Like the saying goes. I race cars not dynos. I can assure you I put a true dual exhaust with an x pipe on my Dodge Ram and the mileage went up 1.7 and the truck is much faster. Fast cars at the drag strip are not rinning single pipes.
Can it be because the diameter of the merged pipe is too small, not tuned to the rest of the exhaust. Back in the 80’s 8 into one headers were explored and made more torque than dual exhaust. And the Bernoulli principle doesn’t have anything to do with proper scavenging. The Bernoulli principle is what draws fuel into a carburetor. If you take away one side of a tapered cylinder you basically have a wing. So he’s using the wrong terminology here.
I'm just gonna run H pipe because it sounds the best and dual exhaust are cool, I don’t really care if I can make 5 more horsepower from an X pipe or single exhaust.
The math: Since flow is pulsed, pipe diameter is dependent on frequency of flow pulses and volume of the pulses, when the fluid is a gas. Each and every combination of RPM, cylinder displacement, throttle opening, number of cylinders or rotors dumping into the same pipe and combustion energy will have one ideal exhaust tract cross sectional area. In general, when you increase the number of cylinders feeding the same pipe, you increase cross sectional area due to two things: doubled frequency and doubled overall flow volume. I agree that a single LARGE DIAMETER exhaust pipe is more efficient, but most do not understand the dynamics of the effects of the above mentioned factors. A 6" exhaust pipe may be more efficient at WOT at 5000 RPM, but it will not be as efficient at part throttle at lower RPM. One thing the world of science needs is a textbook of tables of the interactions of pipes of various sizes with pulsed flow with various sizes and frequencies of pulses. It's easy to do, but why did the research scientists like Kelvin all seem to die off before 1900? We should have BOOKS of easily-found tables of the behaviors of pipe sizes to create ideal or close-to-ideal compromises. Someone needs to do the research to debunk the really one-size-fits-all mentality of the "performance parts" hucksters.
A lot of good points. The optimal exhaust primary area is dependent on HP. The more cylinders attached to a collector, the smaller it needs to be. It's in GP Blair's "Design and Simulation of 4 Stroke Engines." I have the equations in a spreadsheet. I'll be making around 475 bhp, and I wish someone made 1-5/8" headers, which is proper for LS1/706 heads. 3.25" single exhaust is more than enough for my car, and a little quieter than dual 2.5". The hucksters like to sell the "bigger is better". A larger exhaust may sound "better" but it's most likely a little slower.
I completely agree, but will add, A well though out combination of commonly available "stock" parts (from other performance models) can be way more power/reliability than a thrown together amalgamation of random performance doodads. Research is your friend
Exactly. As someone who went to college for automotive and learned the the theories, this is why exhaust is more than just escaping air at WoT. Youre only at peak TQ for an instant so its more about the entire RPM range.
4:34 Proof in that statement: I have a SINGLE 2.5" exhaust. Stock manifolds 1-1/2" primaries to a 2.5" Y-collector after the cat-converters to a single center in/out 2.5" muffler but out to a Y split dual 3.5" Tip. Because a single 2.5" tip out the side looked weak lol You can tell which one is dominate visually by the fact that after 2 weeks one pipe has 2x more carbon than the other and more of a yellowing/golden color from heat (being stainless) is it's path of least resistance. It's also the one closer to the muffler and cleaner/straighter shot from the post muffler 2.5" pipe, hence path of least resistance.
The way I always imagined it was that a crossover pipe between the dual pipes fooled the exhaust pulses into thinking that's where the length of pipe ended and the rest of the exhaust needed to be as free flowing as possible.
Na, that would be a termination box images.app.goo.gl/AE9TxcXG8STqy4aS8 Notice the crossover is behind it so the linking pipes can still scavenge exhaust from eachother
74 Comet has the fuel tank closer to leaf spring on driver side to make room for one muffler next to it on pass side. Rather than 2 1/4 dual, I used 2 x 2 1/4 into a single 3 and used a 3" in, 3" out super turbo muffler in factory hanger. Mandrel bent pieces, long tube headers, 302. I am thinking of dual 3s to the y pipe and single 4" out back for the next engine....but will test what I have before changing it.
No… its fact, but more RPM specific… there will always be an RPM where single takes over, but everywhere with less flow, will have more power on single.
Y pipes are better on even firing motors. On a V8 you’d need either a flatplane crank or 180 degree headers to take advantage of one. Same reason why equal length header aren’t ideal for crossplane V8s since they overload the collectors with the uneven pulses so you need tuned headers for them. You got the right idea
Right, you need tuned headers to even out the pulses for it to work properly. That’s why you see Y pipes on Ferraris and X pipes on muscle cars from factory You can see on the dyno that the Y pipe make great power but starts to taper off at higher rpm’s since the Y pipe gets over saturated by the uneven pulses, like two guys trying to walk out the same door
That’s why I’m switching my factory X pipe in my 3.7 Mustang to a Y pipe system similar to the one in the 370z. I’m convinced that my even fire sixer would make the most out of a Y pipe, plus the weight savings like you mentioned in the video
Gee......I wonder when NASCAR will figure out that the "180 under the pan" hurts power output. Just cram it all into one big ass oval pipe. Please New Guy!
I love how we get a guy with a residential garage telling us all how single makes more power than dual because he saw an episode of engine masters. The single made more on THAT engine with those collector lengths and that single exhaust and y pipe... That does not mean every car everywhere will get more power out of a single y piped exhaust. There is a lot more science to it and I suggest you take a look into Larry Meauxs PipeMax program and all the related data to exhaust flow and collector lengths.
I like your input, but in a general common application, it holds true about single pipe. My favorite example of single pipe car engines though is on super late model asphalt race cars. The tri-y side pipe with stepped head tubes.....WuuuBahhhh!
Engine Master's test was flawed. They used 2.5" (from the manifolds) with NO balance pipe for the dual exhaust versus 3" (stepped down to 3" and a Y balance pipe) for that dyno. They gave the 3" version time (length) to cool from the manifold. The difference was only 8hp -- with the dual version being slightly compromised. I'll be honest coming out of that Engine Master's episode thinking they were bozos and considering to stop watching their episodes. Either option could have been better since they also showed the open header version -- which beat both by 20+hp.
Unless you can show an apples to apples dyno test showing it not to be the case.....you have debunked nothing 🤷♂️ Ive shown dyno results and explained reasoning why it would be the case. You saying they are flawed is not good enough to debunked it...you would need to provide physical proof that it is the case...not just speculation 😂
Funny last night i decided to do a Y-pipe behind my Flowmaster straight pipe to converge to one pipe on my Ford Crown Vic. It has dual exhaust H-pipe. Thanks for heads up.
A single vs dual are different sizes pipes not to mention the mufflers. Its hard to compare the two. But if you tow or have any rpm, you cant go wrong with duals (and not two into one but true duals).
Its not hard to compare lol You just bolt one setup on run it and then bolt the other setup on and run it. Single made just as much top end and way way more low end as seen in the dyno graphs 😁
The one solid rule i know is back pressure = bad. In both the real world and in the math modeling, there's no situation where back pressure is good. But you have to balance volume with velocity on your air flow thru the tube, and because the engine is effecgively an air pump that has a power band, one configuration if pipe maybe effecient at one power level, but not another power level. So, just like many things in life, it's a balance. You gotta choose where you want your efficiency the most based on your preference. What i would be curious to see, since im not into cars that much and so i dont know if its so - id like to see an exhaust setup where the collector has the inputs off angled to the linear axial flow in the pipe. That way, you'll get the gas/fluid to begin to spiral in the pipe. Hypothetically, this would help scavaging even more if done right if you increase the Venturi Coanda effects. Im just unsure how this wouod work with pulsed air flows of that of your typical combustion engine.
years ago flowmaster made a y collector to blend the pipes from left & right header collectors in a 3 inch single.it increased torque across the rpm range on a ford 302 set up for mid range torque.HUGE difference from stock torque.
@@granadarob you can lead a horse to water but you cant make him drink 🤣 All I did was show you how to get more power out of your ride....its up to you to do what you want with it 😂
What about the restriction of a single muffler? That's probably where the idea of dual exhaust came from in the first place. Could a single exhaust be built with enough capacity for power levels of 500+ that could fit the vehicle(?) I would be interested in seeing tests on it, though.
Actually they said "we did extensive testing but only had more questions then answers on why this single made more power" After they admitted they didnt have a clue why it is the way it is......then they throw out the blanket statment 🤣
@@newguysgarage6802 did you not go look at 4:46 because it shows your wrong. 20:20 they say they would not run over 430 hp thats only 350 to the tire which is not much at all.
Regarding friction inside the pipe, air density should be taken into consideration. Also, weigh the importance of scavenging against just plain getting the air out of the cylinder. There's a reason why the P-51 and other high performance planes and dragsters use straight pipes.
@@newguysgarage6802 Completely different? They're internal combustion piston driven engines. Yeah they might be supercharged or turbocharged but not all. Velocity is good for torque, and I can appreciate that. I have work trucks that require it. But I would not make scavenging more important than flow in a high horsepower engine. Just saying.
@yoursoulisforever guy you can not compare gas engines with nitromethan dragsters. They operate in completely different ways....windage in the oil pan of a nitromethan burning engine actually makes power...thats is how different they are 🤦♂️
That is your opinion, and you're entitled to it. Many people would disagree with you. Are you smarter than everyone else? I'm not putting you down. Rather, just pointing out that savaging is not everything. Not even close.
@yoursoulisforever ya many people would think a nitromethan engine works the same as a gas engine.......and ya I guess im smarter then them in that case
Thank you very much, I'm stuck at internet for few days already searching for logical answer, which u just gave me on a table. Greetings from Poland have a good day
Lots of considerations need to be made, such as application. What RPM range will the vehicle operate in the majority of the time? Let's not forget to factor in the affects of both banks going into a single muffler and back pressure generated vs. two separate mufflers.
