crush bend vs. mandral bent
08-13-2009, 08:18 PM
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crush bend vs. mandral bent i own an exhaust shop in cali......we offer both crush bent and mandral bent custom exhaust systems......and people always ask me what is the power difference between them and i always say "im not sure".....so what i been thinking is building 2 exhaust systems on my cammed camaro ss and have it dynoed to see if there is a big or any differeance between the both.....what if the crush bent makes more power?......what do you guys think??
08-13-2009, 08:26 PM
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08-13-2009, 08:36 PM
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yeah that would be a really good idea... most people don't have the option to do both mandrel and crush bend... just make sure to build them exactly the same and don't change the tune to your car... just bolt them up, dyno, then post up the #'s
08-13-2009, 08:45 PM
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Fun experiment....If you do do it, make/fit them first. Dyno one, swap the other ASAP(like within an hour or two) and retest.
Personally I would do a 3" crush bent tube and bend it about 5 degrees, then cut it at the bend, to show how much is crushed even before you make the smallest bend.
Then cut a 90 degree mandrel bend in half.
Show them both to every customer who wants a custom exhaust. Thats really all you probably need to sell mandrel systems. "You dont see crushed bend headers......why would you want crushed bent exhaust???" or "Are your headers mandrel bent or crush bent"
Personally I would do a 3" crush bent tube and bend it about 5 degrees, then cut it at the bend, to show how much is crushed even before you make the smallest bend.
Then cut a 90 degree mandrel bend in half.
Show them both to every customer who wants a custom exhaust. Thats really all you probably need to sell mandrel systems. "You dont see crushed bend headers......why would you want crushed bent exhaust???" or "Are your headers mandrel bent or crush bent"
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08-13-2009, 09:48 PM
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On my old car (mazda mx6 v6) a few people went from crush to mendral and gained about 5 horses... and thats with a N/A 2.5L with little done to it since there was no aftermarket.
08-13-2009, 11:06 PM
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easy!!! get a stray that is ment not to bend, bend it about 20 deg. blow thru it. now get another straw that was ment to be bent. (ya'll know which ones I'm talking about) blow thru it as hard as ya'll can. which one flows better? flow better one equals horsepower! w/ restriction u can play with torque as well but thats a different subject!!!! and diameter size of pipe affects everthing as well, another subject here...... Mandrel.....ftw!!
08-14-2009, 12:36 AM
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The difference between the two would vary I think based on application and pipe size chosen for the experiment. If you say chose a 2 1/2 pipe diameter for a camm'd LS1, then did your experiment there would be more power to find using the mandrel bends. Whereas if you chose a 3 inch diameter pipe for the same experiment I dont think the mandrel bends would give you as much as a difference in HP. Also the same applys to whether you are running true duals vs some type of Y set-up, where all gases flow into 1 single sized pipe.
08-14-2009, 01:06 AM
#14
That used to be on my car. That was 3" all the way back, under the axel and exited at the rear.
I got rid of bc i had ground clearance issues. I was at stock ride height (100% STOCK suspension) and at the lowest spot i have 3 1/8" of clearance
So my current exhaust is in my sig
I got rid of bc i had ground clearance issues. I was at stock ride height (100% STOCK suspension) and at the lowest spot i have 3 1/8" of clearance
So my current exhaust is in my sig
08-14-2009, 02:07 PM
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Kooks selected a 3-inch diameter X for Project Stocker that we tested with great results. We installed the X-pipe "as is" and found an instant increase in mid-range torque. This is quite helpful in any racing application because the engine recovered and accelerated quickly after gear changes."
08-14-2009, 04:01 PM
#20
"According to Kooks, "The X-pipe will smooth out the mid-range powerband on most street cars and on some race engines. An X-system works best on naturally aspirated engines and nitrous engines, but not necessarily on supercharged engines. In a high-horsepower supercharged engine the X might become a restriction."
Kooks selected a 3-inch diameter X for Project Stocker that we tested with great results. We installed the X-pipe "as is" and found an instant increase in mid-range torque. This is quite helpful in any racing application because the engine recovered and accelerated quickly after gear changes."
Kooks selected a 3-inch diameter X for Project Stocker that we tested with great results. We installed the X-pipe "as is" and found an instant increase in mid-range torque. This is quite helpful in any racing application because the engine recovered and accelerated quickly after gear changes."
When i had my OR X on the it was real soft below 3k (midrange). But once you got the Rs up, the car hauled ***
When i ran my OR H the car down low was really torquey
and it felt good in the midrange too.