Have the LT headers. What's the real world gain - TDs vs. cat-back?
10-10-2009, 05:39 PM
#1
Have the LT headers. What's the real world gain - TDs vs. cat-back? As you see in my sig, I have a Dynatech SuperMAXX Header System bolted up to my stock WS6 exhaust.
Many posters recommend true duals, but I’m a stickler for neighborhood-friendly exhaust and factory-like solid, reliable mounting. True duals seem often to want to dump front of the rear axle,
(not professional) (loud bullet mufflers)
OR very tricky plumbing over the axle. And then there's the extra weight and trying to fit two mufflers.
Here is my exhaust question.
Considering I have street-legal LT headers with CATs;
Does the expense and hassle of true duals really offer a real dollar/hp gain over a quality cat-back system?
Does anyone know of a dyno test or mag article that points to what if any hp gain would I see over my OEM WS6 exhaust?
Thanks!
Many posters recommend true duals, but I’m a stickler for neighborhood-friendly exhaust and factory-like solid, reliable mounting. True duals seem often to want to dump front of the rear axle,
(not professional) (loud bullet mufflers)
OR very tricky plumbing over the axle. And then there's the extra weight and trying to fit two mufflers.
Here is my exhaust question.
Considering I have street-legal LT headers with CATs;
Does the expense and hassle of true duals really offer a real dollar/hp gain over a quality cat-back system?
Does anyone know of a dyno test or mag article that points to what if any hp gain would I see over my OEM WS6 exhaust?
Thanks!
10-10-2009, 06:43 PM
#2
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well first read the sticky at the top of this section.
any aftermarket catback will be louder than your stock exhaust but i think the hooker exhaust is one of the quieter ones also look in to the new slp powerflow exhaust its like a loudmouth with another muffler right before the tips so 1 resonator and 2 mufflers\
here is the link
http://www.slponline.com/view_product.asp?P=31083
also befor i had my lt's i had a custom lm2 exhaust and it was to loud with the headers so i put the lm2 muffler in the i pipe and a single in single out oval magnaflow in the stock location with one hiden tip and it sounds really good not to loud but just right for me.
if i want it loud ill open my cutout
any aftermarket catback will be louder than your stock exhaust but i think the hooker exhaust is one of the quieter ones also look in to the new slp powerflow exhaust its like a loudmouth with another muffler right before the tips so 1 resonator and 2 mufflers\
here is the link
http://www.slponline.com/view_product.asp?P=31083
also befor i had my lt's i had a custom lm2 exhaust and it was to loud with the headers so i put the lm2 muffler in the i pipe and a single in single out oval magnaflow in the stock location with one hiden tip and it sounds really good not to loud but just right for me.
if i want it loud ill open my cutout
10-10-2009, 07:01 PM
#3
As you see in my sig, I have a Dynatech SuperMAXX Header System bolted up to my stock WS6 exhaust.
Many posters recommend true duals, but I’m a stickler for neighborhood-friendly exhaust and factory-like solid, reliable mounting. True duals seem often to want to dump front of the rear axle,
(not professional) (loud bullet mufflers)
OR very tricky plumbing over the axle. And then there's the extra weight and trying to fit two mufflers.
Here is my exhaust question.
Considering I have street-legal LT headers with CATs;
Does the expense and hassle of true duals really offer a real dollar/hp gain over a quality cat-back system?
Does anyone know of a dyno test or mag article that points to what if any hp gain would I see over my OEM WS6 exhaust?
Thanks!
Many posters recommend true duals, but I’m a stickler for neighborhood-friendly exhaust and factory-like solid, reliable mounting. True duals seem often to want to dump front of the rear axle,
(not professional) (loud bullet mufflers)
OR very tricky plumbing over the axle. And then there's the extra weight and trying to fit two mufflers.
Here is my exhaust question.
Considering I have street-legal LT headers with CATs;
Does the expense and hassle of true duals really offer a real dollar/hp gain over a quality cat-back system?
Does anyone know of a dyno test or mag article that points to what if any hp gain would I see over my OEM WS6 exhaust?
Thanks!
now on my 3rd ls1 and ill be doing headers with dumped td
10-10-2009, 11:40 PM
#5
i didnt dyno my car to tell the difference but i went straight from stock to tds and lts, then got tired of the tds and went with a catted y/cb and i could tell no SOTP difference. so much happier with the y setup.
10-11-2009, 09:44 AM
#6
I actually gained performance going from TD's back to a catback. I had a very nicely made 2.5" mandrel bent system with Sweet Thunders, but it got to be too loud. I swapped in a SLP Dual/Dual with a DMH e-cutout, and picked up .3 seconds and 3 MPH at the track, similar conditions and all. On top of that, I have the perfect system. It's very tame with the cutout closed, and all the noise you could want when it's open. Icing on the cake....can't beat the lope through an open cutout. I like TD's, but in my case the traditional setup worked better.
