Hello W208 CLK430 owners,

AMS is proud to announce the new V8 performance headers for your W208 CLK430. The headers will fit both RHD & LHD models. In addition, our Stage 2 performance package is now available as well. For more info regarding pricing & specs feel free to view the website link below:



AMS V8 W208 CLK430 Performance Headers

Thanks,
~AMS~

 

those look good. hopefully I'll get a set soon

 

how do these compare with the kleeman headers which run about the same price now?

 

where are the performance figures it looks like the stock one just stainless steel and shiny

 

The headers have quite a few benefits over similar long tube desings. They are not the same size as stock, internal dimensions on the stock headers are much smaller. The primaries alone are 40%+ larger on the AMS manifolds, and in conjunction with high flow secondaries add 10HP/12TQ more than numbers below. Also these are 100% bolt on and do not require any welding of any kind, and do not cause CEL or require deletion of primary cats which is highly illegal. Also, the headers are LHD & RHD compatible.

Here are the gains on the W208 CLK55, (CLK430 will be less of course but it gives you an idea of the types of expect):

 

why are the m113 so much more then the m112 headers?
with that said i really like them!

 

Larger headers, more materials cost, more labor = higher price so that is pretty standard. Its still a bargain compared to anything else out there. Thank you for your positive input it is much appreciated.

 

^^

 

Seems like a sort of loss for NA cars up top. Lots of low end tire squealing action but it has a steep decline to the red-line.

Why don't y'all make a real shorty header? It wouldn't take long on what ever table jig you have setup and you have the benders to make it happen.

 

Not at all, it makes great gains up top as well. Remember this is on a bone stock car with STOCK software, with more modifications the gains up top will improve even moreso.

This is a real shorty header. A shorty header by definition is one that bolts up to the stock mid pipe locations without any further modifications (welding, cutting etc). In fact we are the few manufacturers that does this design for most MB models. The rest force you to cut into mid pipes, delete primaries or etc.

Also another factor most people do not take into account is that medium & long tube headers cost almost twice as much to install and are permanent, you can never remove the headers back to stock should you ever want to sell the car. All these factors must be considered when purchasing a set of headers. Thanks.

 

^^^^^^^^^^^^^^^^^^^^^^^^^^

 

For starters, these are the kleemann headers, with downpipes. they aren't the old log style, they're actually tubular headers. Also under $1300. These are for w208 clk55...dunno if 430 is the same for sure

 

I would like to ask how you determined the optimal diameter for power increase. Do you have R&D engineers, do a thermodynamics problem, or trial and error?

 

This question has been answered multiple times already, all the differences have been compared already. Thanks

 

The optimal diameter for our cars is 1.75" OD which is what most of the header manufacturers use. The reason you cannot go any bigger is because the stock exhaust ports are roughly 37-38mm (slightly under 1.5"), therefore if you were to go any bigger it would begin to kill off torque at lower rpms and be too large. This was confirmed via our dyno testing.

We went through 4 different prototypes and of all the prototypes (including the enlarged downtube like some of our competitors). Our Gen1 prototype was essentially the VRP design but it performed terribly at low rpms (below 4000rpm) on NA motors so we quickly dropped that (this was long before they ever brought anything to market years ago). The best design of all of them is the one we ended up with, it ensured proper back pressure and flow rates as well as scavenging effects. For power at ALL rpms, our final design ended up to make the most meat under the curve at all rpms without sacrificing power at any rpm, power is made everywhere and is not merely shifted from low to high rpms as with long tubes. It may not look like the fanciest header, however form follows function and these were the most practical for 90% of the customer base. After countless dynos it became obvious, Bigger/longer is not always better depending on the application. In addition, not to mention the legality issue that all the other mid/long tube headers on the market are not legal for US since they delete the primary cats and cause CEL without proper software upgrade (which also makes the results even more deceptive since it not only includes deletion of primary cats, but also ECU upgrade).

Furthermore, much of the power long tubes make are NOT from the header design themselves, its from the deletion of the primary cats (which is incredible deceptive). If you run high flow secondaries with our short tubes you get pretty much the same results (gain in the mid to high 30s). The largest restriction on our stock manifolds is at the primaries (stock primaries are only 1.4"), thats where most of the power is unlocked.

Hope that helps explain it in simple enough terms,
~AMS~

 

This is how AMS aka Omeyhomey goes about R&D and does his calcs using 'fuzzy math' - I expect the development / testing process for these headers was in reality no different.

Worth the read if you've got time to spare and want a good laugh...

http://www.benzworld.org/forums/g-cl...nk-pulley.html

 

NICE! I first thought larger tube ID?! There goes all that lovely torque, but then I saw the chart...is that for real?! In my life of hot rodding usually you compromise something somewhere....nice job!

 

imho, those kleemans are worlds better than the simple log design of the ams. i bet flow and scavenging is properly tuned as well.