What size exhaust & what Mufflers?
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What size exhaust & what Mufflers?
Hello Gents, i am getting to the point in my 5.3/ TH400 swap into my 74 Corvette to figure out what to do for exhaust... I know its conflicting but just want to here some legit opinions on the route to take. The engine is a stock displacement 5.3 with a Tick Performance Cam, 2.00" intake valves heads shaved .010". I already have 1-3/4" long tube headers and it is fuel injected. I know i want an X pipe in the exhaust somewhere space is a huge drawback on this thing. I am thinking 3" all the way back through some sort of bullet mufflers but want to know what you guy think. Also the car will be sprayed with a wet kit and is street/strip as in i drive it to work sometimes in the summer, cruise with it, but also run it hard at the track so looking for the happy medium of max performance, sound bada*s, but still be tolerable on the highway. Thanks in advance guys.
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As in Flowmasters or similar? Have a recommendation on pipe size? Some people say these things need to breath go 3" then i hear 2.5" is more then enough. But then my brothers stock 6.0 truck has 3.5" from the factory so that's why i was thinking 3" duals with an X pipe. Thanks
#4
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I think you will like the car better as a street car with dual 2.25" or 2.5" ID exhaust pipes.
A single 2.5" exhaust downpipe off a turbine is enough for over 400rwhp. The sluggish movement of slow moving exhaust will negatively effect low speed performance, as it subtracts from cylinder fill/VE at lower rpms.
A single 2.5" exhaust downpipe off a turbine is enough for over 400rwhp. The sluggish movement of slow moving exhaust will negatively effect low speed performance, as it subtracts from cylinder fill/VE at lower rpms.
#5
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I think you will like the car better as a street car with dual 2.25" or 2.5" ID exhaust pipes.
A single 2.5" exhaust downpipe off a turbine is enough for over 400rwhp. The sluggish movement of slow moving exhaust will negatively effect low speed performance, as it subtracts from cylinder fill/VE at lower rpms.
A single 2.5" exhaust downpipe off a turbine is enough for over 400rwhp. The sluggish movement of slow moving exhaust will negatively effect low speed performance, as it subtracts from cylinder fill/VE at lower rpms.
Last edited by LLLosingit; 10-05-2016 at 11:33 PM.
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#9
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I agree with the bigger not being better as long as it's not so small that it's restrictive, But the point I was making to the other person who replied is that bigger is not detrimental. Different header pipe sizes and length can change where power is made, After the collector doesn't really matter so much. Personally I like the sound of larger pipes with free flowing mufflers over small pipes with the same type muffler. The larger pipe seems to deepen the sound and not make it cackle as much.
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I appreciate everyone response and the points made, i think i am going to go with the 3" since i will be spraying the car and i am told nitrous likes a free flowing exhaust. I am also putting an X pipe in hopefully their worth the hype. The point of the larger pipe now is that i plan to do a larger Cubic inch engine late next year so why do it twice..
#12
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I appreciate everyone response and the points made, i think i am going to go with the 3" since i will be spraying the car and i am told nitrous likes a free flowing exhaust. I am also putting an X pipe in hopefully their worth the hype. The point of the larger pipe now is that i plan to do a larger Cubic inch engine late next year so why do it twice..
Attachment 720795
Ran it on my more mild stock short block LQ4, midrange cam and same heads I'm running now. With the 1-3/4 headers it was pretty peppy down low. Now I run 2" primary headers (OMG, they're too big!) on my new motor. Still plenty peppy driving it around every day and it won't choke on the spray.
Last edited by 1970camaroRS; 10-09-2016 at 01:26 AM.
#13
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And you are a mad turkey
https://www.reddit.com/r/cars/commen...ngine_masters/
The video agrees with, and so do the people who watch it, everything I question about 2.5" vs 3" exhaust. That is, area under the curve. Its not always about the peak.
If a single 3" will support 500rwhp to my tires... then a dual 3" might support 900+ amirite? high five.
Get more mad. I would not be proud of that side exit mess.
"I know most car guys aren't interested in calculus, but I really wish they would actually compute the area under the curve and compare those values. You can see the difference in peak power is real, however small, but what was the effect on the whole power band? Is it the same percentage as the differences in peak?
It'd be nice to have a number other than peak power to point to that explains how much power the engine really makes throughout the rev range.
"
It'd be nice to have a number other than peak power to point to that explains how much power the engine really makes throughout the rev range.
"
The video agrees with, and so do the people who watch it, everything I question about 2.5" vs 3" exhaust. That is, area under the curve. Its not always about the peak.
If a single 3" will support 500rwhp to my tires... then a dual 3" might support 900+ amirite? high five.
Get more mad. I would not be proud of that side exit mess.
#14
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And you are a mad turkey
https://www.reddit.com/r/cars/commen...ngine_masters/
The video agrees with, and so do the people who watch it, everything I question about 2.5" vs 3" exhaust. That is, area under the curve. Its not always about the peak.
If a single 3" will support 500rwhp to my tires... then a dual 3" might support 900+ amirite? high five.
Get more mad. I would not be proud of that side exit mess.
https://www.reddit.com/r/cars/commen...ngine_masters/
The video agrees with, and so do the people who watch it, everything I question about 2.5" vs 3" exhaust. That is, area under the curve. Its not always about the peak.
If a single 3" will support 500rwhp to my tires... then a dual 3" might support 900+ amirite? high five.
Get more mad. I would not be proud of that side exit mess.
