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01-10-2008, 09:59 AM | #1 |
Scooby Guru
Member#: 32792
Join Date: Feb 2003
Chapter/Region:
NESIC
Location: lincoln, ri
Vehicle:2003 GGA MBP 12.9 / 105+ |
comparison of synic EL headers vs. ported oem
so last weekend i took off my very well ported oem headers (http://forums.nasioc.com/forums/showthread.php?t=763991) and fitted a set of used synic EL headers that have been sitting in my garage since last summer. the synics had had a VERY light smoothing done to the head ports, and nothing else. (if one looks very carefully at the tube to 3-bolt flange junction it can be seen that the joints are welded on the INSIDE, precluding taking any substantial amount of metal off without having the pieces come apart in your hands.) the only possible improvement that could have been made to my oem header setup would have been a better-flowing crossover pipe.
i also took off a gutted but otherwise untouched oem wrx up pipe and replaced it with a very lightly ported sti up pipe. using a gasket, a carbide bit, a die grinder, and my eyeballs, the inlet to the up pipe was approximately matched to the outlet of the synic collector which was about 2mm inside the gasket line. the outlet of the up pipe was brought to within 3mm of the turbine housing gasket line, leaving a 3mm anti-reversion step there (the exhaust housing is gasket matched). the ground portions of the up pipe were polished with an 80 grit flap wheel. this was a very quick touch up taking less than an hour. both sti up pipe and synic headers received my heat treatment, which consists of a double-layer of 2" thermotec cool-it exhaust wrap followed by heavy aluminum foil duct tape. this time around i followed up the foil with stainless steel lock wire, to keep it in place very securely. no wrap "sealant" or ceramic coating was used on either part. over the past few days i let the wrap burn in (which includes shedding the adhesive back on the foil duct tape). this morning on the way in to work i took a datalog. here is a plot of MRP vs RPM: log of above plot: Code:
2460 -0.2 2.7 39 0 0 14.3 31.1 12.2 ECU 87 ECU 2.7 13.85 2474 0.2 2.7 54 0 0 14 30.7 12.8 ECU 87 ECU 2.6 13.88 2445 0.6 2.7 68 0 0 13.8 30.7 21 ECU 87 ECU 2.6 13.95 2472 0.6 2.7 80 0 0 13.9 30.4 25.7 ECU 87 500 2.7 13.9 2498 0.8 2.7 100 0 0 14 30.5 20.6 ECU 87 500 2.7 13.58 2483 1 2.7 100 0 0 13.9 30.3 14.8 ECU 87 500 2.7 13.43 2508 1.2 2.7 100 0 0 13.6 30.5 15 ECU 87 500 2.7 13.4 2485 1.2 2.7 100 0 0 13.5 30.4 15.1 ECU 87 500 2.7 13.44 2485 1.4 2.7 100 0 0 13.4 30.4 15.3 ECU 87 500 2.8 13.33 2454 1.9 2.7 100 0 0 13.5 29.8 15.5 ECU 87 500 2.7 13.07 2483 1.9 2.7 100 0 0 13.3 29.8 15.6 ECU 87 500 2.8 12.94 2510 2.1 2.7 100 0 0 13.1 29.8 15.7 ECU 87 500 2.8 12.84 2493 2.3 2.7 100 0 0 13 29.8 16 ECU 87 500 2.8 12.85 2496 2.5 2.7 100 0 0 12.8 29.8 16 ECU 87 500 2.8 12.99 2511 2.5 2.8 100 0 0 12.8 29.8 16.3 