[Joel5.0]

Originally Posted by Portmaster

You should know that sometimes results vary from engine to engine car to car. The results you get in your area can differ in mine, you should know that. I'm all for eliminating restriction in the exhaust but the entire car and exhast system has to work as a whole. If the exhaust gases can make a smooth transition out of the exhaust it works to the best power of the car. If the exhaust is to large the air curls up and the next pulse wave has to hit a wall of air and it creates a domino effect and instead of the exhaust being pushed down the pipe the flow slows down becuase of turbulance in the exhaust. There is a point where exhaust gets to small and a point where it gets to large.

..... and I am the "hack regarding airflow dynamics"?........

That is incorrect and where the misinformation lies.

1. Exhaust gases do not change state to solids becoming unmovable matter.
2. A 3" ID has 44% more cross section area than a 2.5" ID exhaust, even if all of the 44% increase over the 2.5" exhaust in the cross section gets turbulent or "plugged" as you describe it, wouldn't it be the same as having a working 2.5" pipe?
3. Is 1 CFM trough a 4.9 Sq." area pipe (2.5" ID) = 1 CFM through a 7.1 Sq." area pipe (3" ID)?..... guess which one will look slower? .....but the flow is still 1 CFM for both.
4. So that domino effect decay due to turbulence at the silencer, causes it to get theoretically plugged, and those harmonics will reach the exhaust port?
5. Do you know the easiest way there is to check for that BS conclusion? .... measure exhaust system back pressure with a gauge, or get a little technical and use a transducer with a datalog device. If back pressure does not increase in the system through its working RPM's and engine load conditions.... guess what that means regarding the air walls creation due to turbulence?

Have I done it?...... Guess.