Old to make a comment, but this is false. its been shown X pipe for high rpm flow H pipe sound and power to a point and a big single is only good to a point of like 5-600.
awesome info. why do some single 3 inch pipe exhaust put dual catalytic converter then y pipe back into single 3 inch tube all the way to single muffler?
I do not go for power, I go for dual exhaust. For the reason of repairing a miss fire true dual exhaust pipes if you have a miss fire go to the rear of car put a paper on exhaust tip if it suck the paper to the exhaust you only have 4 Cylinders to play with , and not all 8 Cylinders. . . . . .
.....you can just feel primary header tubes to see if one is colder then the rest too....kinda simpler and it will tell you which cylinder it is which the papper trick won't lol
My reasoning is the H dual exhaust setup gives a signature low rumble gurgle sound on a classic American muscle car. An X dual exhaust system gives higher zippy tone sound mostly associated with a European sports car. Example comparison: An early 70's Mach 1 with a V8 vs an early 70's Jaguar XKE with a V12.
I was building 2 into 1 systems in my shop in CA for circle track racers back in the early 90's because they worked. I used the Flowmaster merge collector. Usually 2, 2.25 into 1, 3" or 2.5" into 1, 3.5". It was all stock exhaust manifold, street stock type racing.
I just built a 400 hp dodge 360 for my 1985 ram. You think I will be good with long tubes and 2.25 pipe going into a Y and 2.50 exhaust pipe after that? I'm very interested to feel the difference in torque!
@@sethblair5534 For that HP I would have used Flowmaster Scavenger Series Y Collectors Y250300 with a 3" Flowmaster. Muffler choices are a lot larger now than back then so it's about what you like for sound. But that merge collector helped get the car off the corner. I personally don't like the sound of X-pipes. I just built and installed Flowmaster style chambered muffler for my RV generator. Getting ready to test it as soon as I heal up from getting hurt. Its on my channel.
@speedmaverick I have a knockoff flowmaster super 10 from ebay. I probably will eventually go to a 3 inch exhaust pipe and muffler. I'm just hoping the 2.5 pipe doesn't choke it too bad for now as I just need to get my old truck inspected for the moment
@@sethblair5534 It's shown in recent testing that a single 2.5" pipe can easily handle 200hp. The 3" exit will cut the top hp but it will increase the low & mid. So usually the average across the RPM range is better overall than the loss of peak power.
Great video, I’m building a v8 Sonoma and I’m at the exhaust stage , I’m going to go with the single in / single out flowmaster 50 series but dump the tail pipe in front of the back right tire . Cheers 🇨🇦
The only way this works is 3 inch duels for max best or a 6in single. So do the math 😂 the size of the pipe is what matters but you gotta raise the size of headers first or it does nothing lol
That's incorrect math. One 6 inch pipe has four times the area of a 3 inch pipe. You only need one 4.25 inch pipe to equal the same area as two 3 inch pipes.
It’s not a bad theory, however how many cars have the room to run a single 3.5 piped system? The 2.5 dual system would have slightly more volume assuming the 3.5 pipe is equal length to the duals. Single exhaust sounds crappy compared to true duals. Finally, It also more quickly funnels heat away from the engine and allows 2 catalytic converters to run decreasing the back pressure even slightly.
I did a muffler and resonator delete on my 2015 Hemi ram 1500 and still kept my Y pipe. Sound decibel was 115 compared from doing true duals 4 points higher to 119. Was planning to do true duals until i did some research first and said you will lose power and torque without an H,X or Y pipe . Had a friend at work who drives a 05 ford 5.4 triton with true duals and no pipes. His truck was barely going fast. Just loudness but pure slow
See the problem with the guy that made this video and you you're not understanding the basic concept of what's going on here you're losing exhaust velocity if you use small enough pipe and a true dual system it will maintain exhaust velocity and it will run fine. EXHAUST VELOCITY.
I'm gonna be installing bbk 1¾" long tubes on my f150 5.0 and i'd be interested in your opinion on the exhaust setup Im planning. The collector exit holes are 2¾" so Im thinking 2¾ to the y-pipe, then in to 3" that goes all the way back. Does that sound efficient or what would you do?
Good video, intriguing. What would be the formula for working out optimum single pipe diameter? For my example I will be exiting with 3" from the collector. I will be using oval pipe that transitions down from round from the muffler(s). Im doing this ground clearance for a side exit (race-car).
Ive had many muscle cars ..i found long tube headers to straight pipe to muffler or glass pack ... Y pipe gave way more torque than the x pipe did on same set up .. gd example the 4th gen Firebirds / camaros .. ford mustang came dual an headers stock an firebirds came mannya to pipe no headers..they were factory beast at the time that mustang couldnt touch ...
I don’t know if you caught my Trans Am project or not, but exhaust is not too far away for me. This has completely altered my initial plan, but in a good way thanks, man!
Good video, although the science is a bit dodgy, the conclusions are actually on point here. One fundamental topic missed however is packaging, it's easier to package (route) two smaller pipes then a single big boy under the car, through the suspension etc., this is the real reason why OEM cars are always twin pipe, as always, a compromise is struck between performance, packaging, mass, cost, etc etc.
I make the assumption like any good hot rodder the pipes will end and dump before the rear tires as they should 🤣 So packaging was not really relevant 😅 Thanks for watching! 🙂
Why not best of both worlds? Immediately y-pipe merge into 1 big exhaust out of the headers. Then when it gets to the axle back, diverge again back to duals for packaging. As well as doubling the exhaust note.
@newguysgarage6802 I'm planning on doing some custom exhaust work to my C5. Plan on immediately combining the exhaust out of the headers and then splitting it again. Hoonigan made a video on the Celeritech exhaust system, and I'm gonna try my best to mimic that on a budget. Might make a video if it turns out as good as I think it will.
Dual exhausts have alot of legacy reasons from the 1960's like you couldn't easily buy 3" or 3 1/2" exhausts then. But 2" and 2 1/2" pipes and mufflers were cheap and easy to fit under car and worked well as duals on V8's. A properly sized and pipe lengthed single will be better, but there's 50 years of knowledge of how to make a good dual system.
Very interesting and accurate. I have couple questions, one people dont seem to be able to answer, on a street driven car such as my 57 Plymouth 301 V8 it has 2 1/4 twin exhaust. No H pipe. Would a H pipe help this engine? Also why do H pipes seem to quiet down most stock -- mild V8's ? Oh and can a exhaust either twin or single be to big? Thanks for the help.
Yes an H pipe would benefit that setup, it sounds quieter because exhaust gasses that would normally go straight out the tailpipe is instead going into that crossover and as a result tones down the sound which we hear as quieter, Yes they both have a point where it is too big for the engine, depending on engine size and flow obviously is what will change that. 😃
@newguysgarage6802 thank you very much for the help and information. I also own a 63 Impala with 327, twin exhaust, but being a X frame car can't have a H pipe.
The friction theory is not flawless. Split the exhaust gas into two pipes means half twe volume flow per pipe and with that less speed and with less speed you have less friction. Just to consider for further thoughts.
Less speed also means a less efficient exhaust, and slower speed means the exhaust gasses are subject to that friction over a longer amount of time. More surface area in the smaller pipe as well, so you have more exhaust in contact with the pipe to create friction in the first place lol. Were if you have 1 bigger pipe there is significantly less surface area for exhaust to rub up against. 🙂
@@dezartsean6059 so long as all the pipes merge into a common collector you get the same exhaust scavenging affect. Dosnt matter if there are 4 on one side and 4 on the other..... or if all 8 are in a straight line, just matters that all the piles get connected to help scavenging.
I like this statement ........ cuz it supports my theory. And so, I installed dual 3s all the way to the bumper on my little 367. However, when I installed a GVod, I had to cut the H out, and I noticed a huge loss of low-rpm torque, that the only way back from, was a lower First Gear in the manual trans. I have no way to explain that, but it happened. It was worth it tho cuz the True Duals sound way better. especially at WOT zooming from near idle up to 7200.
I have an 06 Escalade with the 6.2 I was thinking about doing 1 7/8 headers dual 2.5 pipe into an x pipe then into a dual 2.5 inlet single 3 outlet the best of both words
Thank you for the knowledge I do have a car that has a why and it has headers on it does respond very well I'm just going to put on a better Muffler right now I got a hole in the muffler it sounds okay but it doesn't it lags of power I do have a better stainless steel Muffler again thank you again thank you thank you so much
@@newguysgarage6802by your logic, log-style exhaust manifolds make more power than long tube headers because there's better scavenging from 4 cylinders (on each side) as opposed to one pulse per long tube
@@justinforgette11 ......and how would you come up with that idea? Not with my logic 😂 Log manifolds barely have any scavenging affect to them because they just dump into a plenum essentially. Proper exhaust scavenging should be done in a collector......just like I explained in the video lol
I like single because it fits the body I have and doesn;t hang low. I like the sound better. I hate the dual exhaust popping machine gun sound on a daily driver. Is great on racecars, not my camaro though.
I like the rowdy sound of the two into one pipe--cat-flowmaster44 on my 1994 Z28 LT1 350. Ive listened to duel-cat-muffler on the same car and its not as hard hitting rowdy.
I have a 2017 Tundra 5.7 V8 with a Y-pipe (no mufflers). I am thinking of removing the Y-pipe and running straight dual pipes straight back from the cats. I am looking for more sounds only. Don't care about power. What is your professional opinion? Is it worth the $350 the exhaust shop quoted me for? Thank you.
Consider the spacing between firing on the two banks is usually not even. Sometimes two adjacent power strokes happen on the same bank. Connecting the two banks together is imperative to smoothing this out. A flat plane V8 with even firing might have little effect from this though, they basically act like two 4 cylinder engines. Does the C8 Z06 (LT6 flat plane) even have a crossover? If so, probably just for sound.