ECU 87 500 2.8 13.1 2517 2.7 2.8 100 0 0 13 29.5 16.4 ECU 87 500 2.7 13.15 2536 2.9 2.7 100 0 0 13.1 29.5 16.2 ECU 87 500 2.8 13.2 2534 3.1 2.8 100 0 0 13.1 29.5 16.9 ECU 87 500 2.8 13.23 2527 3.1 2.8 100 0 0 13.2 29.1 16.4 ECU 87 500 2.8 13.27 2550 3.3 2.7 100 0 0 13.2 29.2 16.3 ECU 87 500 2.8 13.31 2544 3.5 2.8 100 0 0 13.3 28.8 17.3 ECU 87 500 2.8 13.31 2564 3.7 2.8 100 0 0 13.3 28.8 17.5 ECU 87 500 2.9 13.33 2546 3.9 2.8 100 0 0 13.3 28.9 17.5 ECU 87 500 2.8 13.31 2513 3.9 2.8 100 0 0 13.3 28.4 17.8 ECU 87 500 2.9 13.31 2572 4.1 2.9 100 0 0 13.3 28.5 18 ECU 87 500 2.9 13.3 2519 4.3 2.9 100 0 0 13.3 28.5 18.2 ECU 87 500 2.8 13.28 2574 4.3 2.8 100 0 0 13.3 28.1 18.2 ECU 87 500 2.8 13.27 2556 4.5 2.9 100 0 0 13.3 28.2 18.3 ECU 87 500 2.9 13.23 2585 4.5 2.9 100 0 0 13.3 28.2 18.4 ECU 87 500 2.9 13.2 2590 4.7 2.9 100 0 0 13.2 28.1 18.5 ECU 87 500 2.9 13.17 2590 4.9 2.9 100 0 0 13.2 27.8 19 ECU 87 500 2.9 13.12 2585 4.9 2.9 100 0 0 13.2 27.7 19 ECU 87 500 2.9 13.09 2604 5.1 2.9 100 0 0 13.1 27.5 18.8 ECU 87 500 2.9 13.07 2624 5.3 2.9 100 0 0 13.1 27.4 19.1 ECU 87 500 3 13.03 2594 5.5 2.9 100 0 0 13.1 27.4 19.5 ECU 87 500 2.9 13.02 2602 5.5 2.9 100 0 0 13 27.1 19.6 ECU 87 500 3 13.02 2616 5.7 2.9 100 0 0 13 27.1 19.8 ECU 87 500 2.9 13.03 2596 5.7 2.9 100 0 0 13 26.7 20 ECU 87 500 2.9 13.05 2620 5.9 3 100 0 0 13 26.6 20.1 ECU 87 500 2.9 13.04 2639 6.1 3 100 0 0 13.1 26.4 20.3 ECU 87 500 2.9 13.03 2614 6.3 3 100 0 0 13 26.3 20.7 ECU 87 500 3 13.1 2641 6.3 2.9 100 0 0 13 25.9 20.6 ECU 87 500 2.9 13.14 2670 6.5 3 100 0 0 13.1 25.7 20.9 ECU 87 500 3 13.14 2653 6.8 3 100 0 0 13.1 25.6 21 ECU 87 500 3 13.13 2596 6.8 3 100 0 0 13.1 25.3 21 ECU 87 500 3 13.11 2670 7 3 100 0 0 13.1 25.2 21.2 ECU 87 500 3 13.06 2675 7.2 3 100 0 0 13.1 24.9 21.4 ECU 87 500 3 13.06 2668 7.2 3 100 0 0 13.1 24.6 21.7 ECU 87 500 3 13.06 2690 7.4 3 100 0 0 13.1 24.6 22 ECU 87 500 3.1 13.06 2692 7.4 3 100 0 0 13.1 24.3 22.2 ECU 87 500 3 13 2707 7.6 3 100 0 0 13.1 23.5 22.4 ECU 87 500 3 12.96 2696 7.8 3 100 0 0 13 23.5 23 ECU 87 500 3 12.96 2649 7.8 3 100 0 0 13 23.5 22.9 ECU 87 500 3.1 12.95 2725 8 3 100 0 0 13 23.2 22.8 ECU 87 500 3 12.93 2721 8.2 3 100 0 0 13 23.2 23.3 ECU 87 500 3 12.92 2730 8.4 3 100 0 0 12.9 23.1 23.4 ECU 87 500 3.1 12.92 2686 8.4 3 100 0 0 12.9 22.8 23.6 ECU 87 500 3.1 12.91 2736 8.6 3.1 100 0 0 12.9 22.8 24.1 ECU 87 500 3.1 12.89 2752 8.8 3.1 100 0 0 12.9 22.4 24.2 ECU 87 500 3.1 12.89 2699 9 3.1 100 0 0 12.9 22.4 24.5 ECU 87 500 3.2 12.88 2750 9 3.1 100 0 0 12.9 22.2 24.4 ECU 87 500 3.1 12.85 2759 9.4 3.1 100 0 0 12.9 22 25.1 ECU 87 500 3.2 12.83 2780 9.4 3.2 100 0 0 12.9 21.6 25.3 ECU 87 500 3.2 12.83 2707 9.6 3.2 100 0 0 12.8 21.4 25.8 ECU 87 500 3.2 12.82 2787 9.8 3.2 100 0 0 12.8 21.3 26.4 ECU 87 500 3.3 12.77 2794 10 3.2 100 0 0 12.8 21.4 26.4 ECU 87 500 3.2 12.74 2727 10.2 3.2 100 0 0 12.8 20.9 26.9 ECU 87 500 3.3 12.72 2784 10.4 3.2 100 0 0 12.8 20.2 27.1 ECU 87 