I think on a stock srt the 2.5" reduction will increase back pressure a little and give you more low end tq..which a full 3" you lose a little on the low end, but pick up the more important top end power....
1. Yet another system with no mufflers! Just because the factory system had no mufflers, its seems all the aftermarket ones are following suit. Some people want more performance AND reasonable sound control. There are several muffler designs on the market that offer good sound control with MINIMAL performance loss.
2. Every bend an exhaust is a restriction. This one has as many bends as a factory system. Yeah its bigger, but... the bends could have been eliminated, used less pipe, brought costs down,, less weight, and so on.
3. Reduced pipe diameter for more torque? NOPE! SRT-4's are NOT Honda's. We've got plenty of cubes and stroke, plus we've got turbos. Turbos make PLENTY of backpressure in the exhaust manifold (probably 30psi of backpressure at 15psi of boost pressure on our engines). On a turbocharged engine, any backpressure in the exhaust after the turbine will slow the turbo's spool, which inturn causes lag, which in turn causes a loss in low end-torque. Wanna make more torque? Bigger tubing, fewer bends! If you wanted to make it 2.5 inch AFTER the split, that would be fine, as two 2.5" pipes will flow significantly more than a single 3"
4. Don't polish it if it's gonna make it cost more. I don't intend to roll my SRT-4 over so people can see how my bling-bling polished exhaust looks.
I hope the AEM/DC Sports merger doesn't cause a decline in the quaility of their products. I have sold MANY AEM and DC Sports peices, and every time i opened the box or helped with an install i was impressed with the workmanship and engineering..... till now. Please do not take this as a flame. It's not. I'm simply stating my opinion on this product based on my experience as somebody who has made a living for several years as a retailer of high performance parts, and as owner/racer of several turbocharged vehicles. All my arguments were based in fact, not prejudice.
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Last edited by contraption22 : 04-15-2004 at 06:21 PM.
my post before was referring to off boost accleration/power...as you know you really can't have too big of an exhaust with forced induction...like contraption22 said backpressure isn't good...
my post before was referring to off boost accleration/power
Even off boost, the turbine wheel will create more backpressure than you need in the system. Having a 3" to 2.5" restriction really won't help you anywhere
The reason for 3" to 2.5 is cause of the duel. The duel is 2.5" each. If you combine them both together it really 5 inch coming out for exhaust. But I agree having duel does restrict the flow. That's why I'm going with the single exhaust when I buy one.
The reason for 3" to 2.5 is cause of the duel. The duel is 2.5" each. If you combine them both together it really 5 inch coming out for exhaust. But I agree having duel does restrict the flow. That's why I'm going with the single exhaust when I buy one.
If you combine 2 2.5", you get 3.125", not 5". It's total CSA you're concerned with, not total diameter.
But either way, if you look at the picture, the taper is before it splits. If it went from 3" directly to 2 2.5" it would be much better.
The reason for 3" to 2.5 is cause of the duel. The duel is 2.5" each. If you combine them both together it really 5 inch coming out for exhaust. But I agree having duel does restrict the flow. That's why I'm going with the single exhaust when I buy one.
Ok first, a "duel" is a competion between two parties, you know like in the old movies when somebody would challenge somebody else to a duel, like a swordfight or something.
The word we need here is "dual", which means a pair of similars, such as dual exhaust, dual overhead cam, dual ball bearing turbos.
I don't mean to be nitpicky, but little things like that bother me... like when people put the letter "E" in the word 'Camaro'. It's just not right.
Somebody pointed out your mistake in the "two 2.5" diameters equal 5", that was basic geometry.
But there is no performance loss in a dual system by itself. The performance loss on this system is the neck down to 2.5 BEFORE the split. And as we all know, or SHOULD know, an exhaust system is only as good as it's most restrictive point.
Ok first, a "duel" is a competion between two parties, you know like in the old movies when somebody would challenge somebody else to a duel, like a swordfight or something.
The word we need here is "dual", which means a pair of similars, such as dual exhaust, dual overhead cam, dual ball bearing turbos.
I don't mean to be nitpicky, but little things like that bother me... like when people put the letter "E" in the word 'Camaro'. It's just not right.
Somebody pointed out your mistake in the "two 2.5" diameters equal 5", that was basic geometry.
But there is no performance loss in a dual system by itself. The performance loss on this system is the neck down to 2.5 BEFORE the split. And as we all know, or SHOULD know, an exhaust system is only as good as it's most restrictive point.
At the point where the taper is, exhaust velocity will be down because of distance and cooling. The taper will help out most people that purchase this exhaust but will harm you under high HP applications...
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At the point where the taper is, exhaust velocity will be down because of distance and cooling. The taper will help out most people that purchase this exhaust but will harm you under high HP applications...
How does hurting performance help? The taper is in the worst place, at the end of the exhaust! You want the exhaust to taper in the opposite direction, it should get wider at the end. As you said, the exhaust is cooler and velocity is down, so the exhaust needs to be wider, because it's seriously hurting flow. You'll lose power, plain and simple.
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