubes generally increase torque, while shorter tubes breathe well in the upper rpm's. This is a give-and-take relationship, and you need to find the balance for your driving needs.

Primary tube diameter is used to tune the power band. Larger tubes flow more air, but they sacrifice velocity. If the diameter is too small you'll sacrifice top end power. If the diameter is too large there will be no torque. This is one area where you really can have the best of both worlds. By using "steps" (different tube diameters) you can increase low end torque and top end power. You start with the smallest diameter at the header flange (engine side). Through testing you determine where the velocity (measured in feet per second [fps]) decreases. (Typically this is also where a "hot spot" appears on the header. It's the point where exhaust gas is building pressure) At this point you need to increase the primary tube diameter (weld on a larger tube at that point to decrease restriction). Typically a "stepped" header will change diameter 3 times before reaching the collector.

Stepped headers accelerate the exhaust gas an increase scavenging. As a result the engine will run cleaner and with increased efficiency.

The collector is another area of tuning. Varying diameters and collector extension lengths will allow even more tuning.

I still have a lot of testing to determine what is optimum for my combination, but my baseline test will probably be something like this:

1st primary section: 1 1/2"
2nd primary section: 1 5/8"
3rd primary section: 1 3/4"
overall primary length: 24"
collector diameter: 2 1/2"
collector extension: 2 1/2" tubes - unkown length connecting to a single 3" pipe (custom Y-connector)

There's a lot here to digest. I hope this helps somewhat

FDAO - I got your email.......didn't you get my reply? I might have it saved to so I can resend. I'll check my work email tomorrow.

[ 07-24-2001: Message edited by: SSMAN ]

 

Whoops...sorry I think I over looked this one! Well glad you came back anyhow..Hope to meet you at a meet sometime!

 

Thanks! Looking forward to your explanation. Very enlightening explanation of the headers tubing length BTW . I believe the theory of step up design has been applied to the CHIKARA headers for the 4 cylinders. Do you have any experience with this design?