Like most engines the Mopar small block is 18436572, As can be seen 5 and 7 are same bank and consecutive firing. SBCs are the same and if you re-organize the Ford SB firing order to conform in the front to rear rod-order, it is the same also. The only conflict in the X-pipe is between 7 and 2 , and it ain't gonna matter for a street-driven machine, unless maybe you have a teensie-weesie pipe, and even then only as the rpm rises. ...... IMO. In the H-pipe, my understanding is that there is very little actual exhaust flow in the pipe, Just a general pulsing back and forth like an expansion chamber. Well I already bolted on a pair of expansion chambers, called 3-pass mufflers. And, I choose 3" tubes to act as heat radiators to cool the exhaust so the gasses contract, and thus having lost energy, they fly thru the muffs faster/easier, and idle thru the 3" tailpipes, practically falling out the ends, thus being nice and quiet; which keeps the cops off my azz. That was my theory. If I lost horsepower, I don't actually care, cuz if the cops catch me and take away my license, then the car will be parked at Zero hp. As to the weight, Yeah the whole 3 inch collector-back piping and mufflers is 72 pounds, and how much weight would a smaller system weigh? I'm gonna guess 50 pounds, So what does 22 pounds cost me in first and/or second gear? My car on the street, spins further than that anyway so ............Ask me if I care. I could be wrong but if I am, again, ask me if I care.
So am I right in doing the exhaust upgrade on my v6 tacoma? I'm swapping my oem muffler for a paradox signature series performance muffler but I'm just going to swap the muffler for this better flowing muffler mainly for the sound but I'm not spending the money to do a full cat back system since I probably won't see any gain from 3" catback or a dual catback over the 2.5" I already have with the higher flowing muffler reducing back pressure but not so big I loose velocity??? My main goal is a better sound and if it helps performance great if it don't I didn't expect much anyway.i do have a k&n panel but I got it so cheap it was less than a good paper tacoma engine air filter so maybe the muffler swap and the high flow filter might increase low end torque a smidgen maybe which would be a,welcome side effect as it's not the most power for the 20mpg I get on the hwy to begin with. But I love my truck and I hope to love the sound of the paradox under acceleration and lack of it on the hwy ! If my thinking is on the level great if it's not please let me know before I cut off my oem ..but if you think I'll get what I'm after well also let me know so I can feel good about it lol .. great thinking on this and it makes total sense though I was going to install an h pipe eventually to make it sound a little more truck like as I want it to sound like a truck and not a ricer.
I had to stop when he said " air sticks too things ". This is a fact. Proven in wind tunnel testing. And for you golfers, those dimples on the ball cause the atmosphere to, stick on the ball so that the ball travels farther. It goes to reason other fluid dynamics would take place in an exhaust pipe.
Ok. What are your thoughts on the whole catback system? Single exhaust y pipe up front and ypipe at the back! Does it help having the exhaust gasses escaping more with the dual pipes or just a single pipe?
I think that is just a way to make it look like you have dual exhaust when you really dont lol 😆 You already have it as a single for most of the way anyway, no point in splitting it apart again 😅
Have a question hoping you can answer. I absolutely understand the 2 into 1. So what happens at the Muffler. 2 going into 1 then big expansion chamber called a Muffler then splits off into 2 going out witch is very common on trucks
Usually after the muffler the added pipe doesn't really affect power much depending on the muffler that is. If you have a big expansion chamber style muffler the reflected waves stop and turn back around once it hits that open chamber. So you could have duels out the back after that.....but it would just be to add weight at that point 😅
@@newguysgarage6802 thanks for the response. Makes sense that you mentioned it. Im running KOOKS Long Tube Headers with there catted Y pipe. 2 going into 1 set up on a 6.2L Ford Raptor connected to original Muffler and back. Had it tuned and It Really woke the truck up. People kept telling me to go straight duels but I did what the Tuner said and he was rt.
Exhaust gases are loosing pressure when they exit the cylinder that causes cooling that causes contraction of the gases which means less pipe diameter is needed in the tail exit at the back of the car. Max combustion temp in cylinder at max pressure is 1000c but at the tail pipe exit is less then 200-300c. All that cooling happens that fast because of pressure dropping to atmospheric pressure. There is no way to optimize primary tubes because the firing order on cross plane crank. On a single plane crank(coyote engine, ferrari v8) same length primaries works. And too large exhaust diameter pipe slows the gases so much that they are cool dense and heavy so less efficient to pump out. All of this is theory that needs testing nobody knows for sure exactly what works best on one particular engine.
Most people to not know about scavenging or how CFM works with external static pressure also a larger diameter single exhaust with good header collectors can flow better than duals also you save some weight I chose 3" single for my mild built ford 302 V8 swap in my Datsun I do heating and cooling and measure external static pressure/CFM of duct work often
After spending a lot of money on this L83 I can tell you the differences are negligible. X pipe dual 3" made most power on dyno. The 3" dual h pipe made second. The 3.5" Single was third. 4" single was fourth. You want more than just scavenging, the wave returns and pushes back some exhaust which pushes back some unburnt fuel and believe it or not exhaust gases are a lot cooler than combustion gases so it in turn cools the compression stroke. EGR believe it or not also cools the combustion. The differences with a tune between each of the exhausts were at peaks only a few WHP. The weight of the factory exhaust vs duals is still lighter with no cats and mufflers. I am sorry but I will stick with what I have seen for myself on the dyno and what tuners with 20+ years of experience say.
I want to do 1 3/4 long tube headers on my 2001 tahoe with the 5.3, but I’m stuck on y-pipe to single out, or x pipe to dual out. Dual out looks good, but Im not sure what to do.
I have those size headers going to a catless 3 inch ypipe to a single slp resonator and side exit tip on my 2000 gmc sierra 5.3.It sounds similar to a corvette and has good low end torque.It's actually quite a big difference in torque over the stock manifolds.
The X pipe also makes a bitchin sound! From the Trans Am series to restrictor plate NASCAR racing. I loved the concept really and makes a lot of sense. It simplifies the whole collector length, primary tube length, 180 degree header design dilemma.
Because dual exhaust sounds like more performance to the general public who are buying the cars. They are more concerned about selling than they are about performance lol
@@imadude85 '65 Chevy II , 359" , 6-71 Blower , solid roller 276/282 @ .050 , 670/695 lift , sounds like it would be a radical engine but it's actually very streetable . Edit: it also has four mufflers on it .
Bro I have an inline 6 engine, originally it came as a single full pipe exhaust, now I did turn it in a true duel exhaust, should I consider having the two pipes which are each 2.5 inch join into a single muffler of and it becomes 4 inch single pipe after the muffler, Will it increase horse power and torque? Your videos are SOLID
Ok so what do you have now? "Now I didn't turn it into a true duel exhaust" Not quite sure what that means, so it goes from single to dual afterwards? If so then I would just put a single on probably 3.5in and a good see through muffler If it is a true dual, then I would combine the two 2.5in into a Y pipe with a 3.5in outlet and a good see through muffler 🙂 Possibly even a 3in depending on how much air the inline 6 is pushing (lighter too) 350hp and under I would do 3in
@@newguysgarage6802 appreciate the reply, my error I meant to say I turned it into a true duel exhaust, my engine reached 438 Hp and 496 torque, I guess I would need a 4 inch y pipe? Also is it recommended that the true duels exhaust join in the muffler instead of having a Y pipe? So I can get best of both world( low rpm power and high rpm)
All this is true. It's the same of 8 into 1 headers and 180 degree headers. Sounds like a flat plane crank V8 or two synchronised 4 bangers. But I hate that sound. I had a custom 3" single exhaust made for my 2005 Aussie Ford Fairlane. It has the same 5.4L 3V Triton engine as the F150. It sounded like crap. Why did F150s sound great with a single exhaust and mine did not? My Y-pipe was equal length whereas the stock F150 Y-pipe is unequal length, giving a time separation between the two banks, giving it the V8 rumble sound that I love. I had the exhaust guy add a zig-zag to one side of the Y-pipe to make a length difference between the two banks and...Hey presto! I had the glorious V8 sound that I love. I know the exhaust pulses aren't perfectly timed to maximise the scavenging effect, but I don't care. 🙂
Appropriate combination applies to every different setup. On a 2000hp drag and drive car. No, single is not going to do. Does your 255 hp bone stock daily need duals? No Do research. See whats effective and whats not. That money you spent on duals could have actually gone to something that actually makes more power
2000hp NA car then yes the single would still be optimal so long as it is properly sized. But the fact your not going to be having 2000hp gasoline NA engines and more than likely going to be supercharged or running a different fuel type...means scavenging is not as important as it is on a gasoline NA motor
I got a supercharged LS 6.0 TBSS. They come stock with a y pipe set up. Was thinking of doing 3 inch y pipe but cutting the y pipe back to fit as much of both pipes into the 4 inch collector as I can and doing 4 inch back, thoughts on that opposed to dual 3 inch??
