S13 KA24DE 4-1 Header

[Nisxsz]

I hear people say to avoid 4-1 header because of loss in torque. Anyone have 4-1 header and noticed this?Also S13 kade has one o2 sensor correct?

PS. I have 3" catback, 248/232 cams, stock cat.

There is a Pacesetter header 4-1 for a good price and I'm thinking about snatching it.

Thanks,-Saier

[Nisxsz]

anyone?

[-RJ-]

i noticed a bit more acceleration when i switched from an s14 (4-1) to an s13 (4-2-1) convertible (they almost weigh the same). it feels as though the vert had more push

but thats just me

and i think all kade have 1 o2 sensor.. someone correct me if im wrong

[24DSXY1]

Isn't there one o2 on top and another on the bottom? I forget...

[Nisxsz]

on the s13 there is one before the cat. on the s14 i believe there are two before the cat.

4-1 has less back pressure i read. Therefore loss in torque but maybe gain in power.

Anyone have prove of this?

[Chaluska]

From what i understood

89-94 (obd-I) has 1 x 02 sensor on the exhaust manifold.

95-98 has a 1 wire 02 sensor on the manifold, and a 3 wire heated rear 02 sensor behind the cat.

[Chaluska]

Also the 4>1 header will give better flow up top.. but the 4>1's on ebay are way to short for any gain. The hotshot knockoff should yield the most power, a 4>2>1.. at a total cost of just shy of 90$

[24DSXY1]

Isn't the 4-1 header better for drag racing cause it adds more top end power and the 4-2-1 better for everything else? I know stillen makes a 4-1 for the altima ka24de, and it's pretty short. Maybe that's why Honda all-motor drag racing headers are 4-1? It's just that I've only heard negative stuff about pacesetter like, the runners are small in diameter and their designs are not tested, just copied. I don't know, never tried one myself.

[24DSXY1]

Also the 4>1 header will give better flow up top.. but the 4>1's on ebay are way to short for any gain. The hotshot knockoff should yield the most power, a 4>2>1.. at a total cost of just shy of 90$

My cousin has this 4-1 header on his 96' now and he says he feels a difference on the top end compared to stock, but I think the round ports are smaller than the ka's square shaped ports. Also, his car is an automatic.

[Ajax]

I'd imagine the fwd headers are easier to create with equal runner length than on rwd headers. Neither of the headers shown here have equal length runners. I'm not an engineer or physics guy, but that might have a lot to do with why the available 4-1 headers are considered lesser than 4-2-1. Just a thought. Ultimately, either of these will probably prove better than stock, due to increased diameter tubing, and smoother bends.?.

[s14tan]

I have 4-2-1s on my s14 I felt a lil more pull on the low side.

[sr20deTsomeday118]

i can see 4-2-1 headers having a ****-ton more back pressure, the 4-1 is just dumping all that exhaust into one 2.5 or 3 in hole whereas the 4-2-1 gradually combines the exhaust gases. This slower combination of the header tubes allows back pressure to remain semi-constant.

if it were me and i wasnt going boost in a little under a year, i would def go 4-2-1. Not to mention stainless steel headers look effin nutzors

[MagnumP_I]

From what i understood

89-94 (obd-I) has 1 x 02 sensor on the exhaust manifold.

95-98 has a 1 wire 02 sensor on the manifold, and a 3 wire heated rear 02 sensor behind the cat.

Actually my 93 hatch had one on exhaust manifold and one past cat but when I did the headers an downpipe all in one setup I realized my bottom O2 sensor was cut or burned off seeing I got the car with open downpipe . So I caped off the bottom O2 and it was fine no check engine light or anything runs great . Also cut EGR tube and caped it just be careful with that might not pass smog.

[yellowcar]

Header design is not just about backpressure.In order to pick the best header (or any other component for that matter) you need to decide what you want out of the motor first. All high end power, low end grunt, etc..

Here are a couple of overly simplified overviews of two designsThe 4-2-1 design works by combining the pulses from two cylinders to help “pull” the exhaust out of the cylinder. Which two are connected and how far from the head all make a difference. How long before the two tubes are connected also makes a difference. In general this design works well for low end torque.

The 4-1 design is generally better for a high revving motor. The length of the primaries makes a difference as well as the length of the collector There are a few things that make a difference in a header.

Tube Diameter Primary header pipes must be small enough to maintain the strength of the compression waves and suction waves (gas velocity) in the pipes. Primary header pipes must be large enough to allow optimal flow of gases past the exhaust valve, and down the header pipes.

Primary Tube length Need to be the right length to ensure correct arrival time of the scavenging wave that will be reflected back to the exhaust valve.

Collector length Must be of proper diameter and length to provide the correct duration and intensity of the scavenging wave.

Design 4-2-1 or 4-1 etc.. Primary header pipes and collectors must produce a scavenging wave that is present at the exhaust valve during the valve overlap period over an established operating RPM range for the engine.

Here is some more infohttp://www.popularhotrodding.c....html

[Ajax]

Awesome info yellowcar!