exhaust question
Hoov for Pres!
Joined: Sep 2007
Posts: 959
From: Tempe AZ
Yeah, I don't know if I would call the twice pipes the best performing system. But, are you really going to tell the difference on anything other than a sensitive dyno? Not on a mild N/A engine.
If this was a turbo engine, I would keep it a large single pipe system.. Actually, I prefer an electric dumped cutout right behind the downpipe... That's me. That way you have pretty much no exhaust when you want to destroy worlds. And the sound it orgasmic.
When buying a better than factory system on a street driven car. Keep it simple. Get something that performs better than stock. Make sure it looks and sounds the way you want. Call it a night.
If this was a turbo engine, I would keep it a large single pipe system.. Actually, I prefer an electric dumped cutout right behind the downpipe... That's me. That way you have pretty much no exhaust when you want to destroy worlds. And the sound it orgasmic.
When buying a better than factory system on a street driven car. Keep it simple. Get something that performs better than stock. Make sure it looks and sounds the way you want. Call it a night.
The Good Twin
Joined: Aug 2005
Posts: 20,639
From: Wild Wild West, UTAH!
Originally Posted by 280zx2by2
whats the point of exiting a 2.5 in in to 2 2.5 pipes? when it splits that causes turbulence aka a form of back pressure (more than single pipe) and if the pipes merge than thats two times it incounters back pressure as a result of turbulence...
oh... here, start with this: http://www.oznium.com/forum/topic810
H Pipe:
An H pipe helps equalize the exhaust pressures between the two banks of tubing as the hot gases and sound waves travel down the tubing. This, in effect, relieves the exhaust pressures as they travel through the H tubing, generally creating an increase in torque. This will also give an added sound reduction when the sound waves combine inside the H tubing.
X Pipe:
An X pipe will actually help to scavenge exhaust pulses from one bank as the opposite exhaust pulse passes through the X, thus creating a vacuum effect at the valve, resulting in a cleaner burn in the cylinder. This generally equals added torque and, like the H pipe, a reduction in sound as the sound waves combine in the X pipe.
Y Pipe:
The Y pipe, which works well on several applications, utilizes a dual exhaust off the manifolds/ headers and runs back a specified distance, then the two pipes enter the Y pipe and become one larger pipe. This Y helps each bank to scavenge the other as the pulses travel down through the Y and are joined together into the single common tubing. This creates a vacuum in the exhaust valve, resulting in a cleaner burn in the cylinder. A sound reduction is also achieved as the sound waves combine in the Y pipe.
An H pipe helps equalize the exhaust pressures between the two banks of tubing as the hot gases and sound waves travel down the tubing. This, in effect, relieves the exhaust pressures as they travel through the H tubing, generally creating an increase in torque. This will also give an added sound reduction when the sound waves combine inside the H tubing.
X Pipe:
An X pipe will actually help to scavenge exhaust pulses from one bank as the opposite exhaust pulse passes through the X, thus creating a vacuum effect at the valve, resulting in a cleaner burn in the cylinder. This generally equals added torque and, like the H pipe, a reduction in sound as the sound waves combine in the X pipe.
Y Pipe:
The Y pipe, which works well on several applications, utilizes a dual exhaust off the manifolds/ headers and runs back a specified distance, then the two pipes enter the Y pipe and become one larger pipe. This Y helps each bank to scavenge the other as the pulses travel down through the Y and are joined together into the single common tubing. This creates a vacuum in the exhaust valve, resulting in a cleaner burn in the cylinder. A sound reduction is also achieved as the sound waves combine in the Y pipe.
Haterade by da gallon!
Joined: Jun 2008
Posts: 2,306
From: Valdosta GA
that only applies to V6's and V8's... but i guess you cant read!!!!
that only works on v configeration engines when one side of the valve train isnt working as efficiently as the other, see if your read the Y pipe section its from manifoldS into single pipe not the difference
time for you to do the research
that only works on v configeration engines when one side of the valve train isnt working as efficiently as the other, see if your read the Y pipe section its from manifoldS into single pipe not the difference
time for you to do the research
Last edited by 280zx2by2; Nov 7, 2008 at 02:30 PM.
Haterade by da gallon!