I’ve read some of these comments not sure I’m smart enough so I want to ask for your input, I have a 2015 ram 2500 5.7 Hemi I was wanting to put Borla cat back duels like the 1500s have, but they don’t make anything for 2500 except a single for the 6.4 which is 3 1/2 inch mine is 3 inch, my question is would this 3 1/2 inch exhaust system work on my 5.7 or would I lose low end torque because of velocity loss and power in low RPMs Maybe you answered it at the end as I asked before the end of video I guess my question is will I hurt performance by increasing my single from 3 to 3 1/2
You may lose some low end torque either way if the truck has a single exit exhaust from the factory. You could go a few different directions, it's your vehicle to do as you wish, but IMO if it was my truck, I would either find a single borla 3 inch in/3 inch out muffler and have a shop weld it into your existing exhaust... or find 2 mufflers, go duals, but drop the pipe size down to 2.5 or 2.75 inch to maintain the exhaust velocity. Having a good exhaust shop fabricate an exhaust will save you big money vs an off the shelf catback kit. Hope this helps!
i have always liked the sound of a single pipe system, something i have been thinking about is using an old single pipe ram 2500 catback system thats 3 inch all the way for my 79 mercury cougar. it would require i cut off the cats and got a y collector but do you think i would acrually gain anything whilst still on old log style headers
Yes i still think having the pulses from each side helping eachother out will make more low end tourqe with the log manifolds. Just make sure it is a nice Y pipe, and doesn't have a restrictive muffler
Nobody has noticed John forces funny car runs a single outlet y pipe now? He said it helps it hook up better because he dropped about 9000hp lol. I'm just bein a wise ass, I don't care if on a mild street engine it makes a couple extra ponies and this is on a mild street engine, yeah a properly sized 2 into 1 exhaust will work as good as anything but I will never run a single over duals (unless it's an 3rd gen Camaro) because it's overal lame imo. It is the reason I consider going centrifugal supercharger over a single turbo is the single outlet, yeah most that don't fender dump y pipe it back into 2 but that seems cheesy imo the big HP isn't cheesy but the exhaust is, and exhaust sound is so important to me and also with the extra cylinder pressure of a supercharger and dual exhaust sounds so epic. My old muscle truck 92 Cheyenne with a 355 SBC has regular old cheap 1 5/8" headman long tubes going into dual 3" pipe with gutted walker super cats dumped at the axl, had 40 series now has cherry bomb turbos but I want a more racey note so it's getting redone, it's staying 3" but getting n x pipe and tail pipes, in the past vehicals I always keep em exiting strait out the back the sound of 2 pipes blending sounds so sexy verses that old school blub blub lazy side to side note behind the tires. I'm tossing the idea of having both pipes exiting into a large wide oval collector can at the very end like some sports cars (n no it's not making it into a single exhaust but doing all that may sound super cool imo. Mufflers are the big one even tho the 40s were obnoxiously loud with my combo and 3" pipes and the turbos are still oddly pretty loud they zap alot of power and it is a bit tame I'm thinking something in the middle like a good straight thru muffler like dynomax/ magna flow, should sound epic for an old school SBC, I'm also thinking of building a modifying a single plane intake so I can bolt a diy ported Eaton M90 on, with only 350 or so HP if I can gain 50 to 75hp from it I'll be happy maybe even 100hp with a pulley? That's pushing it with little M90 but it's a regular to daily driver so just a little extra HP and some sick blower whine would be cool and an factory style intercooler plate is only $150 to $250. Sorry bout long comment I get rambling sometimes.
For the exact same flow capacity, roughly 4.25 inches. But you likely don't need 3" collectors on your vehicle, anyway, so I'd go 3.5 like NGG said. If you had 2.5 collectors, then those combining into a single 3.5 is the exact same flow capacity.
@@701garage And sound like all those fart box squatted trucks. Not to mention be louder for the same amount of mufflers. PASS! Also, big (X) on that "more power" BS. Better scavenging makes more power. Look up David Vizard.
Just the video I was looking for. What would you recommend for me? I just bought a 2023 Supra 6MT (single turbo) and stock it comes with dual pipe through all the way back to dual exhaust. I want to upgrade the exhaust system. Would sticking to dual pipe through to dual exhaust be the best option or would single through pipe through to dual exhaust exists be a better option?
Ok got it, Yes so really because both manifolds go into the turbo and the turbo has one exhust outlet the additional pipes are not Necessary. There is no scavenging affect after the turbo so you just need that exhust gas to get out as easily as possible. So a large diameter single exhaust would be the most effective for that purpose, and weigh less than the additional exhaust pipes too. 🙂
This just isn't true. My nova looses 3/10 in the 8th mile with a 3" true duals with an open x pipe. When I bolt on an 18" collector extension directly on each of the headers, it picks up 3/10 every time. This is on a 700 hp big solid roller 496 BBC. 3" is the biggest exhaust that my local exhaust shop can bend or i would've gone to 3.5" pipes. And the way the car is set up there's no way I could get a single 4.5" inch pipe underneath it, we struggled just putting 3-inch on it. Honestly, There's no way that every car makes more power on a single exhaust, maybe on your normal 300 to 500 horsepower cars. That's definitely not going to be the case on a racing engine with a lot of power.
.....you just said you couldn't put the right size single on the car.....but then claim it wouldn't have worked even though you didn't test it because you couldn't find a place to do it.....😂
@@newguysgarage6802 lol. Cause I'm not putting single exhaust on my car....it would take a 5-6" single exhaust for my car to make good power, for one it wouldn't fit and two, it's fucking retarded dude. And If a single exhaust works so well and efficient, why does NOBODY in the racing world making big power run single exhaust? Unless its a single turbo car maybe.. just know, not every car is gonna make more power on single exhaust, it's just not possible. It will probably make more low end torque but that's about it. Your theory may work on regular everyday cars but in the racing world, single exhaust sucks. And if it was so great, then more people would be running it and they don't. I've been all over the country racing and competing in big and small events, not a single car, unless it's turbo...runs a single exhaust. It's not applicable to high hp n/a race cars.
@@Bobthebuilder.69he didn't say it but who says he isn't talking about pollution controlled vehicles? Most people on youtube do mods for everyday cars and pass on info to each other. Just take a chill pill. If you're using a legal exhaust, he's giving good advice
Like the saying goes. I race cars not dynos. I can assure you I put a true dual exhaust with an x pipe on my Dodge Ram and the mileage went up 1.7 and the truck is much faster. Fast cars at the drag strip are not rinning single pipes.
Yeah they are. Single exit out of the hood, turbo, or fender.
Lol 😂 yea that’s because u removed the restriction and lost the weight 🤦🏽♂️
Those are turbo cars.How about the nitrous and supercharged cars ever put those into thought?
Can it be because the diameter of the merged pipe is too small, not tuned to the rest of the exhaust. Back in the 80’s 8 into one headers were explored and made more torque than dual exhaust. And the Bernoulli principle doesn’t have anything to do with proper scavenging. The Bernoulli principle is what draws fuel into a carburetor. If you take away one side of a tapered cylinder you basically have a wing. So he’s using the wrong terminology here.
@@kennethcohagen3539 wtf u ranting about all that matters is those 1/4 mile numbers fuck theory
I'm just gonna run H pipe because it sounds the best and dual exhaust are cool, I don’t really care if I can make 5 more horsepower from an X pipe or single exhaust.
Yup.
I'll give you a Denzel Washington from training day, My Maan!👍 X-pipe sound a little too new model for me if that makes sense.
@@johnsheetz6639 x pipe on a 5. O is HORRIBLE
I run hpipe dual on my e36 2.8 and it I can feel notably less power compared to previous single pipe. :(
The math:
Since flow is pulsed, pipe diameter is dependent on frequency of flow pulses and volume of the pulses, when the fluid is a gas.
Each and every combination of RPM, cylinder displacement, throttle opening, number of cylinders or rotors dumping into the same pipe and combustion energy will have one ideal exhaust tract cross sectional area.
In general, when you increase the number of cylinders feeding the same pipe, you increase cross sectional area due to two things: doubled frequency and doubled overall flow volume.
I agree that a single LARGE DIAMETER exhaust pipe is more efficient, but most do not understand the dynamics of the effects of the above mentioned factors. A 6" exhaust pipe may be more efficient at WOT at 5000 RPM, but it will not be as efficient at part throttle at lower RPM.
One thing the world of science needs is a textbook of tables of the interactions of pipes of various sizes with pulsed flow with various sizes and frequencies of pulses. It's easy to do, but why did the research scientists like Kelvin all seem to die off before 1900? We should have BOOKS of easily-found tables of the behaviors of pipe sizes to create ideal or close-to-ideal compromises.
Someone needs to do the research to debunk the really one-size-fits-all mentality of the "performance parts" hucksters.
A lot of good points. The optimal exhaust primary area is dependent on HP. The more cylinders attached to a collector, the smaller it needs to be. It's in GP Blair's "Design and Simulation of 4 Stroke Engines." I have the equations in a spreadsheet.
I'll be making around 475 bhp, and I wish someone made 1-5/8" headers, which is proper for LS1/706 heads. 3.25" single exhaust is more than enough for my car, and a little quieter than dual 2.5". The hucksters like to sell the "bigger is better". A larger exhaust may sound "better" but it's most likely a little slower.
I believe there is a book by David Vizard that has some of these charts
I completely agree, but will add, A well though out combination of commonly available "stock" parts (from other performance models) can be way more power/reliability than a thrown together amalgamation of random performance doodads. Research is your friend
Exactly. As someone who went to college for automotive and learned the the theories, this is why exhaust is more than just escaping air at WoT. Youre only at peak TQ for an instant so its more about the entire RPM range.
4:34 Proof in that statement: I have a SINGLE 2.5" exhaust. Stock manifolds 1-1/2" primaries to a 2.5" Y-collector after the cat-converters to a single center in/out 2.5" muffler but out to a Y split dual 3.5" Tip. Because a single 2.5" tip out the side looked weak lol You can tell which one is dominate visually by the fact that after 2 weeks one pipe has 2x more carbon than the other and more of a yellowing/golden color from heat (being stainless) is it's path of least resistance. It's also the one closer to the muffler and cleaner/straighter shot from the post muffler 2.5" pipe, hence path of least resistance.
firing order headers, equal length, stepped at the collector entry to a bigger y pipe is the gold. GMA T50 engine is a perfect example
@@paul1der firing order headers...would not be equal length 😅
The way I always imagined it was that a crossover pipe between the dual pipes fooled the exhaust pulses into thinking that's where the length of pipe ended and the rest of the exhaust needed to be as free flowing as possible.
