It's fine!
Here's some food for thought regarding header selection.
Consider the firing order of our engines, the principles of exhaust flow, and the current typical header build, OE & aftermarket.
It's 1 3 4 2, but they make the headers merge at 1 and 4, and 2 and 3.
This is generally to attain CARB legality, as merging the cylinders in that fashion allows cooling of the exhaust gases which helps lower emissions levels of the engine, cat or no cat.
The idea of modifying an exhaust has more to do with creating more efficiency in the evacuation process and the elements of heat dispersion\retention. I believe we're getting into thermal dynamics.
Hotter exhaust gas has more energy and is able to evacuate more quickly (i'm a laymen trying to help other laymen, I may say something wrong in trying to simplify the concept for everyone), which is what provides more power. So, retention of heat is paramount. Heat retention from the header also reduces ambient air temperatures under the hood, which helps the coolant out, and also helps reduce the temperature of the intake charge if you utilize a short ram intake system. As the exhaust pipes merge the pulses of gas pass each other in order. If one pulse of gas traveling through a tube passes another, it will create a slipstream effect behind it, fundamentally minimizing the amount of effort it takes for the trailing pulse to follow, or a vacuum affect. This is majorly hindered by the design of a MAJORITY of aftermarket headers as the pulses don't get to meet this way because the collector's merging pattern.
So here we go. An unequal length long primary 4-2-1 header seems to be the option providing the most potential power gains from OE. The unequal length ensures that there is an amount of "stepping" during merges, effectively stream lining the path for each pulse to it's ideal location. If the number 1 tube terminates before the number 3 and they merge with each other to the "2" in the 4-2-1, the 1 pulse will pass the 3 exit shortly after the number 3 pulse exits the tube into the merger. Their will be a lower pressure system behind the number 1 pulse causing a vacuum behind it, effectively reducing the amount of effort to evacuate the number 3 pulse from the tube (and the two of them collectively as well).
Now imagine that the 2 and 4 pipes merge into 2 the same way, after this, the 2 remaining pipes merge at unequal lengths into one tube, with the 3+1 terminating just before the 2+4 pipes, effectively creating an even lower pressure system as a "whole" pulse behind them to suck the 2+4 pulse behind it will less required evacuation effort. This effectively increases the exiting velocity of the exhaust gas which raises power significantly compared to a 1-4\2-3 design which once again, is designed this way considering CARB, NOT performance. Here's how it works..
I forget why the increased exhaust heat affects emissions, but to tame it, they conjoined cylinders that DON'T fire together to limit the amount of heat building up together. Two exhaust pulses occupying the same area cause the pipes in that area to remain heated longer with less opportunity to cool, so, the flipped merging design allows the pipes and exiting charges to run at much lower temperatures effectively helping to reduce emissions (for whatever reason it works that way).
Efficient engine design and tuning will eliminate the crap emissions from you exhaust, as well as giving your more power and better MPGs + reliability. There's not always a sacrifice for power, sometimes, the benefits chain link like this!