F1fan I think you are a credit to this web site. I haven't any problems with you, I love Fords I'm the one earlier people were angry with when I started the Chevy thread. I still will never drive a chevy or pull for one in a race.

 

OK, I had Flowmaster Mufflers installed about 3 weeks ago. I did not get new pipes. Just new chrom tips. I freaked when I saw the post about a FIRE from using the old system. I called Flowmaster and the guy I talked to said that was bull so now I'm better. Actually, he was quite an *** and I suppect that it was because I am not a guy....Whoops! Did I say that out loud?

As far as the performance question, I absolutely think it has a little more pull. My hubby agrees with me. This is not my first Mustang and they have all had Flowmasters under 'em.

Sound.....I love the rumble. The stock sound was weak. If it's gonna look mean, it's gonna sound mean. When I set all of the car alarms off in the parking lot at work, my job is done!!!!!!!!! We can't really hear a difference inside. I can still talk to the kids in the back seat with no problems.

The best thing to do is wait and see how it sounds on someone elses car. I am dying for a Cold Air Kit, but until the bugs are out of my ride, I will wait. The Check Engine Light came on 2 days ago. Taking it in Saturday a.m. to see what's up.

Almost Old

 

I wasn't talking about a '66. I was talking about an '05. That's great that your "old school" muffler worked well in your "old school" car! The new mustang is just not designed the same as your '66. It is not a low rpm car! Baffles and such are best for cars producing most of their torque in the low rpms. For a high revving, high air flowing engine like our modern '05, less restriction with a smooth linear flowpath will be best. I never said anything about increasing pipe diameter.

 

Hey, can you do me a favor and keep your little digs to yourself. Besides, with a screen name of "F1FAN," I would think that automatically disqualifies you from giving a valid opinion of what a V8 is supposed to sound like; especially an American V8.

What I really like is how the Flowmaster 40-series sounded on my '99 GT. Those Corsa mufflers are the only thing that even remotely comes close to the same.

 

Mid-Life-Crisis when I first got my mustang I receive a check engine light and I went to the dealership and the code came back as a inginition problem but I told him it was running great and he agreed. He reset the light and since then nothing. Just ******* it daily here and there and still getting 22 miles a gallon , imagine that.

 

B.S.! My "old school" 302 was a 4-bolt block with a fully forged rotating assembly, 10.5:1 CR, fully ported 302 heads port matched to Edelbrock's Victor intake, and the custom 1 5/8" tube primaries with solid lifters it was a 7,200 RPM screamer with 437HP on the engine dyno with all accessories, long tube headers and dual 3" exaust attached. It had a slight lack of grunt below 3,000 RPM in that 2,800lb. car but plenty of high RPM power. It was light so being soft below 3,000RPM was not noticed when launched at 5,200RPM. It's only real problem was the fact that the tires it really needed would not fit without tubbing the wells and I didn't want to do this to a pristine '66 2+2 with a full interior. I should probably have started with a rust bucket so I wouldn't have felt bad about tubbing it but I restored it first and then built an engine afterwards, big mistake that.

What kind of mufflers are you talking about? Almost all of them work the same way except for Spintech and Corsa AFAIK and they are not really all that much different. All mufflers rely on the exaust's pressure waves to expand and bounce off each other and or baffles in a chamber(s) as they pass through to reduce the frequency and SPL of the noise coming out of the engine. This is basically reducing the exaust's energy by what amounts to friction with the exaust gas pulses and the chambers and or baffles in the muffler. This is where Spintech come into the picture. Spintech uses another idea based on physics and energy conversion, this is still friction or there would be no heat generated in the process. Spintech's work and work well especially under racing condions that require mufflers. They are also amazingly small for the amount of sound they remove and they do get very hot in use. When Spintech first came out with their mufflers I thought that they were F.O.S. but they works so well on race cars that they must have been onto SOMETHING. Also you should know that they do not resonate in the street cars I've seen them installed on though these are mostly classic muscle cars from the '60's and mostly used on the strip. Go to their website to read about it here: http://www.spintechmufflers.com/spin...ntechindex.asp

