The next installation involved the stainless-steel DC Sports header. Because the header is designed as one piece, installation was a little more difficult than a standard two-piece header. Temporarily removing the slave cylinder (12mm bolts) and the radiator bracket (10mm bolts) allowed us to get the header in place without doing any damage to the fit or finish. Once the header was in place and the slave cylinder and radiator returned home, we turned the wheels of the Dynojet to 126.1 hp and 116.4 lb-ft of torque. Overlaying the graphs shows that more power was gained in the 2000- to 4000-rpm region, with another overall gain continuing all the way to the redline from about 5500 rpm. Peak torque output decreased slightly, but range areas from 2000 to 4000 rpm and again from 5500 to redline were increased slightly. Since ignition timing had become an issue with the newly installed high-comp pistons, we opted for a performance bolt-on ignition system that would help clean up the sputtering and spiking of our new powerplant. The next installation involved the stainless-steel DC Sports header. Because the header is designed as one piece, installation was a little more difficult than a standard two-piece header. Temporarily removing the slave cylinder (12mm bolts) and the radiator bracket (10mm bolts) allowed us to get the header in place without doing any damage to the fit or finish. Once the header was in place and the slave cylinder and radiator returned home, we turned the wheels of the Dynojet to 126.1 hp and 116.4 lb-ft of torque. Overlaying the graphs shows that more power was gained in the 2000- to 4000-rpm region, with another overall gain continuing all the way to the redline from about 5500 rpm. Peak torque output decreased slightly, but range areas from 2000 to 4000 rpm and again from 5500 to redline were increased slightly. Since ignition timing had become an issue with the newly installed high-comp pistons, we opted for a performance bolt-on ignition system that would help clean up the sputtering and spiking of our new powerplant. The Direct Hits ignition kit came with new Bosch resistor-type plugs that we gapped at .032-in. for our normally aspirated motor. After the inline resistors were installed on top of the spark plugs, the engine ECU was reset (according to manufacturer specifications) and we ran the car on the dyno. We expected a much cleaner graph, void of the spikes, peaks and valleys that plagued our other graphs, and that's what we got. Peak power output rose to 126.9 hp, with torque maxing out at 116.9. However, looking at the graphs, you can see the power gain was pretty consistent across the board and, more importantly, helped eliminate a lot of the spiking we had encountered before