I am in the market for a header for my 420a. I would really like to go with a Graddy header, but for the money I am thinking that a DC Sports header is the better choice. I have always heard that a header and down pipe for the Eclipse will fit the Venger/Sebrings, but I was noticing when looking at the DC Sport header it said without EGR. Will this create a problem?
stay away from pacesetter... and obx.. they are really not going to do anything for you..
The only one i'd recommend is the airmass 4-1 long tube header.. the 4-2-1 headers really aren't anything special and don't give much gains beyond what a ported stock exhaust manifold will give you.
the EGR was a 95 MTX thing only. don't worry about it.
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2001 Sebring Coupe - V6 5sp 1995 Sebring Coupe - I4 5sp Political correctness advocates the proposition that it is entirely possible to pick up a turd by the clean end.
bosal / greddy / DC .. they are all about the same.. same 4-2-1 design.. pretty much same length primaries and tube size..
airmass (a holley product) is the only one that is a 4-1 long tube design.. and really.. that's what your looking for in a daily driver.
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2001 Sebring Coupe - V6 5sp 1995 Sebring Coupe - I4 5sp Political correctness advocates the proposition that it is entirely possible to pick up a turd by the clean end.
I thought that 4-1 was better only for top end, and a 4-2-1 was better for take-off, I guess you don't always believe everything you here. Thinks guys, I did not know there was a 4-1 header out there for a 420a.
P.S. This might be bad to say, but ASOG is kind of nice with fewer people around right now. I asked this header question right before ASOG went down and I did not get any replies on this subject, because there were so many topics posted before that question got over looked. But I hope they all come back again. Except those how post their stereo system for sale in the questions/problems forum, and not ever sending it after someone buys it.
« Last Edit: January 31, 2006, 08:54:21 PM by mhardiman »
EGRis all done in the head. The pulsed secondary air system was a 95 emissions creation... which has a TSB to have it removed and the ECU reflashed so no CEL shows.
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Exile Racing Technologies 1997 Mitsubishi Eclipse RS 1995 Dodge Neon Sport
James 1996 Dodge Avenger 2.4L Hybrid - RETIRED 2004 Pontiac Grand Prix GTP Comp-G - SOLD 1999 Dodge Avenger 5spd all stock, Daily Driver 1995 Nissan 240sx Project Car
I thought that 4-1 was better only for top end, and a 4-2-1 was better for take-off, I guess you don't always believe everything you here. Thinks guys, I did not know there was a 4-1 header out there for a 420a.
P.S. This might be bad to say, but ASOG is kind of nice with fewer people around right now. I asked this header question right before ASOG when down am did not get any replies on this subject, because there were so many topics posted before that question got over looked. But I hope they all come back again. Except those how post their stereo system for sale in the questions/problems forum, and not ever sending it after someone buys it.
with the stock manifolding on the intake, and the configuration of the stock exhaust ports.. and the short stroke.. you end up with a very high pressure high velocity, but short exhaust pulse leaving the port.. due to the nature of this exhaust flow, the 4-2-1 headers don't match up well.. as with any header the most important piece is the merge collector.. and most of hte collectors are crap..
so.. to isolate the pulse and make the system work better.. you want to minimize the chance of reversion.. the airmass uses stepped primaries as well as a single merge collector.. the other headers don't use stepped primaries.. as well they have 2 collectors.. 2 points of creating reversion instead of one.
the longer primaries will increase torque across the rpm range.. by reducing the number of points of reversion, and stepping the tubes.. you allow the system to breathe much better.
the engine falls off in the higher rpms because of two things.. the intake manifold starts to choke... as well the exhaust manifold restricts the flow at higher rpms.. the airmass fixes one of the problems.
also... shorter primaries adjust the torque peak for higher rpms.. not the other way around. the 4-2-1 design does work for some port configurations to increase torque in multiple areas.. it doesn't work well with our ports..
the 4-1 will also help the top end.. which is odd.. but.. *shrug* if it works.. it works.. all ya need to know..
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2001 Sebring Coupe - V6 5sp 1995 Sebring Coupe - I4 5sp Political correctness advocates the proposition that it is entirely possible to pick up a turd by the clean end.
Is this also true if we don't have a stock intake system. I am running an AEM long intake system. I had this brainstorm one day of something to replace the stock intake plenum, I'm calling it an equal length intake header. I'm sure you know what I mean by the name, but it's just individual equal length ports from the throttle body to the head. Do y'all think this will work, and if so with my intake side beefed up will the 4-1 exhaust header still be the best choice. I do like the price of the AIRMASS system better then the 4-2-1 Greddy or DC Sports header's.
« Last Edit: November 22, 2005, 09:00:47 PM by mhardiman »
ok, pretty much the only thing I can think of that you'd be talking about would be individual throttle bodies. The factory intake manifold on our cars isn't bad at all. The intake itself is not going to make much of a change on it past the throttle body.
Best bet I would suggest would go to howellautomotive.com and get a new throttle body for it, and couple that with the holly airmass and it should free it up a bit more. If you ever plan on going further with it save the money on the header now, as all that would be replaced if you ever went with a turbo on the car, but the throttle body would only help more if you ever did go forced induction/nitrous
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1997 Dodge Avenger - 2.2 liter stroker, equal length turbo manifold, 3" exhaust, standalone, 3spd drag tranny, and much much more..... 2003 Dodge SRT-4 - big fmic, zex direct port nitrous, wga, greddy type S, 3" Thermal exhaust, s-afc and avc-
Actually, the stock intake manifold is junk. Doesnt flow well at all up top, starts to fall off above 5K rpm or so and begins starving the motor of air.
For NA guys, means top end is suffering.
FOr turbo guys, we can make up for the inefficiency with boost, but were still running uphill.
Actually, the stock intake manifold is junk. Doesnt flow well at all up top, starts to fall off above 5K rpm or so and begins starving the motor of air.
For NA guys, means top end is suffering.
FOr turbo guys, we can make up for the inefficiency with boost, but were still running uphill.
Like my idea of and equal legthed intake header. Trying to load a CAD drawing of my idea but it's not letting me.
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