500 3.3 12.63 2803 10.6 3.2 100 0 0 12.7 20.6 27.9 ECU 87 500 3.2 12.58 2815 10.8 3.2 100 0 0 12.6 19.8 28.2 ECU 87 500 3.3 12.53 2824 11 3.2 100 0 0 12.6 19.6 28.5 ECU 87 500 3.2 12.5 2820 11 3.2 100 0 0 12.5 19.3 29 ECU 87 500 3.3 12.45 2853 11.4 3.3 100 0 0 12.5 19.2 29.5 ECU 87 100 3.3 12.44 2841 11.6 3.4 100 0 0 12.5 18.8 31.1 ECU 87 100 3.3 12.41 2824 11.9 3.4 100 0 0 12.5 18.9 30.1 ECU 87 100 3.3 12.37 2846 12.1 3.3 100 0 0 12.4 18.9 31.3 ECU 87 100 3.3 12.3 2868 12.3 3.3 100 0 0 12.4 18.5 32 ECU 87 100 3.3 12.28 2832 12.7 3.4 100 0 0 12.3 18.6 32.2 ECU 88 100 3.4 12.18 2888 12.9 3.4 100 0 0 12.3 18.6 33 ECU 88 100 3.4 12.13 2881 13.1 3.4 100 0 0 12.2 18.2 33.7 ECU 88 100 3.4 12.08 2886 13.3 3.4 100 0 0 12.1 17.9 34 ECU 88 100 3.4 11.96 2901 13.7 3.4 100 0 0 12.1 17.9 35.5 ECU 88 100 3.4 11.8 2881 13.9 3.4 100 0 0 12 17.5 35.8 ECU 88 100 3.4 11.72 2841 14.3 3.5 100 0 0 11.8 17.5 33.3 17.1 88 100 3.5 11.66 2855 14.5 3.5 100 30 0 11.7 17.2 33 16.8 89 100 3.5 11.65 2898 14.9 3.5 100 30 0 11.7 16.8 35 16.6 90 100 3.5 11.67 2922 15.3 3.5 100 40 0 11.7 16.5 35.9 16.4 90 100 3.5 11.69 2913 15.5 3.5 100 40 0 11.7 16.4 36.6 16.1 90 100 3.5 11.78 2925 15.9 3.5 100 40 0 11.7 16.4 36.9 15.9 91 100 3.5 11.8 2908 16.3 3.5 100 40 0 11.8 16.1 38.5 15.3 92 100 3.5 11.94 2916 16.7 3.6 100 40 0 11.8 16.1 39.1 15.1 93 100 3.6 12 2933 17 3.6 100 40 0 11.9 15.8 40.4 14.9 93 100 3.6 12.09 2952 17.2 3.5 100 50 0 12 15.7 41.5 14.8 93 100 3.6 12.21 2969 17.8 3.7 100 50 0 12.1 15.7 41.5 14.7 93 100 3.6 12.21 2976 18.2 3.7 100 50 0 12.2 15.5 42.6 14.5 94 100 3.6 12.16 2962 18.4 3.7 100 50 0 12.2 15.5 43.4 14.4 94 100 3.6 12.08 2953 18.8 3.5 100 60 0 12.2 15.6 44.1 14.3 95 100 3.6 12.02 2972 19.2 3.7 100 60 0 12.1 14.9 45.4 14 95 100 3.7 11.97 2978 19.6 3.7 100 60 0 12 15.1 46.2 13.6 96 100 3.6 11.9 3003 20 3.7 100 60 0 12 15 45.7 13.4 96 100 3.6 11.81 3044 20.2 3.8 100 60 0 11.9 15 47 13.4 96 100 3.8 11.76 3032 20.6 3.8 100 70 0 11.8 15.1 48.2 13.4 96 100 3.7 11.73 3010 21.2 3.7 100 70 0 11.8 15 49.1 13.4 96 100 3.7 11.73 3014 21.6 3.6 100 70 0 11.7 14.9 49.9 13.4 97 100 3.7 11.7 3030 22.1 3.6 100 70 0 11.7 15 50.7 13.4 97 100 3.8 11.65 3023 22.3 3.8 100 80 0 11.7 14.6 51.1 13.4 97 100 3.7 11.58 3016 23.1 3.9 100 80 0 11.7 14.8 52.5 13.4 97 100 4 11.56 3015 23.9 3.9 100 90 0 11.6 14.7 52.7 13.4 97 100 4 11.49 3053 23.9 3.9 100 90 0 11.6 14.6 53.7 13.3 97 100 3.8 11.47 3089 23.5 3.6 100 90 0 11.5 14.7 53.4 12.8 98 100 3.6 11.45 3117 23.9 4 100 90 0 11.5 14.6 53.4 12.8 99 100 3.6 11.42 3129 24.1 4 100 90 0 11.5 14.6 56.9 12.6 99 100 3.6 11.36 3144 23.9 4.1 100 90 0 11.4 14.2 54.4 12.9 99 100 3.8 11.34 3159 24.7 3.7 100 90 0 11.4 14.5 57.4 13.1 98 100 4.1 11.33 3182 24.7 3.7 100 100 0 11.3 14.3 56.5 13.1 98 100 4.2 11.28 3194 24.7 3.4 100 90 0 11.3 14.6 58.3 13 98 100 4.2 11.26 3209 24.5 3.9 100 90 0 11.3 14.7 57.4 12.6 99 100 3.7 11.22 3229 23.9 3.9 100 90 0 11.3 14.7 56.9 12.6 