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10-11-2009, 11:57 AM
#8
i cant tell you what you would gain but you would most likely gain a little by just getting another catback at least. my 2nd ls1 had the exact same setup as you but with a magnaflow check my sig. if you really wanna go with td it would be more cost effective to just get them dumped. the cost of going all the way back wouldnt be worth it. so either get them dumped before axle or get a catback.
now on my 3rd ls1 and ill be doing headers with dumped td
now on my 3rd ls1 and ill be doing headers with dumped td
10-11-2009, 12:09 PM
#9
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I actually gained performance going from TD's back to a catback. I had a very nicely made 2.5" mandrel bent system with Sweet Thunders, but it got to be too loud. I swapped in a SLP Dual/Dual with a DMH e-cutout, and picked up .3 seconds and 3 MPH at the track, similar conditions and all. On top of that, I have the perfect system. It's very tame with the cutout closed, and all the noise you could want when it's open. Icing on the cake....can't beat the lope through an open cutout. I like TD's, but in my case the traditional setup worked better.
10-11-2009, 12:30 PM
#10
It depends on the shop. My shop does everything dirt cheap though. They're putting my headers on, and custom making my whole H-pipe true duals, and going under the axle out back. They told me that it's going to be around $300-$400. That's way cheaper than buying a catback, let alone, a Y-pipe also. Plus it'll sound better than raspy Y-pipes usually do.
10-11-2009, 05:34 PM
#11
11.93 at 113 to 11.62 at 116....only change was adding Y-pipe and SLP D/D catback. Same track conditions, same weight, same tune. Believe me, I know my car and every little nuance about it. It was an obvious improvement from the very first time I drove the car with the new exhaust.
10-11-2009, 05:47 PM
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11.93 at 113 to 11.62 at 116....only change was adding Y-pipe and SLP D/D catback. Same track conditions, same weight, same tune. Believe me, I know my car and every little nuance about it. It was an obvious improvement from the very first time I drove the car with the new exhaust.
10-11-2009, 06:08 PM
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While its a similar situation, did you have the cutout with the TD's?
If you went from TD's with no cutouts, to a Y-Pipe with a cutout I can easily see where this is going...
If you went from TD's with no cutouts, to a Y-Pipe with a cutout I can easily see where this is going...
10-11-2009, 07:57 PM
#14
It depends on the shop. My shop does everything dirt cheap though. They're putting my headers on, and custom making my whole H-pipe true duals, and going under the axle out back. They told me that it's going to be around $300-$400. That's way cheaper than buying a catback, let alone, a Y-pipe also. Plus it'll sound better than raspy Y-pipes usually do.
If TDs are too difficult or too $$ over the axle, and proof that a good cat-back will have nearly the same HP benefit, maybe that's the way to go.
I'm thinking that the muffler makes all the difference on a cat-back design.
High flow but no rasp would be the goal.
10-11-2009, 11:38 PM
#15
1.62
No cutouts with the duals....I'm by no means ******* the duals. I loved them, but they were too loud all the time. I wanted to have the best of both worlds, hence the swap. I fully expected to go slower after the swap, so you can imagine my surprise. I'm not saying it had everything to do with the change, but it made a big enough difference that it had to have some impact.
No cutouts with the duals....I'm by no means ******* the duals. I loved them, but they were too loud all the time. I wanted to have the best of both worlds, hence the swap. I fully expected to go slower after the swap, so you can imagine my surprise. I'm not saying it had everything to do with the change, but it made a big enough difference that it had to have some impact.
10-12-2009, 03:31 PM
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1.62
No cutouts with the duals....I'm by no means ******* the duals. I loved them, but they were too loud all the time. I wanted to have the best of both worlds, hence the swap. I fully expected to go slower after the swap, so you can imagine my surprise. I'm not saying it had everything to do with the change, but it made a big enough difference that it had to have some impact.
No cutouts with the duals....I'm by no means ******* the duals. I loved them, but they were too loud all the time. I wanted to have the best of both worlds, hence the swap. I fully expected to go slower after the swap, so you can imagine my surprise. I'm not saying it had everything to do with the change, but it made a big enough difference that it had to have some impact.
10-12-2009, 08:28 PM
#18
I'm sorry, I just don't like the under axle dual setup. No offense to those that do it, but it's just not good engineering. It's like shade-tree mechanics.
If TDs are too difficult or too $$ over the axle, and proof that a good cat-back will have nearly the same HP benefit, maybe that's the way to go.
I'm thinking that the muffler makes all the difference on a cat-back design.
High flow but no rasp would be the goal.
If TDs are too difficult or too $$ over the axle, and proof that a good cat-back will have nearly the same HP benefit, maybe that's the way to go.
I'm thinking that the muffler makes all the difference on a cat-back design.
High flow but no rasp would be the goal.
10-12-2009, 09:44 PM
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11.93 at 113 to 11.62 at 116....only change was adding Y-pipe and SLP D/D catback. Same track conditions, same weight, same tune. Believe me, I know my car and every little nuance about it. It was an obvious improvement from the very first time I drove the car with the new exhaust.
Where did you place your cutout?? After the Y pipe merge??