Quote:
Originally Posted by tomtom72
Thanks Bob for the response! Much appreciated! 
Sorry for this Hi-jack. I was wondering exactly what SSworks modified / changed on the new headers vs the older headers. Does any one know, as I've forgotten the relationship, what the relationship equation was with respect to collector lenght and bottom end or top end results? I remember that a few mfg's had adjustable lenght collectors, back in the stone age circa the 70's, for tuning the power band. I just can't remember the relationship long collectors = bottom end(?), shorter collectors = top end(?).
Again, thanks for your input and sorry for the hi-jack Bob.
Tom |
Tom,
No easy answer. The collector length is like
one instrument in an orchestra - it's effect on the overall symphony (engine tuning) has to be considered as part of the effect all the other "instruments" have on the outcome. The collector is but part of the exhaust system, and the entire length - not only the collector - plays a role.
You can "Google" exhaust tuning, but this is one author that I thought had a pretty clear description of the considerations that go into the design of intake and exhaust systems and how they interact.
Bottom line: Even with considerable computer modeling, the proof is in the experimentation: Axiom: "Truth is where you find it"! Some experimentation is required, regardless (it seems).
I know...
But, all that said I'm intrigued by the "gold" Pete seems to have struck with his exhaust system...It seems to be doing pretty well. (More research and empirical "serendipity" is in order (for me) before I hack my exhaust this winter, "fer sher".
) It would be nice if "Z boyz fm Illinoiz" could be talked into buying or building a workable dyno so as to do some experimenting w/o having to cough up $100+ "per try"...(Our secret...I'll "spring" it on em after I do some research!
) Given enough pipe and cheap dyno access, I suspect much could be done to optimize the LT5 for whatever kind of driving we each have in mind.
Anywayz...check this out. Keep in mind that tho the model linked in the article is for single, two and four cylinder applications, a V8 with dual exhausts is (afer all) just two "separate" 4-cylinders that happen to share a crank shaft, i.e. their exhausts are separated to their respective group of 4.
W/o entering a single value, the number of considerations in the calculator provides a lot of insight to what it takes to properly tune an exhaust. Check it out!
http://bmwmotorcycletech.info/InExTuning.htm
P.