Well, we have a local shop here in town called Midwest Imports, I am friends with the owner, and today he hooked me up with an HKS muffler. I am blown away by the quality of this muffler, it makes anything else I have seen look like a tin can. I got a good deal, the muffler retails to the general public at 395.00, I got it for just over 200.00, or dealer cost I guess. So now that I have this muffler, I am thinking about ordering some mandrel stainless bends and having the muffler shop I used to work for assemble this madness into a nice flowing catback, or I should say header back. Any opinions? Do I need a small resinator or will this nice of a muffler sound good anyway? I am so used to just buying a 90 dollar can and having the muffler shop bend me up some 2.25 inch, this is a treat for me, I told myself I would build this car right, and I want to start with a nice exhaust.
thanks for the opinions in advance!

 

have a resonator... IMO...

at the moment i have custom piping and no resonator .... i am getting that buzzin sound at high rpm
i want that deep tone sound thats why i am gonna get mine redone this coming week......

 

A resonator isn't going to add any backpressure because it's a perforated core design. (Straight thru). It'll richen up the tone really nicely.

I got an 18" one on my Apexi WS2 and it sounds great even without a cat.

 

How many of you guys buy the million dollar catbacks VS just getting a nice muffler and doing muffler shop piping? I mean, mandrel bends cant be that important, look at a lot of the 8 and 9 second drag muscle cars, dual crush bent 3 inch... Just not sure what the rage is with flow when you have 8 second cars without mandrel bends. I am going to do it just because I think it looks a lot nicer IMO.

 

ummm post some drag cars with crushed bent exhaust that runs 9 secs...

i seriously doubt they will sacrifice power.

there was a thread on here i forget which section it was in a talk about crushed vs mandrel and the guy dynoed it with crushed and then on mandrel the difference was almost 100 hp

the car was turbo 200+ with crushed exhaust and 300+ with mandrel.

 

That big of a diff.? I guess turbo exhaust really is that important!

 

i was just reading it yesterday so it has to be here somewhere

 

ok i found it i was wrong it was a 70 hp difference

the 100 hp was OEM exhaust vs open downpipe

https://honda-tech.com/zerothread/1668017

 

I will get slips if you are really that worried... This is a nitrous small block chevy I am talking about. I saw it with my own eyes. A lot of guys around here run dual 3 inch crush bent on drag cars, it isnt a big deal really.
Just wondering weather it made a larger difference on these smaller motors or not.

 

yeah but that dyno was also 2.5 crushed bent vs. 3 in mandrel bent that isnt a fair comparison on a 400+ whp turbo car. just my .02 cents

and umm most street hot rods run straight pipe from the headers to the mufler without any bends. in my area anyways

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by y-49 &raquo;</TD></TR><TR><TD CLASS="quote">yeah but that dyno was also 2.5 crushed bent vs. 3 in mandrel bent that isnt a fair comparison on a 400+ whp turbo car. just my .02 cents
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true but 70 hp from 2.5 to 3 inchs...i mean even if its 2.5 mandrel to 3 inch mandrel it still wouldnt be that dramatic.

 

i run a header back pipe into a 35$ dynomax muffler for a dodge daytona.

crush bent 2.5 on a stock b16

noticed very few differences from this after i was running it open header, except VTEC doesnt hit as hard, and it hits about 400rpm later then b4, my guess due to actuall backpressure now.

its a bit raspy, like from 2800-3000, and from 3800-4000 and then in VTEC.

but its not bad, a resonator would be nice, but this is a super low key setup that looks decent, keeps it quiet, AND was less than 200 totall price.

you can useually have an exhaust made for cheaper than buying one. just get piping from like kteller or something, and just have a shop weld it up. they usually do it cheap.

 

well i think the extra 1/2 inch had alot to do with that dyno. thats like 20 % bigger and im sure the crushed bent pipe had a little to do with it but not all 70 hp. and also the turbo motor isnt a fair comparison to a na motor especisly a 400+ whp turbo car. i elieve 90 % of that gain was due to size