Na, that would be a termination box
images.app.goo.gl/AE9TxcXG8STqy4aS8
Notice the crossover is behind it so the linking pipes can still scavenge exhaust from eachother
74 Comet has the fuel tank closer to leaf spring on driver side to make room for one muffler next to it on pass side. Rather than 2 1/4 dual, I used 2 x 2 1/4 into a single 3 and used a 3" in, 3" out super turbo muffler in factory hanger. Mandrel bent pieces, long tube headers, 302. I am thinking of dual 3s to the y pipe and single 4" out back for the next engine....but will test what I have before changing it.
This would be vehicle , motor , hp specific on which is better. Nice theory though.
No… its fact, but more RPM specific… there will always be an RPM where single takes over, but everywhere with less flow, will have more power on single.
Enginemasters proved it. The big single did make more power than duals.
Y pipes are better on even firing motors. On a V8 you’d need either a flatplane crank or 180 degree headers to take advantage of one. Same reason why equal length header aren’t ideal for crossplane V8s since they overload the collectors with the uneven pulses so you need tuned headers for them. You got the right idea
Nobody ever said you had to have equal length tubes on a Y pipe setup lol
Right, you need tuned headers to even out the pulses for it to work properly. That’s why you see Y pipes on Ferraris and X pipes on muscle cars from factory
You can see on the dyno that the Y pipe make great power but starts to taper off at higher rpm’s since the Y pipe gets over saturated by the uneven pulses, like two guys trying to walk out the same door
That’s why I’m switching my factory X pipe in my 3.7 Mustang to a Y pipe system similar to the one in the 370z. I’m convinced that my even fire sixer would make the most out of a Y pipe, plus the weight savings like you mentioned in the video
Gee......I wonder when NASCAR will figure out that the "180 under the pan" hurts power output. Just cram it all into one big ass oval pipe. Please New Guy!
I have ALWAYS gained power with a duals over a single pipe. Collector length plays a significant part as well.
It seems you are not considering the significant contribution/detraction of pressure wave pulses, standing waves, etc.
I love how we get a guy with a residential garage telling us all how single makes more power than dual because he saw an episode of engine masters. The single made more on THAT engine with those collector lengths and that single exhaust and y pipe... That does not mean every car everywhere will get more power out of a single y piped exhaust. There is a lot more science to it and I suggest you take a look into Larry Meauxs PipeMax program and all the related data to exhaust flow and collector lengths.
I like your input, but in a general common application, it holds true about single pipe. My favorite example of single pipe car engines though is on super late model asphalt race cars. The tri-y side pipe with stepped head tubes.....WuuuBahhhh!
Engine Master's test was flawed. They used 2.5" (from the manifolds) with NO balance pipe for the dual exhaust versus 3" (stepped down to 3" and a Y balance pipe) for that dyno. They gave the 3" version time (length) to cool from the manifold. The difference was only 8hp -- with the dual version being slightly compromised. I'll be honest coming out of that Engine Master's episode thinking they were bozos and considering to stop watching their episodes. Either option could have been better since they also showed the open header version -- which beat both by 20+hp.
Unless you can show an apples to apples dyno test showing it not to be the case.....you have debunked nothing 🤷♂️
Ive shown dyno results and explained reasoning why it would be the case.
You saying they are flawed is not good enough to debunked it...you would need to provide physical proof that it is the case...not just speculation 😂
Funny last night i decided to do a Y-pipe behind my Flowmaster straight pipe to converge to one pipe on my Ford Crown Vic.
It has dual exhaust H-pipe. Thanks for heads up.
A single vs dual are different sizes pipes not to mention the mufflers. Its hard to compare the two. But if you tow or have any rpm, you cant go wrong with duals (and not two into one but true duals).
Its not hard to compare lol
You just bolt one setup on run it and then bolt the other setup on and run it.
Single made just as much top end and way way more low end as seen in the dyno graphs 😁
Yeah TRUE duals are better for performance 👍
Not according to the dyno 😁
@@newguysgarage6802 yes according to the dyno you just dont watch in detail 4:46
@@newguysgarage6802 nope...
The one solid rule i know is back pressure = bad. In both the real world and in the math modeling, there's no situation where back pressure is good.
But you have to balance volume with velocity on your air flow thru the tube, and because the engine is effecgively an air pump that has a power band, one configuration if pipe maybe effecient at one power level, but not another power level.
So, just like many things in life, it's a balance. You gotta choose where you want your efficiency the most based on your preference.
What i would be curious to see, since im not into cars that much and so i dont know if its so - id like to see an exhaust setup where the collector has the inputs off angled to the linear axial flow in the pipe. That way, you'll get the gas/fluid to begin to spiral in the pipe. Hypothetically, this would help scavaging even more if done right if you increase the Venturi Coanda effects.
Im just unsure how this wouod work with pulsed air flows of that of your typical combustion engine.
years ago flowmaster made a y collector to blend the pipes from left & right header collectors in a 3 inch single.it increased torque across the rpm range on a ford 302 set up for mid range torque.HUGE difference from stock torque.
60 plus years of dual exhaust proves people don't care about single exhaust BS...watching this video was a waste of 8 minutes I'll never get back ....
@@granadarob you can lead a horse to water but you cant make him drink 🤣
All I did was show you how to get more power out of your ride....its up to you to do what you want with it 😂
True dual is VERY. POWERFULL.
it can only draw exhaust out if 1- the pulse is there 2- the valves are open in the cylinder 3- you have overlap.. right ?
What about the restriction of a single muffler? That's probably where the idea of dual exhaust came from in the first place. Could a single exhaust be built with enough capacity for power levels of 500+ that could fit the vehicle(?) I would be interested in seeing tests on it, though.
The engine masters test had see through mufflers on them. Should have mentioned that 😅
Glass Packs.
Yes they mentions that in the video anything over 400 duals are better
Actually they said "we did extensive testing but only had more questions then answers on why this single made more power"
After they admitted they didnt have a clue why it is the way it is......then they throw out the blanket statment 🤣
@@newguysgarage6802 did you not go look at 4:46 because it shows your wrong. 20:20 they say they would not run over 430 hp thats only 350 to the tire which is not much at all.
Regarding friction inside the pipe, air density should be taken into consideration. Also, weigh the importance of scavenging against just plain getting the air out of the cylinder. There's a reason why the P-51 and other high performance planes and dragsters use straight pipes.
Planes and dragsters are completely different from a gasoline car engine 🤦♂️
@@newguysgarage6802 Completely different? They're internal combustion piston driven engines. Yeah they might be supercharged or turbocharged but not all. Velocity is good for torque, and I can appreciate that. I have work trucks that require it. But I would not make scavenging more important than flow in a high horsepower engine. Just saying.
@yoursoulisforever guy you can not compare gas engines with nitromethan dragsters.
They operate in completely different ways....windage in the oil pan of a nitromethan burning engine actually makes power...thats is how different they are 🤦♂️
That is your opinion, and you're entitled to it. Many people would disagree with you. Are you smarter than everyone else? I'm not putting you down. Rather, just pointing out that savaging is not everything. Not even close.
@yoursoulisforever ya many people would think a nitromethan engine works the same as a gas engine.......and ya I guess im smarter then them in that case
Thank you very much, I'm stuck at internet for few days already searching for logical answer, which u just gave me on a table. Greetings from Poland have a good day
Hey thanks for watching!
And hello from Minnesota USA 😁
Lots of considerations need to be made, such as application. What RPM range will the vehicle operate in the majority of the time? Let's not forget to factor in the affects of both banks going into a single muffler and back pressure generated vs. two separate mufflers.
@@JohnDoesItAll no backpressure generated if you size the exhaust correctly
@@newguysgarage6802 Agreed!
Old to make a comment, but this is false. its been shown X pipe for high rpm flow H pipe sound and power to a point and a big single is only good to a point of like 5-600.
awesome info. why do some single 3 inch pipe exhaust put dual catalytic converter then y pipe back into single 3 inch tube all the way to single muffler?
I do not go for power, I go for dual exhaust. For the reason of repairing a miss fire true dual exhaust pipes if you have a miss fire go to the rear of car put a paper on exhaust tip if it suck the paper to the exhaust you only have 4 Cylinders to play with , and not all 8 Cylinders. . . . . .
.....you can just feel primary header tubes to see if one is colder then the rest too....kinda simpler and it will tell you which cylinder it is which the papper trick won't lol
I never though about that , Thank you so much!!!@@newguysgarage6802
Sound is most of the reason why we do it
My reasoning is the H dual exhaust setup gives a signature low rumble gurgle sound on a classic American muscle car. An X dual exhaust system gives higher zippy tone sound mostly associated with a European sports car. Example comparison: An early 70's Mach 1 with a V8 vs an early 70's Jaguar XKE with a V12.
Idiotic theory that's been proven wrong millions of times on the Dyno.
Any who knows anything about cars knows that H pipes and x pipes are for sound, not performance. And x pipes sound way better.
Anyone who knows anything about cars knows exhaust systems have a big influence on power production 😂
I dont care if i get 5 more hp. It's a day driver, and it sounds good and 18 mpg
Way more than 5hp but you do you 😂
I was building 2 into 1 systems in my shop in CA for circle track racers back in the early 90's because they worked. I used the Flowmaster merge collector. Usually 2, 2.25 into 1, 3" or 2.5" into 1, 3.5". It was all stock exhaust manifold, street stock type racing.
Sweet! 😃
I just built a 400 hp dodge 360 for my 1985 ram. You think I will be good with long tubes and 2.25 pipe going into a Y and 2.50 exhaust pipe after that? I'm very interested to feel the difference in torque!
@@sethblair5534 For that HP I would have used Flowmaster Scavenger Series Y Collectors Y250300 with a 3" Flowmaster. Muffler choices are a lot larger now than back then so it's about what you like for sound. But that merge collector helped get the car off the corner. I personally don't like the sound of X-pipes. I just built and installed Flowmaster style chambered muffler for my RV generator. Getting ready to test it as soon as I heal up from getting hurt. Its on my channel.
