Damn, I wanted to read this thread but I’m majorly late to the party. I would like to see what headers can do back to back on my car, but after hearing test pipes with my exhaust, I think I’ll pass. It’s too loud for me (may be fine on other exhausts) so I almost rather not know, lol. Other than that typically we don’t make software or test other companies products, so by all means, please don’t take our lack of testing on the EC headers as us speaking poorly about them. I really don’t think I can personally comment more other than that as I don’t have any other real world testing.
holy hell I feel like the bell of the ball here lol
what if I ship my car over to u guys for a few weeks 
What do your engineers think of the existing exhaust options with regards to your stage 3 kit?
Stock exhaust should work just fine. We are not going to require high flow cats or anything like that.
Interestingly no comments about CVs post. I thought it was great since it touched on all the conversation, and expanded on what I was wondering about stage III. Thanks CV for the insight…
In all the motors I have seen, there was never an instance where increasing the primary tube diameter and increasing the length of the primary didn’t gain power. The manufacturer has always went conservative and usually for reasons of packaging, heat rejection, and longevity, and had no problem forsaking a few percent of VE to meet the reliability and NVH concerns.
In many instances when the valve overlap is played with, there can be exceptional gains with headers and tuning the resonant length for the sweet spot. It’s a component of what makes a motor able to achieve a higher than 100% VE, because the vacuum pulse returned from the collector will suck enough fresh charge in the open overlapped intake/exhaust valves. It’s pretty certain that most OEM cast log manifolds haven’t bothered to take advantage of this.
Hey, how come we aren’t logging valve overlap…? I know only our intake side is variable, but I’d be surprised if this wasn’t part of the key to making headers work on a particular tune.
The supersprint headers for the rs4 cost power, didn’t make it. It fit your description… But wouldn’t fit your everytime rule.
There are plenty of ways to fuck up a header design. Or to make it only slightly worthwhile.
Sure, I guess I should have qualified it by comparing to factory logs, like I did in the next paragraph. The RS4 was definitely one of the few cars to have tubular headers from the factory…even the 911 comes with loggies. I don’t know about the supersprint results for power (sure, point a link), but FWIW they usually do a lot of MAHA testing to go with the product.
But it’s always much too expensive for what you’re getting from them. i have the supersprint x-pipe on my M5, I shudder to think how much the previous owner of my car paid for something a guy could have done in the exhaust shop for a few hundred installed.
Very informative post CV, I have one question for you. Does the same logic apply to direct Injected forced induction engines?
[quote=“Jspazz,post:128,topic:4177”]
my new to me old ass audi has a factory tube header 
[quote=“beemercer,post:130,topic:4177”]
Coupe quattro or v8 quattro?
Great post CV. I’m sure many appreciate it even if they don’t comment.
Very interesting stuff from CV. Their success on the B6/7 cars is no coincidence. $500 for the JHM tune from this man is a bargain!
Wow…/Ran across this forum while searching for some other audi related info.
I am new to the automotive tuning world, and admittedly do not know as much as you/others do about tuning these cars.
I am not a drag strip guy – I raced motocross my whole life, but when I had a family (2009) I sold the bikes. After finally figuring out this parent thing, I am ready to jump into a safer hobby. With age, you get a cage.
I will try and make it out to the 1/4 mile strip to give another data point.
Next time you are in Seattle, look me up, I will buy you a pint.
Now back to your regular AZ bashing…
This is not exact science, but it gives you a rough idea on the differences between stage 1 with headers and stage 2.
Caveat:
-Same Dyno
-Different days
We both had the same intake and aftermarket exhausts.
2012 DSG
APR Stage 2:
HP: +60.52
TQ: +44.45
http://img.photobucket.com/albums/v668/Ookane/StockvsTuned_zps01690d39.jpg
2013 DSG
Stage 1 + Headers:
HP: +77.54
TQ: +62.67
http://farm9.staticflickr.com/8505/8535283934_0e45998248_b.jpg
Welcome to the forum. Do you drive a B8? Are you running the headers? I’m a little confused about the point of your post.
I was reading this on my phone and actually thought u offered to buy a joint. Lol - well I guess that’s legal now by you guys in any event.
Apparently I am the guy primetime has a reverse man-crush on, well_armed .
But yes, I have EC headers installed.
He is 'well armed ’ from audizine
Hey wellarmed/notarmed: was that Dyno if the other car a car with catalytic converters? And are your headers catless?
Looks like a 17-18 whp/wtq gain across the board. Would be interesting to see another similarly modded car with 034 hfc or test pipes.
Yes, he had stock headers with APR’s catback.
Mine are off the shelf Eurocode catless headers matched to the milltek.