Hi,

they can be found here..

http://www.maxspeed-motorsports.com/

 

Found out that the Schnell's have an inner diameter of 50mm. With minimal performance gains and minimal impact on sound, is there a downside to going with these? They are full stainless, 100% mandrel bent, equal length, with race style collectors. And they are 1/2 the price of the others, and still even less than the OEM X51 and NHP X51. I just dont see a downside for the price?

 

Bigger isn't always better, do your research before you pull the trigger.

 

do not put 3.8L X51 headers on your 3.6L engine. leave stock headers on it.

 

I have decided against the X51 headers.

Let me phrase the question this way......does putting headers on a 3.6 L "hurt" the performance or the engine? Price not being a factor.

 

3.6L engine requires headers with intake diameter calculated for 3.6L engine, not for 3.8L engine. increase of a diameter will reduce output gas pressure from cylinders and essentially will take whole system out of tune. usually people do not do that.

on street 997 cars people usually only change headers on 'S' 3.8L engines as stock headers have weird design so they put on X51 headers there. 3.6L headers have same exact design as X51 headers but have smaller diameter that matches 3.6L displacement.

 

Now this makes sense. But lets say that I am going to upgrade the ECU as well. Does it make sense to add the headers now? I realize we are only talking minimal gains if any, and the headers would be in conjunction with x-pipe 200 cell cats, and new mufflers.

The cats and mufflers are definitely on the "to-do" list......just debating on adding the headers. Thanks for your input!

 

Shouldn’t you be doing the exhaust system from the headers back first? That’s where you will realize the most gain and audible change. Then air box/filters and ECU at the same time if you can. Anyone else agree???

 

I think so too. I've done the headers and cats on my S but kept with the PSE muffler as I'm not into loud cars. Have not done ECU and not really thinking of it as I think it'll have very very little effect on a NA car. The headers and cats have a positive effect I feel but I have not dynoed it so it is just my lay driver opinion.

 

Differences are in the finish and attention to detail on the inside of them.. Many are not welded inside each runner, some are not port matched, quality of materials, stainless flanges vs mild steel, Some like EVOMS are tapered off the flange then step down, etc.. There are ways to make things cheaper and sell them cheaper but that means cutting corners.. These are all turbo manifolds but you get the idea..

Notice EVOMS Tapered each runner..



Here is a pic of one our manufactures that we use whos are all CNC flanged along with welded for strength..




Or you get some POS like this with Crap material and no attn to detail on each runner.. A quick clue is polished Shiny Manifolds are usually made of Chinese crap material.. Definitely not ALL so please dont take offense if you know of a quality manifold polished.. Just saying its a clue to look further into them..

 

what to do is totally up to you, but I would only replace cats to 200 cell ones, fabspeed or AWE and would not do anything else. you will not see anything on 3.6L engine from headers upgrade and I do not think you should try to play with increasing intake diameter as it messes up engine.

flash ECU with softronic to get sport mode 100% and rev limiter up to 7500.

 

Think I have decided against the headers for the time being. Thanks for everyones input. I am going with the Fabspeed 200 cell cats and mufflers and their competition intake. Eventually will upgrade the ECU either with softronic or EVOMS. IPD is a possibility as well, but that seems to be a questionable upgrade according to the threads. Everyone seems to agree that it improves the butt dyno but the real thing doesn't work out that way. Thanks again.

 

I have the Fabspeed 200 cell x-pipe, and I would strongly recommend them. X-design pipes generally aid in engine breathing by scavenging the exhaust flow opposite of the active pulse.