I think that sometimes I just hate myself, so I want others to hate me also. This is where it happens, its like self trolling because point of view is everything when discussing these issues and nobody can ever say anybody is wrong because they can be right in their own heads.
"You must unlearn what you have learned"
"You may find that a great many of the truths we cling to depend greatly on the point of view"
-Starwars pretty sure the jedi guys each say this in turns
These discussions are tolerated better on some forums than others. The EFI section of MS for example- I posted similar graphs and received a reasonable feedback discussion.
"You must unlearn what you have learned"
"You may find that a great many of the truths we cling to depend greatly on the point of view"
-Starwars pretty sure the jedi guys each say this in turns
These discussions are tolerated better on some forums than others. The EFI section of MS for example- I posted similar graphs and received a reasonable feedback discussion.
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I think you will like the car better as a street car with dual 2.25" or 2.5" ID exhaust pipes.
A single 2.5" exhaust downpipe off a turbine is enough for over 400rwhp. The sluggish movement of slow moving exhaust will negatively effect low speed performance, as it subtracts from cylinder fill/VE at lower rpms.
A single 2.5" exhaust downpipe off a turbine is enough for over 400rwhp. The sluggish movement of slow moving exhaust will negatively effect low speed performance, as it subtracts from cylinder fill/VE at lower rpms.
Youve got a lot to learn there little whipper snapper.
#16
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People talk about the "area under the curve" and I'm noticing more and more they include the power numbers under 3,000rpm. These numbers don't matter very much in reality unless you want to feel snappy up to 30mph and that's it. In my setup, I only need enough power under 3,000rpm at part throttle to get me up to the speed limit quicker than a Civic. In action, my car never sees 3,000rpm at the track. It sees 4,000rpm once since it's above 5,400rpm after the 1-2 shift.
Last edited by 1970camaroRS; 10-09-2016 at 01:36 AM.
#17
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I think you will like the car better as a street car with dual 2.25" or 2.5" ID exhaust pipes.
A single 2.5" exhaust downpipe off a turbine is enough for over 400rwhp. The sluggish movement of slow moving exhaust will negatively effect low speed performance, as it subtracts from cylinder fill/VE at lower rpms.
A single 2.5" exhaust downpipe off a turbine is enough for over 400rwhp. The sluggish movement of slow moving exhaust will negatively effect low speed performance, as it subtracts from cylinder fill/VE at lower rpms.
And you are a mad turkey
https://www.reddit.com/r/cars/commen...ngine_masters/
The video agrees with, and so do the people who watch it, everything I question about 2.5" vs 3" exhaust. That is, area under the curve. Its not always about the peak.
If a single 3" will support 500rwhp to my tires... then a dual 3" might support 900+ amirite? high five.
Get more mad. I would not be proud of that side exit mess.
https://www.reddit.com/r/cars/commen...ngine_masters/
The video agrees with, and so do the people who watch it, everything I question about 2.5" vs 3" exhaust. That is, area under the curve. Its not always about the peak.
If a single 3" will support 500rwhp to my tires... then a dual 3" might support 900+ amirite? high five.
Get more mad. I would not be proud of that side exit mess.
Also, good luck making 500rwhp on a naturally aspirated engine. Funny how you bring a turbo to every knife fight and fail to realize it's apples and oranges. Here's an old post on the topic that is somewhat scientific/mathematical/theoretical that you might like to refute, re-imagine or twist any way you like.
https://ls1tech.com/forums/generatio...ml#post2987587
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People talk about the "area under the curve" and I'm noticing more and more they include the power numbers under 3,000rpm. These numbers don't matter very much in reality unless you want to feel snappy up to 30mph and that's it. In my setup, I only need enough power under 3,000rpm at part throttle to get me up to the speed limit quicker than a Civic. In action, my car never sees 3,000rpm at the track. It sees 4,000rpm once since it's above 5,400rpm after the 1-2 shift.
This is actually true, the further back, the exhaust cools and velocity is far less important. Headers have a direct effect on powerband (did wonders for my 6.0 yukon that was flat on its face by 5k) but exhaust further and further back has less and less of an effect.
#19
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You're correct, for a car racing, bigger is better. But for people just driving around, like what I considered daily drivers the smaller primary headers/exhaust are noticeable. Actually I didnt notice until I started going up in size and the around town and part throttle started going away. Point being there is an application for each.
This is actually true, the further back, the exhaust cools and velocity is far less important. Headers have a direct effect on powerband (did wonders for my 6.0 yukon that was flat on its face by 5k) but exhaust further and further back has less and less of an effect.
This is actually true, the further back, the exhaust cools and velocity is far less important. Headers have a direct effect on powerband (did wonders for my 6.0 yukon that was flat on its face by 5k) but exhaust further and further back has less and less of an effect.
#20
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I daily drive my car with 2" primary headers. The only thing I noticed going from 1-3/4 headers was a lack of off-idle torque at low throttle input (like less than 4% tps) when backing out of a parking spot or leaving a stop light. Takes a tiny bit more throttle to get going, but it just means a change in driving style. But with an over-abundance of available torque and only needing a tiny bit of it to keep up with traffic, it's silly to think going over-sized kills driveability. The other thing I noticed was in tuning for under 3,000rpm cruise and part throttle acceleration. The signal to the wideband was skewed to a false lean a bit worse than the other header. Some of that is the function of the cam as well. Of course, I'm also running 4.30 gears and a 4,000 stall, so it covers up a lot of the over-sized header and big overlap cam. Getting closed-loop to function well in a day to day environment has been fun...