Joined: Jun 2008
Posts: 2,306
From: Valdosta GA
yeah thats a y-pipe comming off a strait 6, 3-2-1 configeration header i thought you were saying Y-pipe exhaust system or some crazy crap like that
what i thought you ment
once you get all the exhaust gas collected there is no need to split it back up
what i thought you ment
once you get all the exhaust gas collected there is no need to split it back up
Last edited by 280zx2by2; Nov 7, 2008 at 02:46 PM.
Über User
Joined: Sep 2005
Posts: 9,532
From: lemont, Illinois
lol if its going to cause this turbulence you speak of in THIS application it would do the same in a V engine configuration. also, its 2 2 inch pipes they are a smaller diameter. and as for more weight, its MUCH lighter than stock not as heavy of a metal used such as thickness also there is no cat and no resonator and one lightweight muffler in back. LESS weight. maybe not QUITE as much weight lost compared to just a straight through 2.5 inch exhaust but honestly its probably less than a 10lb difference. your arguing a bad point.
Registered User
Joined: Sep 2008
Posts: 283
From: Collingswood, NJ
Originally Posted by NismoPick
Look at the effing header... it's a 2 bank header.
Hoov for Pres!
Joined: Sep 2007
Posts: 959
From: Tempe AZ
Does the twice pipes take the single pipe from the collector that bolts onto the 6-3-2 header, or does it bolt a separate pipe onto the header before it joins back into 1 pipe???
If it takes it and separates it again, after all the pulses of exhaust are evenly (theoretically on a tuned header) spaced into one pipe, you are doing nothing but disturbing the air flow, changing direction in a Y pipe unnecessarily, and through Bernoulli's law, you are creating a type of orifice. And, an orifice will cause a rise in pressure upstream, with a proportional drop in pressure down stream, with flow's velocity being inversely effected. Basically saying that you are going to create more back pressure (back pressure is a redundant statement) than if you maintained the proper sized pipe for the corrected flow of exhaust pulses.
I think that is what 2by2 was saying. I agree. If that is the way the twice system works. It does break up the sound as well with the Y pipe, which is also proof that the pulses are colliding, and neutralizing each others pulses.
But, if the system ties into the original in a way that makes it a true duel system, I can see that we are arguing a moot point.
If it takes it and separates it again, after all the pulses of exhaust are evenly (theoretically on a tuned header) spaced into one pipe, you are doing nothing but disturbing the air flow, changing direction in a Y pipe unnecessarily, and through Bernoulli's law, you are creating a type of orifice. And, an orifice will cause a rise in pressure upstream, with a proportional drop in pressure down stream, with flow's velocity being inversely effected. Basically saying that you are going to create more back pressure (back pressure is a redundant statement) than if you maintained the proper sized pipe for the corrected flow of exhaust pulses.
I think that is what 2by2 was saying. I agree. If that is the way the twice system works. It does break up the sound as well with the Y pipe, which is also proof that the pulses are colliding, and neutralizing each others pulses.
But, if the system ties into the original in a way that makes it a true duel system, I can see that we are arguing a moot point.
Last edited by Ratfink; Nov 7, 2008 at 08:32 PM.
Haterade by da gallon!
Joined: Jun 2008
Posts: 2,306
From: Valdosta GA
Originally Posted by ASA240z
?!?!
what you trying to show here?
what you trying to show here?but i could see how twice pipes would be cool on that specific 6-1 header, but on a 6-3-2 with the Y-pipe it seems like your getting too much piping down stairs(giggity giggity)
Haterade by da gallon!
Joined: Jun 2008
Posts: 2,306
From: Valdosta GA
Originally Posted by ASA240z
I think that going from 6-3-2 to the y pipe would be better, the pipe is already split, so theres less turbulence. while going from 6-1 collects the exhaust then splits it, seems like it would cause more turbulence.
i was just saying that if your going for the cool race look then get the twice pipes, but its not going to give you any performance advantages via weight or flow that you couldnt get from a single pipe
Last edited by 280zx2by2; Nov 8, 2008 at 07:41 AM.
Über User
Joined: Sep 2005
Posts: 9,532
From: lemont, Illinois
this is getting out of hand guys. its a great exhaust and we arent making straight race machines if we were we would have a larger straight through exhaust dump it right out the side no mufflers. the point is, its an improvement over stock and if you went on a dyno from this so called turbulence after correction i doubt you would notice much if any difference in numbers.
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