@speedmaverick I have a knockoff flowmaster super 10 from ebay. I probably will eventually go to a 3 inch exhaust pipe and muffler. I'm just hoping the 2.5 pipe doesn't choke it too bad for now as I just need to get my old truck inspected for the moment
@@sethblair5534 It's shown in recent testing that a single 2.5" pipe can easily handle 200hp. The 3" exit will cut the top hp but it will increase the low & mid. So usually the average across the RPM range is better overall than the loss of peak power.
Great video, I’m building a v8 Sonoma and I’m at the exhaust stage , I’m going to go with the single in / single out flowmaster 50 series but dump the tail pipe in front of the back right tire . Cheers 🇨🇦
Sounds sweet!
The only way this works is 3 inch duels for max best or a 6in single. So do the math 😂 the size of the pipe is what matters but you gotta raise the size of headers first or it does nothing lol
That's incorrect math. One 6 inch pipe has four times the area of a 3 inch pipe. You only need one 4.25 inch pipe to equal the same area as two 3 inch pipes.
It’s not a bad theory, however how many cars have the room to run a single 3.5 piped system? The 2.5 dual system would have slightly more volume assuming the 3.5 pipe is equal length to the duals. Single exhaust sounds crappy compared to true duals. Finally, It also more quickly funnels heat away from the engine and allows 2 catalytic converters to run decreasing the back pressure even slightly.
I did a muffler and resonator delete on my 2015 Hemi ram 1500 and still kept my Y pipe. Sound decibel was 115 compared from doing true duals 4 points higher to 119. Was planning to do true duals until i did some research first and said you will lose power and torque without an H,X or Y pipe . Had a friend at work who drives a 05 ford 5.4 triton with true duals and no pipes. His truck was barely going fast. Just loudness but pure slow
Yep!
See the problem with the guy that made this video and you you're not understanding the basic concept of what's going on here you're losing exhaust velocity if you use small enough pipe and a true dual system it will maintain exhaust velocity and it will run fine. EXHAUST VELOCITY.
That’s a 5.4 triton for ya 😂
I'm gonna be installing bbk 1¾" long tubes on my f150 5.0 and i'd be interested in your opinion on the exhaust setup Im planning. The collector exit holes are 2¾" so Im thinking 2¾ to the y-pipe, then in to 3" that goes all the way back. Does that sound efficient or what would you do?
Good video, intriguing. What would be the formula for working out optimum single pipe diameter? For my example I will be exiting with 3" from the collector. I will be using oval pipe that transitions down from round from the muffler(s). Im doing this ground clearance for a side exit (race-car).
You have no idea what you’re talking about. You’re forgetting exhaust is forced out…
Ive had many muscle cars ..i found long tube headers to straight pipe to muffler or glass pack ... Y pipe gave way more torque than the x pipe did on same set up .. gd example the 4th gen Firebirds / camaros .. ford mustang came dual an headers stock an firebirds came mannya to pipe no headers..they were factory beast at the time that mustang couldnt touch ...
It can be tricky getting 5" pipe over the rear axle
You would need a seriously big cubic inch engine to require 5" tubes lol 😆
And at that point i would just dump it before the rear axle 😁
None of this applies to turbo/twin turbo setups right? There is no pulse beyond the turbines under boost.
@@bavarianblessed correct, scavenging is essentially useless after the turbo 🙂
I don’t know if you caught my Trans Am project or not, but exhaust is not too far away for me. This has completely altered my initial plan, but in a good way thanks, man!
Ill have to go back and check it out!
Glad this gave you some ideas 😁
yes if you make more then 400hp go duals
Good video, although the science is a bit dodgy, the conclusions are actually on point here. One fundamental topic missed however is packaging, it's easier to package (route) two smaller pipes then a single big boy under the car, through the suspension etc., this is the real reason why OEM cars are always twin pipe, as always, a compromise is struck between performance, packaging, mass, cost, etc etc.
I make the assumption like any good hot rodder the pipes will end and dump before the rear tires as they should 🤣
So packaging was not really relevant 😅
Thanks for watching! 🙂
Why not best of both worlds? Immediately y-pipe merge into 1 big exhaust out of the headers. Then when it gets to the axle back, diverge again back to duals for packaging. As well as doubling the exhaust note.
@newguysgarage6802 I'm planning on doing some custom exhaust work to my C5. Plan on immediately combining the exhaust out of the headers and then splitting it again. Hoonigan made a video on the Celeritech exhaust system, and I'm gonna try my best to mimic that on a budget. Might make a video if it turns out as good as I think it will.
Dual exhausts have alot of legacy reasons from the 1960's like you couldn't easily buy 3" or 3 1/2" exhausts then. But 2" and 2 1/2" pipes and mufflers were cheap and easy to fit under car and worked well as duals on V8's.
A properly sized and pipe lengthed single will be better, but there's 50 years of knowledge of how to make a good dual system.
Very interesting and accurate. I have couple questions, one people dont seem to be able to answer, on a street driven car such as my 57 Plymouth 301 V8 it has 2 1/4 twin exhaust. No H pipe. Would a H pipe help this engine? Also why do H pipes seem to quiet down most stock -- mild V8's ? Oh and can a exhaust either twin or single be to big? Thanks for the help.
Yes an H pipe would benefit that setup,
it sounds quieter because exhaust gasses that would normally go straight out the tailpipe is instead going into that crossover and as a result tones down the sound which we hear as quieter,
Yes they both have a point where it is too big for the engine, depending on engine size and flow obviously is what will change that. 😃
@newguysgarage6802 thank you very much for the help and information. I also own a 63 Impala with 327, twin exhaust, but being a X frame car can't have a H pipe.
Does pipe diameter influence the choice of y,x or h pipe? What are your thoughts on the Flowmaster Scavenger x pipe?
Pipe diameter is more influenced by the flow of the engine (or HP), Im personally a believer that an X pipe is just a not as effective Y pipe myself 😅
2 .1/2 best for stock v 8 / headers max
Just when I thought I needed to change my Y pipe to a true dual exhaust
I've had 3 experiences with single modified exhaust.
Won't tell the specifics, but this video is really making me think.
Im glad it is! 😃
The friction theory is not flawless. Split the exhaust gas into two pipes means half twe volume flow per pipe and with that less speed and with less speed you have less friction. Just to consider for further thoughts.
Less speed also means a less efficient exhaust, and slower speed means the exhaust gasses are subject to that friction over a longer amount of time.
More surface area in the smaller pipe as well, so you have more exhaust in contact with the pipe to create friction in the first place lol. Were if you have 1 bigger pipe there is significantly less surface area for exhaust to rub up against. 🙂
Your comments might apply to V8s with dual cylinder banks but what about inline engines ?
@@dezartsean6059 works the same way lol
@@newguysgarage6802 How can it with a single engine sides' pipe coming down ?
@@dezartsean6059 so long as all the pipes merge into a common collector you get the same exhaust scavenging affect.
Dosnt matter if there are 4 on one side and 4 on the other..... or if all 8 are in a straight line, just matters that all the piles get connected to help scavenging.
@@newguysgarage6802 It matters where (at what distance from the head) the inline primary pipes become 1x !
@@dezartsean6059 ya.....but it does on both inline and v engines too lol.
A very notional talk with little or no acutal data to back it up. You should at leat do the PI x radius squared to compare the area of a tube .
Common sense and dyno graphs are all the data you should need 😂
sorry, imissed the dyno graphs
@@newguysgarage6802
Everything past the merge collector is a restriction , there's no scavenge effect of whatsoever
I like this statement ........ cuz it supports my theory. And so, I installed dual 3s all the way to the bumper on my little 367.
However, when I installed a GVod, I had to cut the H out, and I noticed a huge loss of low-rpm torque, that the only way back from, was a lower First Gear in the manual trans.
I have no way to explain that, but it happened. It was worth it tho cuz the True Duals sound way better. especially at WOT zooming from near idle up to 7200.
Disagree.
@@Motorrad127
I'm assuming that was NOT directed at me?
@@ajforms4818 it was regarding the statement that claims anything past the collector is just restriction.
I have an 06 Escalade with the 6.2 I was thinking about doing 1 7/8 headers dual 2.5 pipe into an x pipe then into a dual 2.5 inlet single 3 outlet the best of both words
3 in all the way out is best, especially using a H pipe or double helix
Thank you for the knowledge I do have a car that has a why and it has headers on it does respond very well I'm just going to put on a better Muffler right now I got a hole in the muffler it sounds okay but it doesn't it lags of power I do have a better stainless steel Muffler again thank you again thank you thank you so much
Cool, now explain what happens to exhaust velocity when your 8 pulses smash together into 1 pipe.
Dyno sheets talk the talk, time slips walk the walk
Velocity happens lol 😆
@@newguysgarage6802by your logic, log-style exhaust manifolds make more power than long tube headers because there's better scavenging from 4 cylinders (on each side) as opposed to one pulse per long tube
@@justinforgette11 ......and how would you come up with that idea?
Not with my logic 😂
Log manifolds barely have any scavenging affect to them because they just dump into a plenum essentially. Proper exhaust scavenging should be done in a collector......just like I explained in the video lol
@@newguysgarage6802 clearly you know nothing about scavenging. You could have joined st said so😂
None of the pulses smash together...because every pulse is a separate event...but you knew that ...right?"
I like single because it fits the body I have and doesn;t hang low. I like the sound better. I hate the dual exhaust popping machine gun sound on a daily driver. Is great on racecars, not my camaro though.
I like the rowdy sound of the two into one pipe--cat-flowmaster44 on my 1994 Z28 LT1 350. Ive listened to duel-cat-muffler on the same car and its not as hard hitting rowdy.
I have a 2017 Tundra 5.7 V8 with a Y-pipe (no mufflers). I am thinking of removing the Y-pipe and running straight dual pipes straight back from the cats. I am looking for more sounds only. Don't care about power. What is your professional opinion? Is it worth the $350 the exhaust shop quoted me for? Thank you.
