Comptechtl2367

8k might be a bit steep but yes it costs alot more then N/A.

Swoosh: Sorry about that, i just get mad when there is such a huge fight about that exhaust and then someone bashes it for a reason that is not valid. Sometimes i just need to step back and not comment what i am thinking. hahaha

04accordcpe

iTrader: (3)

its true that richies isnt a TRUE dual, but its as close as they come. nevertheless, its an awesome setup and loved what hes done with the V3 jpipe

for me, out of all the few custom dual exhaust i have seen, my friends was always my fav. he had this exhaust made yearsss ago. ive posted these pics here a few times in the past.

i love the way the jpipe was designed + h pipe. all for a mere 650 total (cats to muffs)

callahan

Wow looks great, what's the benefits of a H pipe?

Sezniko

iTrader: (3)

What diameters are your pipes?

AtlM5

http://lmgtfy.com/?q=h+pipe+vs+x+pipe

AckTL05

iTrader: (18)

I have a guy that makes them. Its $1200 but American stainless, all stainless hangers with magna-flow mufflers. Its quality work too. PM me if interested.

swoosh

iTrader: (5)

its cool dude !!!

thanks a ton bro for posting the pix again....also thanks for keeping them alive on ur image host !!!!

$1200 does sound pretty steep....i recently got a quote for $800 with the dude supplying for mufflers and $900 if resonators are needed for a 2.25" T304 mandrel bend true dual....but there might be a little cost difference since am in KS and not NY/NJ

gotta get my exhaust done this spring after i get my plates renewed for 2 years

Comptechtl2367

That exhaust looks sick! I would love to see/hear if there is a tone difference. I would mind doing this for my S/C setup with two 2.5" pipes but its alot easier to go with 3"

friesm2000

iTrader: (4)

Vids?!?!?

I hate cars

Wow, have we really regressed once again to the myth of loss of low end and not knowing what pipe diameter will support what hp? At one time this was solved on here. Give it enough time and everyone forgets. This is why I post less and less around here.

It's very simple. You won't lose power from any larger exhaust. The exception is when you start messing with the cams. You won't gain anything especially with 258hp worth of exhaust flow by going larger than a single 2.5". 3" single will flow enough for 550+hp. Reducing restrictions closer to the engine will make more power than reducing restrictions toward the rear of the car. If you plan to make under 350hp, run a single 2.5". If you plan to run up to 550hp or you're turbocharged (regardless of hp level), run a single 3". A single exhaust of equivalent flow of a dual will be lighter but louder all else being equal. Why does this forum in particular make exhaust seem like rocket science?

swoosh

iTrader: (5)

but come to think about it....it is like rocket science....there are so many manufacturers...so many vendors....so many individuals who have designed their own exhaust and still there has been something missing....where as it just has 2-3 performance components....piping / mufflers / resonators (if needed)....then comes in X-pipe , H-pipe, O-pipe, pipe diameter, CFM flow muffler, Resonator box....

i mean come to think about it...to design an exhaust with zero-loss....or an exhaust that gains from backpressure....also keeping in mind the pressure wave....i think is some what crazy....

IHC, what you mentioned IS the basic component....piping diameter...there is header length or the primary pipe length or the secondary pipe length....a lot more goes into it...and i bet you know this better than i do....

I hate cars

The real gains are from the heads to the j-pipe. After that, just run the minimum size tubing and you're pretty much done. With stock cams there's just not much overlap and not a whole lot of tuning to be done with exhaust. Just get rid of the restriction and you're done.

Now if this was a big cam 8,000rpm build it would be different. You would be trying to take advantage of scavenging and tuning. But even still, with one exhaust port per head, I have a feeling that scavenging on these cars is less of a priority. What's done is done in the heads. You can't change that. It's not like you can design real headers and have one cylinder's exhaust pulses scavenge out another cylinder. That's why I think the best approach is get rid of the restrictions, make it sound like you want, and call it a day.