Corsa trys to reduce SPL at a limited group of specific frequencies using a folded horn null chamber design to produce an out of phase wave front that joins the other pulse as they leave the muffler. Obviously this is hard to do with a single one size fits all generic muffler for all applications. In order for this design to work at all the muffler needs to be designed for the particular engine, chassis and complete exaust system that it's to be installed on and would only work at certain frequencies and to a lesser degree their harmonics. It's an old idea (sorry it's not some new scientific discovery), and the concept is well known, it's the application of the concept that is unique in this case and it does work to a degree. But consider if you will how it works, sound is just vibrating air and to reduce sound levels with an out of phase pulse you need an equal amount of energy to do so there must be quite a bit of friction and/or turbulence in the tube even if the tube appears mostly straight through, think about it. A simplified static illistration of a dynamic system cannot show you how it works in operation. You cannot see the air flow's friction in the tube and that's what matters. The air flow at a given level of backpressure under the dynamic conditoins of an engine's exaust is not the same as a simple static airflow tester. An almost straight pipe with a 360 degree air gap is not the same as a straight pipe, if it was then Corsa's design concept would simply not work. At certain frequencies the air gap in the pipe will be more restrictive than at others under the dynamic conditions it operates at. This is how it works to reduce SPL at the resonant frequencies they want to control so you don't get the dreaded interior drone so typical of those first Flowmasters. If all you do is measure airflow without the normal exaust heat and power pulses the Corsa should measure nearly as well as a straight pipe except at what ever the resonant frequencies work out to be. Add heat and the range of exaust frequancy pulses of an engine and I think the flow will go down due to the energy required to reduce the SPL at the selected frequencies. This is no different than any other muffler, if it flows well it won't be restrictive, air flow is air flow.

Increasing pipe diam., are you talking about headers or tubes after the collectors? All of the current headers for the '05GT are 1.5: ID tubes, this is the right size for the displacement and RPM potential of the 4.6l SOHC 3 valve engine even for a race application. There is no reason to go with bigger tubes for the headers 1.5" or exaust tubing 2.5" duals as this is all that the engine can possibly pump at any likely RPM it will achive in streetable tune. Using smaller tubes than are stock will cause obvious problems, going with bigger tubes will only hurt low RMP torque even more, you must have some backpressure in order for the exaust system to do it's job well. Like I said this is all textbook stuff and Ford picked the correct sizes so there is little or no power to be had in the exaust from the cats back. In front of this though there is room for improvement as I've said previously but the gains will not be large as in past Mustangs as the stock cast manifold is sized well but designed for convience of assembly-line installation. The cats are also compromised in size and location to get them to heat up as quickly as possible so that the time the engine is allowed to run full rich to heat the cats to operating temp is minimized.

HTH

 

Hi GT Premi,

I did not mean to slight you at all, sorry if I offended you. There are plenty of sweet 6 bangers out there that I would be happy to own. The 3.3l in the M3 comes to mind as does the nice engine in the current Jaguars. Other great 6's inclued the Datsun 240Z/Fairlady straight sixes from '69, Toyota's 2l in the GT2000, any of the air cooled Porsche boxers and the old Jag XK's 4.2l straight sixes. I also like that old MOPAR slant-6 and the big sixes in the 60's and 70's BMW 5 and 6 series cars. Ford of Germany also made great 6's that we didn't get here back in the 60's and '70's. I like sixes just fine, I just LOVE the sound of a V-8 with headers and good exaust, even from the bow-tie company.

As to my screen name I try to use the same one wherever I go to allow people to connect me with all of the sites I try to contribute to. F1fan is just a leftover tag I use regularly. I told you, I'm a professional sports photographer, F1 is just one of the things I've shot and it stuck with me. I've also have shot CART, NASCAR and NHRA national events which as you may know are professional racing events. Back in the day F1 and CART cars WERE V-8's, now all we have are turbo'd 4's and V-10's and V-12's. For American V-8's you can't beat the NHRA sportsman racers which make up most of the cars going down the track these days. They are the largest racing org in the world with the most racers on the track period. I know a little bit about American V-8's.

 

Ohhhhhhhh boy... its nice to know I'm not the only one getting picked on in this forum!! HAHAHAH [sm=bounceybounce.gif]

 

Your '66 sounds like fun, great, so start a thread about it already.
Enough about pipe diameter...I never mentioned pipe diameters...at least you didn't drift into talking about the Bible again...

Here's straight from Flowmaster website...
"The key to Delta Flow technology is the mutiple deflectors that form the delta shape of the Power Chamber.â„¢"

These "deflectors" alter the flowpath...same as putting extra bends in the pipe....they deflect the air which alters the velocity of the air and produces their signature sound.

Straight flow through mufflers...which I'm not saying offer the same flow as a straight pipe, but will flow better than those Flowmasters...Magnaflow and Borla are my examples to you.

Here's straight from Borla's website...
"BORLA Cat-Backâ„¢ exhausts feature patented straight-through and multi-core technology to unleash hidden horsepower. Increased exhaust velocity adds power, driving excitement, fuel economy and the distinctive BORLA Sound of Power respected by motoring enthusiasts everywhere."

If this velocity was not such a big deal in gaining power...then why have mandrel bends?
Ever wonder why the entire exhaust angles up the entire distance from the cats to the rear?..heat rises (ie. exhaust velocity increase)

One reason exhaust velocity is important...scavenging effect=more power

 

I want dyno results