5" Exhaust
02-03-2010, 03:51 AM
#31
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...whaddayamean it looks stupid???
02-03-2010, 03:56 AM
#32
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i am still convinced all the performance in the exhaust is further forward the lindsey 4" dynos well as it has a 3.5" under the seat ... A friend of mine with a 400hp rotary with all 3.5" exhaust has one of those choke inserted tips he saw a tenth of a second lap time drop when he put the insert in .and it is very restrictive ...
as the gass has cooled by the time it gets back there .
yes posibly he was driving at full power i don't know but he also said he couldn't notice a power differnce .
as the gass has cooled by the time it gets back there .
yes posibly he was driving at full power i don't know but he also said he couldn't notice a power differnce .
02-03-2010, 04:16 AM
#34
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Absolutely not the case ...All that science all that harmonics and velicty stuff starts at the exhaust port and ends at the turbo charger.
As I'm on the bones of my **** it will only be $50 but i will give $50 for a real verified accouint of a turbo carged car that has seen a loss in performance due to increased exhaust size post turbo...
As I'm on the bones of my **** it will only be $50 but i will give $50 for a real verified accouint of a turbo carged car that has seen a loss in performance due to increased exhaust size post turbo...
I'm not saying it's not a good fun product, but 99.99% of 951 owners will never see a benefit beyond the "mine is bigger" argument...which is both specious and pathetic.
02-03-2010, 04:21 AM
#36
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i am still convinced all the performance in the exhaust is further forward the lindsey 4" dynos well as it has a 3.5" under the seat ... A friend of mine with a 400hp rotary with all 3.5" exhaust has one of those choke inserted tips he saw a tenth of a second lap time drop when he put the insert in .and it is very restrictive ...
as the gass has cooled by the time it gets back there .
yes posibly he was driving at full power i don't know but he also said he couldn't notice a power differnce .
as the gass has cooled by the time it gets back there .
yes posibly he was driving at full power i don't know but he also said he couldn't notice a power differnce .
02-03-2010, 04:24 AM
#37
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I doubt there is any data on a 5" exhaust yet. Perhaps LR might come up with some? I didn't base my choice on any solid data either. It was merely a choice of getting the biggest that could fit in view of reducing backpressure to a minimum. Couple that with larger headers, X over and increase VE everywhere else, I won't be able to give any more proof than is currently out there (none) as it will just be all part of an overall system.
02-03-2010, 04:31 AM
#38
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02-03-2010, 04:33 AM
#39
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Elliot,
I doubt there is any data on a 5" exhaust yet. Perhaps LR might come up with some? I didn't base my choice on any solid data either. It was merely a choice of getting the biggest that could fit in view of reducing backpressure to a minimum. Couple that with larger headers, X over and increase VE everywhere else, I won't be able to give any more proof than is currently out there (none) as it will just be all part of an overall system.
I doubt there is any data on a 5" exhaust yet. Perhaps LR might come up with some? I didn't base my choice on any solid data either. It was merely a choice of getting the biggest that could fit in view of reducing backpressure to a minimum. Couple that with larger headers, X over and increase VE everywhere else, I won't be able to give any more proof than is currently out there (none) as it will just be all part of an overall system.
To others it's just about bling and bull****.
02-03-2010, 04:40 AM
#40
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jeezzz that thing looks huge, do you have to remove the TT to install the 5" pipe?
02-03-2010, 04:45 AM
#41
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I doubt the performance of 5" over 4" in the back part but i think going from 3 to 3.5 " or 4 in the pipe near the clutch would have a positive effect .
I think if you measured the pressure right along you would perhaps find 1 maybe 1.5psi in the 4" part
looks to me that the idea that it needs to get bigger toward the back in an american thing ..I beilaive the biggest part of the exhaust should be where the wast gate merges .
i just think a full 4" or perhaps even full 3.5' would be a better system than something that just has a 5" muffler .
I think if you measured the pressure right along you would perhaps find 1 maybe 1.5psi in the 4" part
looks to me that the idea that it needs to get bigger toward the back in an american thing ..I beilaive the biggest part of the exhaust should be where the wast gate merges .
i just think a full 4" or perhaps even full 3.5' would be a better system than something that just has a 5" muffler .
02-03-2010, 06:20 AM
#42
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The pic of it attached to the underside of the car is actually George's when it was at Tim's getting the motor installed. Tim used it as a test pig. I don't know how hard it was to fit, nor do I think he actually had it on the car when George's motor was going which is kinda a shame. Be nice to hear that Kannon just once. I've never put it on a car yet for a few reasons. Mainly because my big motor is now awaiting a new project. It will go on that car then.
02-03-2010, 06:26 AM
#43
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My belief stemmed from increasing the intercooler size and it's pipes, then the throttle body, then improving the flow of the inlet that leads into a race head / cam setup, which is on top of a 3.1L block, that spews exhaust out through larger custom headers/X-over and into a bloody decent sized turbo running 25psi that then blurted out a big exhaust that was only ever the same size as the outlet of the turbo for about 1" or less, then it only got bigger from there.
To my simple mind by increasing everything then fun should ensue.
I know, not a very complex plan...but it's all I got.
Err...sorry to the OP for taking this slightly off target. Having said that, I'm not arguing against the proposed product that they're offering for sale though am I.
02-03-2010, 09:32 AM
#44
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