there are reasons they use X pipes instead of straight duals 
Straight duals
I have a crappy custom 2 1/2 inch duals with bullets, X pipe, and dumps before the axles now.
I was thinking of doing a 3 inch with 2 sets of bullets, under the axles and all the way back.
I know the X pipe quiets down the car alot and I'm looking for a sleeper sound, but I'm looking for more top-end/end of track power.
Basically something really quiet but free flowing
I was thinking of doing a 3 inch with 2 sets of bullets, under the axles and all the way back.
I know the X pipe quiets down the car alot and I'm looking for a sleeper sound, but I'm looking for more top-end/end of track power.
Basically something really quiet but free flowing
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Verdad Gallardo I know the X pipe will make more power down low, but a friend had straight duals and when to an x pipe and lost about a 1.5 mph up top.
I figure the 150 shot would help with the torque loss
Thanks
Andrew
I figure the 150 shot would help with the torque loss
Thanks
Andrew
I have Pacesetters and a short dual 3" exhaust with Sweet Thunder mufflers. No H or X, just turnouts under the doors 
. The **** is hella loud and deep. I have no idea if it will help you on top end, but there will be a small weight reduction. I would imagine the added scavenging/power will out weigh the added weight of an X set up.
. The **** is hella loud and deep. I have no idea if it will help you on top end, but there will be a small weight reduction. I would imagine the added scavenging/power will out weigh the added weight of an X set up.
Originally Posted by 1CAMWNDR
I have Pacesetters and a short dual 3" exhaust with Sweet Thunder mufflers. No H or X, just turnouts under the doors . The **** is hella loud and deep. I have no idea if it will help you on top end, but there will be a small weight reduction. I would imagine the added scavenging/power will out weigh the added weight of an X set up.
. The **** is hella loud and deep. I have no idea if it will help you on top end, but there will be a small weight reduction. I would imagine the added scavenging/power will out weigh the added weight of an X set up.Thanks, my car is to loud now
Do you have any track times?
Nope. I just got the exhaust done this weekend. I will not be going to the track anytime soon as I am on call for the next several weeks due to a co worker having surgery. Also I am expecting axles for my 9" in the next week or two. I will be tuning for the exhaust untill then. Then break in the new rear. Maybe after all of this things at work will be closer to normal and I can find time to head to a track (the only 1/4 mile tracks are all a couple hours from me).
Drew778
If you do a new system, try to keep the pipes as straight as possible and put the muffler as far back as possible. Do the "H" or "X" as close as possible to the headers.
What kind of bullet mufflers do you have now? Some bullets neck down on the inside and rob a bunch of power.
If you do a new system, try to keep the pipes as straight as possible and put the muffler as far back as possible. Do the "H" or "X" as close as possible to the headers.
What kind of bullet mufflers do you have now? Some bullets neck down on the inside and rob a bunch of power.
Virtually all V-8 exhaust systems can be refined by the addition of a balance or X-pipe. These have two potential attributes: increased power and reduced noise. Extensive dyno testing on both of these factors has indicated balance and X-pipes are 100 percent successful at reducing noise. The reductions amount to a minimum of 1 dB to a maximum of 3 dB with 2 dB being common. As far as power is concerned, things are a little less certain. With engines between about 325 to 550 hp, experience indicates that in about 60 percent of the cases (mostly with balance pipes), the engine can deliver as much as 12 additional hp, with 5-8 being the most common. The other remaining 40 percent tested showed virtually no change in output either up or down. Based on such results, we can conclude that a balance or X-pipe is always a positive asset and never a negative.
Balance pipe sizing seems not to be overly critical. The only really influential dimension is the pipe diameter. This needs to have an area at least equal to that of a 2.25-inch diameter pipe (4 square inches) with 2.5 to 2.75 inches being preferable. Though limited to tests on engines up to a little fewer than 600 hp, there seems to be no measurable benefits to using a crossover pipe bigger than 2.75 inches in diameter. As for the crossover length, dyno results indicate that 18 inches responds in virtually the same manner as 72 inches long.
- David Vizard
Balance pipe sizing seems not to be overly critical. The only really influential dimension is the pipe diameter. This needs to have an area at least equal to that of a 2.25-inch diameter pipe (4 square inches) with 2.5 to 2.75 inches being preferable. Though limited to tests on engines up to a little fewer than 600 hp, there seems to be no measurable benefits to using a crossover pipe bigger than 2.75 inches in diameter. As for the crossover length, dyno results indicate that 18 inches responds in virtually the same manner as 72 inches long.
- David Vizard