99 100 3.7 11.18 3231 24.3 4.1 100 90 0 11.2 14.6 58.9 12.4 100 100 3.7 11.18 3223 24.1 3.9 100 90 0 11.2 14.6 59 12.6 100 100 3.7 11.17 3257 24.5 3.6 100 90 0 11.2 14.2 58.7 12.8 99 100 4 11.17 3286 24.9 3.6 100 100 0 11.2 14.4 61.6 13 99 100 4.1 11.17 3294 24.9 3.8 100 90 0 11.2 14.4 61.8 12.6 100 100 4.1 11.18 3318 24.9 4.1 100 100 0 11.2 14.2 60.6 12.8 99 100 4.1 11.15 3346 24.9 4.1 100 90 0 11.2 14.5 61.6 12.8 99 100 4.2 11.14 3351 24.7 4.1 91 90 0 11.1 14.1 60.9 12.4 100 100 3.8 11.12 3347 24.1 3.6 75 90 0 11.1 14.7 59.7 12.6 100 100 3.7 11.12 3358 24.3 3.6 58 90 0 11.1 14.2 61.3 12.8 99 88 4 11.1 IAT = 38*F 5th gear 1 bar @ 2870 20psi @ 3000 24psi @ 3125 3.0mafv @ 2620/5.9psi 3.5mafv @ 2840/15.7psi 4.0mafv @ 3120/23.9psi for comparison: http://forums.nasioc.com/forums/show...7&postcount=71 (1 bar at around 3075) http://forums.nasioc.com/forums/show...99&postcount=1 details: IAT = 21*C (70*F) 5th gear 1 bar @ 3075 20psi @ 3270 24psi @ 3500 3.0mafv @ 2725/6.3psi 3.5mafv @ 3103/15.7psi 4.0mafv @ 3550/24.1psi http://forums.nasioc.com/forums/show...8&postcount=34 1 bar @ 3075 20psi @ 3280 3.0mafv @ 2784/5.1psi 3.5mafv @ 3027/12.7psi one thing that i must point out is that i found a little bit of carbon on the driver's side manifold-head gasket. it was only on one side and it was not very thick, but there was very likely a small exhaust leak there. i had noted some exhaust smell every once in a while. by no means am i saying that such a small exhaust leak alone caused the boost threshold increase of 200rpm, but it was a factor and it should be taken into account. remember too that you will NOT see this kind of thermal management on your average tube header install, and that makes a huge difference. finally, the slightly larger internal volume and possibly more disruptive flow of a gutted cat up pipe has been changed as well. in any event i am pleased with the improvements in boost threshold from the EL headers. i also feel a smoother response from the engine in that rolling on the throttle from low rpms does not result in "lugging" quite as readily. for example anything below 2k in 3rd gear would result in a very loud shaking, made much worse due to my lightweight flywheel and crank pulley. now that threshold has been dropped ~3-500 rpms. the car is also much quieter, which is fine by me. i will be following up in this thread with more data from the higher rpm ranges where improvements in max flow may (or may not) be seen. i've got some pics too. hth ken |
01-10-2008, 10:14 AM | #2 |
Scooby Guru
Member#: 32792
Join Date: Feb 2003
Chapter/Region:
NESIC
Location: lincoln, ri
Vehicle:2003 GGA MBP 12.9 / 105+ |
|
01-10-2008, 12:06 PM | #3 |
Scooby Specialist
Member#: 91925
Join Date: Jul 2005
Chapter/Region:
TXIC
Location: Flower Mound, TX
Vehicle:2015 WRX STi AWDTuning.com |
Great info as usual Ken, I've been eye'ing a set of EL headers for my setup as well.