An x pipe is basically turning both pipes into 1 big pipe
Thats what the Y pipe does lol
Consider the spacing between firing on the two banks is usually not even. Sometimes two adjacent power strokes happen on the same bank. Connecting the two banks together is imperative to smoothing this out.
A flat plane V8 with even firing might have little effect from this though, they basically act like two 4 cylinder engines. Does the C8 Z06 (LT6 flat plane) even have a crossover? If so, probably just for sound.
ua-cam.com/video/FlubSHSFyGQ/v-deo.html
I cover that in this video here.
Like most engines the Mopar small block is 18436572, As can be seen 5 and 7 are same bank and consecutive firing. SBCs are the same and if you re-organize the Ford SB firing order to conform in the front to rear rod-order, it is the same also.
The only conflict in the X-pipe is between 7 and 2 , and it ain't gonna matter for a street-driven machine, unless maybe you have a teensie-weesie pipe, and even then only as the rpm rises. ...... IMO.
In the H-pipe,
my understanding is that there is very little actual exhaust flow in the pipe, Just a general pulsing back and forth like an expansion chamber.
Well
I already bolted on a pair of expansion chambers, called 3-pass mufflers.
And, I choose 3" tubes to act as heat radiators to cool the exhaust so the gasses contract, and thus having lost energy, they fly thru the muffs faster/easier, and idle thru the 3" tailpipes, practically falling out the ends, thus being nice and quiet; which keeps the cops off my azz. That was my theory.
If I lost horsepower, I don't actually care, cuz if the cops catch me and take away my license, then the car will be parked at Zero hp.
As to the weight, Yeah the whole 3 inch collector-back piping and mufflers is 72 pounds, and how much weight would a smaller system weigh? I'm gonna guess 50 pounds, So what does 22 pounds cost me in first and/or second gear? My car on the street, spins further than that anyway so ............Ask me if I care.
I could be wrong but if I am, again, ask me if I care.
So am I right in doing the exhaust upgrade on my v6 tacoma? I'm swapping my oem muffler for a paradox signature series performance muffler but I'm just going to swap the muffler for this better flowing muffler mainly for the sound but I'm not spending the money to do a full cat back system since I probably won't see any gain from 3" catback or a dual catback over the 2.5" I already have with the higher flowing muffler reducing back pressure but not so big I loose velocity??? My main goal is a better sound and if it helps performance great if it don't I didn't expect much anyway.i do have a k&n panel but I got it so cheap it was less than a good paper tacoma engine air filter so maybe the muffler swap and the high flow filter might increase low end torque a smidgen maybe which would be a,welcome side effect as it's not the most power for the 20mpg I get on the hwy to begin with. But I love my truck and I hope to love the sound of the paradox under acceleration and lack of it on the hwy ! If my thinking is on the level great if it's not please let me know before I cut off my oem ..but if you think I'll get what I'm after well also let me know so I can feel good about it lol .. great thinking on this and it makes total sense though I was going to install an h pipe eventually to make it sound a little more truck like as I want it to sound like a truck and not a ricer.
I had to stop when he said " air sticks too things ". This is a fact. Proven in wind tunnel testing.
And for you golfers, those dimples on the ball cause the atmosphere to, stick on the ball so that the ball travels farther.
It goes to reason other fluid dynamics would take place in an exhaust pipe.
Ok. What are your thoughts on the whole catback system? Single exhaust y pipe up front and ypipe at the back! Does it help having the exhaust gasses escaping more with the dual pipes or just a single pipe?
I think that is just a way to make it look like you have dual exhaust when you really dont lol 😆
You already have it as a single for most of the way anyway, no point in splitting it apart again 😅
Basically any divider or Y pipe becomes a flow restrictor.
Have a question hoping you can answer. I absolutely understand the 2 into 1. So what happens at the Muffler. 2 going into 1 then big expansion chamber called a Muffler then splits off into 2 going out witch is very common on trucks
Usually after the muffler the added pipe doesn't really affect power much depending on the muffler that is.
If you have a big expansion chamber style muffler the reflected waves stop and turn back around once it hits that open chamber.
So you could have duels out the back after that.....but it would just be to add weight at that point 😅
@@newguysgarage6802 thanks for the response. Makes sense that you mentioned it. Im running KOOKS Long Tube Headers with there catted Y pipe. 2 going into 1 set up on a 6.2L Ford Raptor connected to original Muffler and back. Had it tuned and It Really woke the truck up. People kept telling me to go straight duels but I did what the Tuner said and he was rt.
Exhaust gases are loosing pressure when they exit the cylinder that causes cooling that causes contraction of the gases which means less pipe diameter is needed in the tail exit at the back of the car. Max combustion temp in cylinder at max pressure is 1000c but at the tail pipe exit is less then 200-300c. All that cooling happens that fast because of pressure dropping to atmospheric pressure. There is no way to optimize primary tubes because the firing order on cross plane crank. On a single plane crank(coyote engine, ferrari v8) same length primaries works. And too large exhaust diameter pipe slows the gases so much that they are cool dense and heavy so less efficient to pump out. All of this is theory that needs testing nobody knows for sure exactly what works best on one particular engine.
Most people to not know about scavenging or how CFM works with external static pressure also a larger diameter single exhaust with good header collectors can flow better than duals also you save some weight I chose 3" single for my mild built ford 302 V8 swap in my Datsun I do heating and cooling and measure external static pressure/CFM of duct work often
Yep 😁
Most people just assume two pipes flow more than one without actually thinking it through 😅
i think the h and x pipes merely reduce back pressure and have zero to do with pulse fill empty scavenging
After spending a lot of money on this L83 I can tell you the differences are negligible. X pipe dual 3" made most power on dyno. The 3" dual h pipe made second. The 3.5" Single was third. 4" single was fourth. You want more than just scavenging, the wave returns and pushes back some exhaust which pushes back some unburnt fuel and believe it or not exhaust gases are a lot cooler than combustion gases so it in turn cools the compression stroke. EGR believe it or not also cools the combustion. The differences with a tune between each of the exhausts were at peaks only a few WHP. The weight of the factory exhaust vs duals is still lighter with no cats and mufflers. I am sorry but I will stick with what I have seen for myself on the dyno and what tuners with 20+ years of experience say.
Did you re-tune with every pipe change...or no?
You fail to mention the solution for when your exhaust has more flow than the single pipe (even a 3 inch) can handle.
Go to 3.5in or 4in lol
It only does if you do not change the intake on a is exhaust..
I want to do 1 3/4 long tube headers on my 2001 tahoe with the 5.3, but I’m stuck on y-pipe to single out, or x pipe to dual out. Dual out looks good, but Im not sure what to do.
I have those size headers going to a catless 3 inch ypipe to a single slp resonator and side exit tip on my 2000 gmc sierra 5.3.It sounds similar to a corvette and has good low end torque.It's actually quite a big difference in torque over the stock manifolds.
2.5 dual -> 3.5 single catback too big or should I do 3in single catback? ~420hp supercharged, going to be 500hp soon.
If its supercharged I would do a 3.5in if doing a single.
The X pipe also makes a bitchin sound!
From the Trans Am series to restrictor plate NASCAR racing.
I loved the concept really and makes a lot of sense.
It simplifies the whole collector length, primary tube length, 180 degree header design dilemma.
Thanks for watching 😁
But i want 3 x pipes for that epic sound. Ill just do vizards anti reversion chambers and itll be ok.
Why are ALL performance models of EVERY manufacturer use duels for H.P?
Because dual exhaust sounds like more performance to the general public who are buying the cars.
They are more concerned about selling than they are about performance lol
I wonder if there's a super-aerophobic coating out there like they have super-hydrophobic ones.
.....Golf ball dimples? lol 😆
Ya im not really sure.... possibly something out there 🤔
Dawg!
You know what???!
Pan right!
😂😂😂😂😂😂
My 3" exhaust with an X sounded kinda like an Indy Car when i revved it to 8800 rpm , and it was quiter at light throttle on the street .
What car is that?
@@imadude85
'65 Chevy II , 359" , 6-71 Blower , solid roller 276/282 @ .050 , 670/695 lift , sounds like it would be a radical engine but
it's actually very streetable .
Edit: it also has four mufflers on it .
@@TT64NOVASS 8800 with those cam specs and a blower pulling down the tiny little motor.... ....Hhahahahahaha
Break down 4" dual exhaust drag racers say improved their time and hp
Bro I have an inline 6 engine, originally it came as a single full pipe exhaust, now I did turn it in a true duel exhaust, should I consider having the two pipes which are each 2.5 inch join into a single muffler of and it becomes 4 inch single pipe after the muffler, Will it increase horse power and torque?
Your videos are SOLID
Ok so what do you have now?
"Now I didn't turn it into a true duel exhaust"
Not quite sure what that means, so it goes from single to dual afterwards?
If so then I would just put a single on probably 3.5in and a good see through muffler
If it is a true dual, then I would combine the two 2.5in into a Y pipe with a 3.5in outlet and a good see through muffler 🙂
Possibly even a 3in depending on how much air the inline 6 is pushing (lighter too) 350hp and under I would do 3in
@@newguysgarage6802 appreciate the reply, my error I meant to say I turned it into a true duel exhaust, my engine reached 438 Hp and 496 torque, I guess I would need a 4 inch y pipe?
