Euro headers vs Supersprint step 1

[liam821]

Pretty interesting results...I guess save your money.

https://www.youtube.com/watch?v=Sszs6NybJ-4

[maupineda]

this removes the itch of wanting stepped headers.

[Slideways]

The one potential problem with this setup is the single 3" resonated SS x-pipe. That single pipe typically reduces tq and probably isn't doing any favors for mid or top end power. I thought he would say this in the end of the video, but he needs the 2.5" dual section 2 to optimize the 2.5" setup. Even the DINAN muffler is 2.5" IIRC. Someone might want to mention this in the comments. I like how he is raving about the euro header tq figure only to have the 3" resonated section 2 that usually reduces tq.

[ATB88]

I would wonder if the stock intake is the bottleneck, and a CSL intake would allow us to better differentiate from the euros and ssv1s?

[maupineda]

Evolve kind of tested the same on their S54 Clown shoe.. they reported some gains on an otherwise stock car.

[bmwfnatic]

If anyone wants to purchase some brand new euro headers as a result of this, send me a DM I am doing a little “group buy” at this point.

[nextelbuddy]

Does that Dyno read high or something? How is he making so much power? I think he said like 362 to the wheels on Euro headers, stock engine stock, air box with the air filter and a tune? Is the tune magic also?

[jayjaya29]

Does that Dyno read high or something? How is he making so much power? I think he said like 362 to the wheels on Euro headers, stock engine stock, air box with the air filter and a tune? Is the tune magic also?

Thought the same thing too. Does anyone know what type of dyno they have?

[oceansize]

Valid question with respect to the dyno, but in this case we are only interested in the deltas so I'll let it slide lol.

I'll put my flame suit on and say this, high end headers in most cars for most people are a humongous waste of money. Is what it is.

[ATB88]

I would wonder if the stock intake is the bottleneck, and a CSL intake would allow us to better differentiate from the euros and ssv1s?

To make my comment more explicit: my understanding was that for both the CSL intake and higher flow exhaust like SSV1 headers, you need both to see any gains over stock (let's assume stock=euro here). Increased airflow from the airbox won't help if the stock headers are restricting exhaust flow, and complementarily, having higher flow headers won't help if you don't increase the amount of air the intake is bringing in.

I buy that, with everything else being stock, SSV1 doesn't have an edge over Euro headers. But I was under the impression that for engines that have a CSL intake and/or cams, SSV1s have been repeatedly shown to make more power than euro and there are many data points showing this, no? If this is the case, I think that this video is kind of lying by omission about SSV1s being "same or worse" than euro headers.. the better take away would be "If you're not planning on doing any further power mods, then don't waste your money on SSV1s".

[CrisSilberGrau]

This has been done to death. Why do we still think we're gonna find something new?

SSV1 do make more power, especially in the 6-8k rpm range where you'd be sitting at when driving hard. The SS y/x pipe, whatever you want to call it, flows less than the dual OEM. DINAN muffler is the best flowing muffler, so this setup of SSV1 to SS single to Dinan is kinda messed up, not what I would do.

Reference:
Turner CSL, oem uro header, oem 1 2 , SCZA - 324whp/250wtq - BEST SOUNDING
Turner CSL, SSV1 , dual SS res, SCZA - 330whp/252wtq
Turner CSL, SSV1 , dual SS res, SCZA, CatCams 280/272 - 348whp/258wtq @153k miles

Same tuner (HTE of course), same dynojet, SSv1 test was done in summer too vs May for the üros

PS. Also those dyno numbers, that wtq figure is cams and pistons levels. They must be below the sea level. Nothing surprising about this test, the limiting factor the sec 2 is left alone so there isnt much of a difference. Also their price of üro headers is lol, 300USD tell me where so I can flip em ffs.

[CrisSilberGrau]

Valid question with respect to the dyno, but in this case we are only interested in the deltas so I'll let it slide lol.

I'll put my flame suit on and say this, high end headers in most cars for most people are a humongous waste of money. Is what it is.

You are totally correct. You either go OEM uro and gain literally 80-90% of max gains of a SSV1 "setup", or spend the dough for the whole shebang. If you do in between then you're gonna be that guy at the meet talking "hot" as the kids say.

Max NA horsepower on this platform, S54 et al, is a ludicrous proposition when you take value into account. You do it cause you love it and no other reason. Because it doesn't make sense otherwise.

Edit: I got my SSv1 in late 2021 with Boxing day 25% off from ECS for $1,450 and the Sec 2 Res $631 and THAT was still expensive imo. What they're priced at now is fuking ludicrous. Im glad I have my setup, I'd hate to be in the market for them now.

Edit 2: ATB88 I'd wager if this test had the OEM sec 2 instead of the x/y pipe we would see a measurable increase in whp. My bet around 5whp (probably more if some manly Lebanese hands were to massage the S54). Which for the price you'd pay for just headers and sec 1 is absolutely retarded.

[George Hill]

Also their price of üro headers is lol, 300USD tell me where so I can flip em ffs.

That was posted a couple times on FB groups... was a scam 100% and has been and continues to be deleted.

[9kracing]

Almost 2025 and people still don't understand how exhaust works.


There are actually people ITT claiming a short runner, non stepped, 2 1/8" header is going to make the same power as a long runner, stepped, 2.5"


Do this test again with open headers on a built motor, and LMK how it shakes out.

[nextelbuddy]

Almost 2025 and people still don't understand how exhaust works.


There are actually people ITT claiming a short runner, non stepped, 2 1/8" header is going to make the same power as a long runner, stepped, 2.5"


Do this test again with open headers on a built motor, and LMK how it shakes out.

It’s clear that most enthusiasts understand the general principles of how exhaust systems work, but the claims in videos like this are often overly generalized. From a practical standpoint, the Euro headers seem to offer the best value for the majority of setups, as this video indirectly demonstrates. For most average configurations, Euro headers strike a good balance between cost, flow efficiency, and performance gains.

However, there are edge cases where extreme setups push the limits of what Euro headers can handle in terms of exhaust flow dynamics, turbulence, and heat retention—factors that can impact exhaust velocity and overall system performance. These outliers typically involve highly modified engines where the increased flow capacity of premium options, such as Supersprint (SS) headers, becomes relevant.

For the average enthusiast, investing $800–$1,000 in factory catless Euro headers to achieve meaningful power gains is a far more cost-effective approach than spending $2,500–$3,000 on Supersprint headers. The latter also requires significantly more investment in supporting modifications and tuning to fully utilize their advantages over the Euro headers. While that higher investment makes sense for those pursuing high-dollar engine builds, it’s beyond the needs or budget of most enthusiasts.

The video could have been improved with more context, particularly in the description, to clarify these nuances and help viewers better understand the scenarios where premium headers might be worth the additional expense.