|
01-10-2008, 02:05 PM | #4 |
Scooby Specialist
Member#: 85132
Join Date: Apr 2005
Chapter/Region:
Tri-State
Vehicle:2017 Bolt Blue |
I had the Synics on my WRX and plan on putting them on the 04 STi I just bought. I liked them as well and thought the off boost throttle response was better than stock.
After reading this post I will definitely take the opportunity to wrap them berfore installing them since they are off the car! |
01-11-2008, 08:04 AM | #5 |
Scooby Specialist
Member#: 44422
Join Date: Sep 2003
Chapter/Region:
SWIC
Location: Gilbert, AZ
Vehicle:2009 G8 GT Cammed, sprayed, stalled |
Ken, how does your engine load vs. RPM compare? Although getting the boost to come on quicker is important, it is not necessarily a direct correlation to more power. Increased engine load or MAF g/s is (I know you know all that BTW). I was interested to see the improvement in airflow due to the headers.
|
01-11-2008, 08:34 AM | #6 |
Scooby Specialist
Member#: 108091
Join Date: Feb 2006
Location: Fargo, ND
Vehicle:2002 WRX |
Welcome to the dark side ken!!!
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01-11-2008, 11:59 AM | #7 | |
Scooby Guru
Member#: 32792
Join Date: Feb 2003
Chapter/Region:
NESIC
Location: lincoln, ri
Vehicle:2003 GGA MBP 12.9 / 105+ |
Quote:
i prefer to use the utec to log since i get a consistent 20lps, and wideband afr data. by logging the oem ecu and plotting the load vs. mrp i get a translation function that i can then use against the utec logs. i forgot to mention it earlier but i also see a ~120*f reduction in exhaust gas temps from the #4 cylinder. whether this is because #3 is no longer affecting the probe or it's a distinct change from #4 i do not know. ken |
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01-15-2008, 10:53 AM | #8 |
Scooby Specialist
Member#: 108091
Join Date: Feb 2006
Location: Fargo, ND
Vehicle:2002 WRX |
I just wanted to bump this up because i think it deserves more discussion. Somebody is finally logging this header on a 2.0. I haven't seen much discussion on it, so i guess i'd like to see more. No i didn't search i guess, but hey, ken knows his stuff, and it's his thread so, TTT!!!!
|
01-20-2008, 08:20 AM | #9 |
Scooby Guru
Member#: 32792
Join Date: Feb 2003
Chapter/Region:
NESIC
Location: lincoln, ri
Vehicle:2003 GGA MBP 12.9 / 105+ |
some additional thoughts:
1) car seems to run smoother in the lower and mid rpm ranges. i suspect this is due to the evening out of backpressure from each of the cylinders. i also notice less deceleration noise from the tranny when compression braking. 2) car is a bit harder to stall down low in the idle-1k5 range. 3) with utec running speed density, afrs above 6k rpms have drifted about a half point leaner on average, from mid-high 11s to low-mid 12s. timing remains unchanged, and no knock has been observed yet. that amount of afr shift indicates a VE increase of approximately 4% vs. the oem headers. i'll have some logs of the above later... my wife has been commandeering the laptop lately so this is all from just watching gauges. ken |
01-22-2008, 04:10 PM | #10 |
Scooby Guru
Member#: 3782
Join Date: Jan 2001
Chapter/Region:
South East
Location: Tampa B*tch!