Also is it recommended that the true duels exhaust join in the muffler instead of having a Y pipe? So I can get best of both world( low rpm power and high rpm)
Never saw a race car, muscle, or exotic with single exhaust only economy cars, so I call bs
All this is true. It's the same of 8 into 1 headers and 180 degree headers. Sounds like a flat plane crank V8 or two synchronised 4 bangers. But I hate that sound. I had a custom 3" single exhaust made for my 2005 Aussie Ford Fairlane. It has the same 5.4L 3V Triton engine as the F150. It sounded like crap. Why did F150s sound great with a single exhaust and mine did not? My Y-pipe was equal length whereas the stock F150 Y-pipe is unequal length, giving a time separation between the two banks, giving it the V8 rumble sound that I love. I had the exhaust guy add a zig-zag to one side of the Y-pipe to make a length difference between the two banks and...Hey presto! I had the glorious V8 sound that I love. I know the exhaust pulses aren't perfectly timed to maximise the scavenging effect, but I don't care. 🙂
Good logic and agree for most engines but I’m curious how this all translates to cars that need higher back pressure to make their low end torque.
Engines never need backpressure, what they need is the proper diameter pipe matched to the engines power level to maintain exhaust VELOCITY.
Back pressure is never good for any engine ever.
@@-thebatman- my comment above..
@@kskip4242 exactly but that stupid myth needs to die and if you say an engine needs back pressure you should be scolded by everyone 😂
@-thebatman- Agree with you fully. I have a great muffler guy that builds systems for me, but trying to explain this to him never works, oh well.
This dude could pass for Post Malone
Does it make a difference if the exhaust is single from the front to almost at the back and then near the back or after the muffler it splits?
The further back the pipe gose the less of an affect changes have to it.
The closer you get to the engine the more sensitive it becomes to changes 🙂
Appropriate combination applies to every different setup.
On a 2000hp drag and drive car. No, single is not going to do.
Does your 255 hp bone stock daily need duals? No
Do research. See whats effective and whats not.
That money you spent on duals could have actually gone to something that actually makes more power
2000hp NA car then yes the single would still be optimal so long as it is properly sized.
But the fact your not going to be having 2000hp gasoline NA engines and more than likely going to be supercharged or running a different fuel type...means scavenging is not as important as it is on a gasoline NA motor
i got a 318 poly with an original single exhaust...was goin to chop it where it meets before the diff and make it dual...u got me thinkin now
That's a factory 230hp right? at 4400rpm right?
care about a few hp either way; I say do what you want.
But what if i wanna make my e46 quad without having to single pipe it
I got a supercharged LS 6.0 TBSS. They come stock with a y pipe set up. Was thinking of doing 3 inch y pipe but cutting the y pipe back to fit as much of both pipes into the 4 inch collector as I can and doing 4 inch back, thoughts on that opposed to dual 3 inch??
Ya I would make the Y pipe nice and large especially if its supercharged!
I’ve read some of these comments not sure I’m smart enough so I want to ask for your input, I have a 2015 ram 2500 5.7 Hemi I was wanting to put Borla cat back duels like the 1500s have, but they don’t make anything for 2500 except a single for the 6.4 which is 3 1/2 inch mine is 3 inch, my question is would this 3 1/2 inch exhaust system work on my 5.7 or would I lose low end torque because of velocity loss and power in low RPMs
Maybe you answered it at the end as I asked before the end of video
I guess my question is will I hurt performance by increasing my single from 3 to 3 1/2
You may lose some low end torque either way if the truck has a single exit exhaust from the factory. You could go a few different directions, it's your vehicle to do as you wish, but IMO if it was my truck, I would either find a single borla 3 inch in/3 inch out muffler and have a shop weld it into your existing exhaust... or find 2 mufflers, go duals, but drop the pipe size down to 2.5 or 2.75 inch to maintain the exhaust velocity. Having a good exhaust shop fabricate an exhaust will save you big money vs an off the shelf catback kit. Hope this helps!
i have always liked the sound of a single pipe system, something i have been thinking about is using an old single pipe ram 2500 catback system thats 3 inch all the way for my 79 mercury cougar. it would require i cut off the cats and got a y collector but do you think i would acrually gain anything whilst still on old log style headers
Yes i still think having the pulses from each side helping eachother out will make more low end tourqe with the log manifolds.
Just make sure it is a nice Y pipe, and doesn't have a restrictive muffler
@@newguysgarage6802 thank you for your input! it wont have any mufflers, its a antique so no inspection is required
@@TBO207
You are welcome 😁
My truck has tri-y headers into a single 3 inch exhaust because I want torque not RPM
Actually this is cap Single exhaust is actually the opposite it’s very restrictive and you lose power
Not according to......well logic lol 😆
Nobody has noticed John forces funny car runs a single outlet y pipe now? He said it helps it hook up better because he dropped about 9000hp lol. I'm just bein a wise ass, I don't care if on a mild street engine it makes a couple extra ponies and this is on a mild street engine, yeah a properly sized 2 into 1 exhaust will work as good as anything but I will never run a single over duals (unless it's an 3rd gen Camaro) because it's overal lame imo. It is the reason I consider going centrifugal supercharger over a single turbo is the single outlet, yeah most that don't fender dump y pipe it back into 2 but that seems cheesy imo the big HP isn't cheesy but the exhaust is, and exhaust sound is so important to me and also with the extra cylinder pressure of a supercharger and dual exhaust sounds so epic. My old muscle truck 92 Cheyenne with a 355 SBC has regular old cheap 1 5/8" headman long tubes going into dual 3" pipe with gutted walker super cats dumped at the axl, had 40 series now has cherry bomb turbos but I want a more racey note so it's getting redone, it's staying 3" but getting n x pipe and tail pipes, in the past vehicals I always keep em exiting strait out the back the sound of 2 pipes blending sounds so sexy verses that old school blub blub lazy side to side note behind the tires. I'm tossing the idea of having both pipes exiting into a large wide oval collector can at the very end like some sports cars (n no it's not making it into a single exhaust but doing all that may sound super cool imo. Mufflers are the big one even tho the 40s were obnoxiously loud with my combo and 3" pipes and the turbos are still oddly pretty loud they zap alot of power and it is a bit tame I'm thinking something in the middle like a good straight thru muffler like dynomax/ magna flow, should sound epic for an old school SBC, I'm also thinking of building a modifying a single plane intake so I can bolt a diy ported Eaton M90 on, with only 350 or so HP if I can gain 50 to 75hp from it I'll be happy maybe even 100hp with a pulley? That's pushing it with little M90 but it's a regular to daily driver so just a little extra HP and some sick blower whine would be cool and an factory style intercooler plate is only $150 to $250. Sorry bout long comment I get rambling sometimes.
So you have 3” collectors, and it goes into a Y pipe with 3” inlets. What size diameter should the Y pipe outlet be?
I would step it up to a 3.5 outlet 😁
For the exact same flow capacity, roughly 4.25 inches. But you likely don't need 3" collectors on your vehicle, anyway, so I'd go 3.5 like NGG said. If you had 2.5 collectors, then those combining into a single 3.5 is the exact same flow capacity.
no just run 3 in dual exhaust you would make more power.
@@701garage And sound like all those fart box squatted trucks. Not to mention be louder for the same amount of mufflers. PASS!
Also, big (X) on that "more power" BS. Better scavenging makes more power. Look up David Vizard.
I tried explaining it to 701.....it didn't work 😂
Just the video I was looking for. What would you recommend for me? I just bought a 2023 Supra 6MT (single turbo) and stock it comes with dual pipe through all the way back to dual exhaust. I want to upgrade the exhaust system. Would sticking to dual pipe through to dual exhaust be the best option or would single through pipe through to dual exhaust exists be a better option?
So both manifolds go into a single turbo correct?
Then from the turbo they split into a dual exhaust?
Am I understanding that right? 🤔
@@newguysgarage6802 ua-cam.com/video/RRW2aUSw5vU/v-deo.html fast forward to 4:11 which shows the Supra underbody.
Ok got it,
Yes so really because both manifolds go into the turbo and the turbo has one exhust outlet the additional pipes are not Necessary.
There is no scavenging affect after the turbo so you just need that exhust gas to get out as easily as possible.
So a large diameter single exhaust would be the most effective for that purpose, and weigh less than the additional exhaust pipes too. 🙂
@@newguysgarage6802 Thanks. Perfect answer. Good diameter pipe and going single pipe through will save on weight. I appreciate the help
No problem man 👌
Glad I could help 🙂
"you read that title right" lol
This just isn't true. My nova looses 3/10 in the 8th mile with a 3" true duals with an open x pipe. When I bolt on an 18" collector extension directly on each of the headers, it picks up 3/10 every time. This is on a 700 hp big solid roller 496 BBC. 3" is the biggest exhaust that my local exhaust shop can bend or i would've gone to 3.5" pipes. And the way the car is set up there's no way I could get a single 4.5" inch pipe underneath it, we struggled just putting 3-inch on it. Honestly, There's no way that every car makes more power on a single exhaust, maybe on your normal 300 to 500 horsepower cars. That's definitely not going to be the case on a racing engine with a lot of power.
.....you just said you couldn't put the right size single on the car.....but then claim it wouldn't have worked even though you didn't test it because you couldn't find a place to do it.....😂
@@newguysgarage6802 lol. Cause I'm not putting single exhaust on my car....it would take a 5-6" single exhaust for my car to make good power, for one it wouldn't fit and two, it's fucking retarded dude. And If a single exhaust works so well and efficient, why does NOBODY in the racing world making big power run single exhaust? Unless its a single turbo car maybe.. just know, not every car is gonna make more power on single exhaust, it's just not possible. It will probably make more low end torque but that's about it. Your theory may work on regular everyday cars but in the racing world, single exhaust sucks. And if it was so great, then more people would be running it and they don't. I've been all over the country racing and competing in big and small events, not a single car, unless it's turbo...runs a single exhaust. It's not applicable to high hp n/a race cars.
@@Bobthebuilder.69he didn't say it but who says he isn't talking about pollution controlled vehicles? Most people on youtube do mods for everyday cars and pass on info to each other. Just take a chill pill. If you're using a legal exhaust, he's giving good advice
W/regard to volumetric capacity...doubling diameter QUADRUPLES flow.