Alright everyone listen up! Tomorrow morning getting a new production 4-1 header and catless downpipe installed. They will get dyno numbers before and after. My car is a 2004 Saturn Ion Redline with Stage II and short ram intake with stock exhaust. They will be putting the car on a dyno before and after to show the difference of this product. I'm very excited to see what the numbers are and that someone is comming out with a product that will look, sound and perform better than alot of header/DP combo's out there! For a good price too! Here is a picture of the actual product being installed and will also post VIDEO's of the sound before and after. Depending on what the sound is after will determine the rest of the cat-back. Will also post video of the cat-back when I get that far. Again excited to see Clear Image Automotive comming out with new products for Ions/Cobalts and are wanting to do whatever they can to satisfy us! Here's the pics and vids soon to come!

 

looks sexy

 

Yeah they can also do catted ones and they also have ceramic coating available.... yummm.... heh

 

what collector size is that? looks hella weird coming off the header

 

It's actually some kind of cone that is supposed to take the raspyness out of the exhaust. It's going to be an option on the header. I'll get all the spec information in the morning and post it later in the day

 

great.... but size collector

im only gettin 50percent here. work with me huh

 

does the catless downpipe come with a rear o2 bung or is that and option
also whats the difference with the 4 into 1 and the tri-Y??

 

Here is the Dyno before and after with tune. If you have any questions there is a Vendor thread and here is a link to the website that will answer any questions you have.
There is also a picture of the dyno sheet with just the before and after WITHOUT tune in the vendor thread. This is apparently a discrepency with NW Ion and Cobalts apparenly Cobalt SS's tend to dyno 20-30HP more than Ion Redline's. Possibly a more aggresive factory tune as described by our tuner. The fuel pump has an issue and runs lean after 5,500rpm's due to the 1 3/4inch primary on the header. I am getting a fuel pump tomorrow and going to see what changes with the tune. Immediate results with this header D/P combo was about 15HP without tune.
https://www.cobaltss.net/forums/supporting-vendor-deals-group-purchases-133/new-header-down-pipe-sale-114698/
http://clearimageautomotive.com/Chevy%20Cobalt.htm

 

Hi guys,
just to clarify some info here.

The collector is a standard 3" 4-into 1 collector. We use a ball/socket connection instead of a flat flange. This allows for a leak-free gasketless seal as well as some adjustability in the connection between the collector and down-pipe. We are one of very few shops in the US who are capable of offering a 3" ball. We have custom tooling and presses specifically for this type of metal forming.

The "cone" 04Redline is talking about is actually inside the header collector. It allows the primary tubes to merge together more smoothly which results in increased scavenging as well as a smoother exhaust tone.

The "catless down-pipe" is available with a rear O2 sensor for no additional charge. However, you will get an engine light so tuning to turn the rear sensor off is required or the installation of an "O2 simulator".

The 4 into 1 header is simply that: four primary tubes merging into a single collector.
The TRI-Y header is a 4 into 2 into 1: four primary tubes being separated into pairs of two. Each pair of two primary tubes merge into a primary collector, or "secondary tube", and the two secondary tubes merge into a final collector.

The TRI-Y design will typically make more power & torque from stall to 5500 rpm. The 4 into 1 design will support more power all the way to 9,000 rpm but will come on more gradually than a TRI-Y.

Now to discuss the lean condition and power discrepancy between the Cobalt and Ion:

a header simply increases engine efficiency. Simply put, it allows air (exhaust) to flow more freely through the engine thus leaning-out the mixture. The pcm can usually adjust for this but not always. On this particular vehicle, the 42 lbs. injectors were opperating at 95% duty cycle. Thus, maxing out and not allowing for any further fuel. The owner of the dyno shop feels the fuel pump may be partially to blame but that has nothing to do with the ability of the fuel injectors. There were 75,000 miles on this car. The original fuel filter and pump were used. Vince of TriFecta, who did the tuning, the shop owner and I all agree the fuel filter alone could make a big difference in performace. We also agree a fuel pump swap to a Walbro 255 GPH would be a welcome addition to the car. Vince feels very strongly the 42 lbs. injectors are at their maximum capacity and would like to see 60 lbs. injectors installed. I also agree with him. The air/fuel reading of the other car tested today was not nearly as irratic. We had just replaced the injectors with 60 lbs. as well as replacing the fuel filter. Based on the air/fuel readings, the dyno shop owner would still like to see a 255 Walbro pump installed. Vince is not so sure but agrees it certainly wont hurt. I have always considered the installation of a Walbro pump a cheap & easy modification. It's just plain good insurance.

As far as the Cobalt making 20 to 30 HP more than a similarly equipped Ion, I have not witnessed this personally, but Vince did confirm of the three Ion's and 3 Cobalt's he has dyno tuned, the Cobalt's do in fact make between 20 and 30 HP more. He honestly has no idea why this is the case. Possibly a mechanical difference???

Anyways, we were all very happy with the results today. We all had fun, learned something and that's what it's all about.

Happy modding!

P.S. This is actually the header we installed on 04Redline's car today:

 

It's hard to say exactly why the car is leaning out but it is a trend I've seen on several LSJ cars now. Three of them had 42# injectors, stage 2 tune, and 2.85" pulley, and each of them showed over 80% duty cycle on the injectors (80% is considered the highest, safest DC to run) at 6200 RPM. So, the injectors are certainly being maxed out. Will replacing them solve it? It depends on if there are other restrictions in the system.

This one showed 95% duty cycle so the injectors were definitely a limitation. Once the fuel system is up to snuff we'll retune this car, and I'm expecting we'll find even more power in it.

 

get 60's not a fuel pump, unless your going return style.

 

i was the other guy vince tuned yesterday with the zzp header and here are my # from the dyno....



i will be replacing my zzp with the clear image header once they have made me mine! my mods are in my sig.

 

who's got 60's for sale?

 

If you can't find em used, new era performance sells flowmatched 60s for 240

 

cool thanks i'm look around wanna try to save as much money as possible.
update. found them for 220 new... ot shipped... sure would like to find a $100.00 set like 05Redlinin did! LSJ how did you like that new crank puller? notice a big difference?

 

Does anyone know how much difference the dyno would be with a cat? It cant affect it that much can it?