Vehicle:02 WRX WFC#040 Clean on 19's |
Nice review, I want to get one myself... anyone have one for sale?
|
02-11-2008, 02:13 PM | #11 | |
Scooby Specialist
Member#: 85905
Join Date: Apr 2005
Chapter/Region:
Tri-State
Location: Staten Island
Vehicle:2004 WRX |
Quote:
Hey Ken, what is this thermal duct tape you speak of and where did you get it? Also did you individually wrap each runner or wrap them together? |
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02-28-2008, 02:07 PM | #12 |
Scooby Specialist
Member#: 87629
Join Date: May 2005
Chapter/Region:
SCIC
Location: Los Angeles
|
^^just purchased a synic el and I'd like to know too
|
03-04-2008, 12:44 PM | #13 |
Scooby Specialist
Member#: 85905
Join Date: Apr 2005
Chapter/Region:
Tri-State
Location: Staten Island
Vehicle:2004 WRX |
Already sold guys. Went with the WBR one. My last set of Synics was wrapped(poorly I might add) and the spool was nice but I am uncomfortable with the dangers of wrapping a header and the damage it does to the metal after a long period of time.
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03-31-2008, 09:45 AM | #14 |
Scooby Guru
Member#: 32792
Join Date: Feb 2003
Chapter/Region:
NESIC
Location: lincoln, ri
Vehicle:2003 GGA MBP 12.9 / 105+ |
|
03-31-2008, 02:01 PM | #15 |
Scooby Guru
Member#: 23717
Join Date: Aug 2002
Chapter/Region:
NESIC
Location: Beverly, MA
Vehicle:2005 Big red |
Hey ken let us know when they crack. So far mikey has been through 2 of these.
|
03-31-2008, 07:33 PM | #16 |
Scooby Guru
Member#: 32792
Join Date: Feb 2003
Chapter/Region:
NESIC
Location: lincoln, ri
Vehicle:2003 GGA MBP 12.9 / 105+ |
mark,
shortly after i put it on the car, the #2 flex joint bit the dust. i fixed it. you don't even want to know how, or how much it cost me! |
04-18-2008, 05:48 PM | #17 |
Scooby Specialist
Member#: 85905
Join Date: Apr 2005
Chapter/Region:
Tri-State
Location: Staten Island
Vehicle:2004 WRX |
Wow that sucks. Im glad I got rid of mine and went with WBR. The coating is nice and they have really made the power on my car
|
04-18-2008, 10:48 AM | #18 |
Scooby Guru
Member#: 48219
Join Date: Nov 2003
Chapter/Region:
MAIC
Location: Pittsburgh, PA
Vehicle:. Always drive the race line . |
how did you fix it? JB weld?
|
04-18-2008, 11:03 AM | #19 |
Scooby Guru
Member#: 23717
Join Date: Aug 2002
Chapter/Region:
NESIC
Location: Beverly, MA
Vehicle:2005 Big red |
Soda can?
|
04-21-2008, 05:09 PM | #20 |
Scooby Guru
Member#: 32792
Join Date: Feb 2003
Chapter/Region:
NESIC
Location: lincoln, ri
Vehicle:2003 GGA MBP 12.9 / 105+ |
i actually just pulled them back off the car the past weekend.
i have a theory as to why people are having issues with these headers (and probably most others)... they are not jigged very well. on my car to get the over the studs i had to apply quite a bit of outside pressure.. ie the headers were too narrow. once you get them on the car that way the flex joints are taking a lot of strain. as it stands the manufacturing of the flex joint itself makes it inherently weaker than a solid tube. after a bunch of cycles to 1k* and back down while continually under tension from a bad fit it is only a matter of time before it fails. i suspect that the flex joints weren't the best quality in the first place, and i bought these headers used. (for the record, i had repaired one flex joint with a $3 tube of exhaust putty from autozone, an old coffee can, and four 4" hose clamps. slather on putty, fit can over the whole mess, clamp it down, let it cure for about 36 hours. it surprised me when it held 25+ psi boost! when the other let go i just didn't have the space to repair it under the car as i did the first one, so off they came.) the plan is to find a few scrap pieces of proper diameter stainless tube, and a good day this summer to slap them back on the car. i'll drive down to the garage, cut out both flex joints, fit the solid tubes on, get them tacked, take off the headers and weld 'em up proper. i think most header failures are due to manufacturing tolerances putting undue stresses on the pipes and the only real way around this is to get them custom fitted to your car. luckily i paid <$400 for them in the first place and have friends who are good welders. hell i'd weld 'em myself but i don't have enough experience with thinwall tubing and i'd make a mess. i'll also say this: going back to the oem header really illustrates how constricted they are. they're noisier, and all my speed density tuned operating points shifter from 0.5 to 1 afr point richer. the only good thing about them is they sound cooler, but for me it's not enough to keep me from swapping back to EL tubes as soon as i can. |
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