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    Thread: All about AFTERMARKET HEADERS & FFE.

    1. #11
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      hydra's Avatar
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      Great thread, Rahul! I'm thinking of getting headers + mid-pipes for my Swift (I already have a Remus endcan) and I got quite a bit of info here.

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      That may be only the tip of the ice berg rahul share more info, everyone knows you have loads of more info to come like for example your stints with the zen and the baleno and even the elantras
      Car - Hyundai Getz CRDi GVS - 2009
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      THHAAAANKK YOUUU TEAACCHERRRRRRR!!!

      BT really grt thread dude.. nice job..
      Y LEARN FRM OTHER'S MISTAKES ??
      WHN U CAN LEARN FRM URS!!
      -AAMIR KHAN

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      Great Description There Rahul!

      Very neatly written stuff so that every layman can understand the basics of the headers and FFE.
      As usual learn it from the "Masters" and you guys are encyclopedia's when it comes to cars.
      Lancer Evo is parked in the head! Dream On! Its "THE RELIGION"

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      great article rahul.very informative and interesting. really need some more articles like these.


      rev

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      Quote Originally Posted by supaCrank
      Yes turbo exhaust manifolds are differnt Srijit.
      Noted down. Looking forward to boost!!!! articles.

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      Very informative article.

      Thanks man.

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      Quote Originally Posted by [url=http://gearheads.in/post4484.html#p4484
      mclaren1885 Fri Oct 30, 2009 7:05 pm[/url]]
      SOME EXHAUST MYTHS TO DEBUNK FROM BEGINNERS

      3. Myth 3: I Need A Little Bit of Backpressure For Midrange Power

      THE MIGHTY BACKPRESSURE MYTH:

      You want zero backpressure not some backpressure as you may sometimes hear from a salesman or an old timer V8 hot rodder.

      Stock backpressure is around 16 psi in a GSR. Good aftermarket exhausts yield 2-5 psi backpressure. "Bolt-ons only" engine packages, in the past, used exhausts with some backpressure, since there is this incorrect belief that having a little backpressure prevents the fresh air/fuel from shooting into the header at cam overlap (when both the opening intake valve & the closing exhaust valve are simultaneously, partially open). The backpressure supposedly "pushed" the fresh air/fuel back into the combustion chamber rather than having it go into the header. This shooting of fresh air/fuel from the intake manifold and intake port into the header cannot happen at cam overlap, since the pressure inside the header is already much higher than on the intake side , even when there is zero backpressure.

      In reality, having more backpressure reduces the difference between the higher pressure in the head's exhaust port and lower pressure in the header and cat. You need this difference in pressure going from the head to the exhaust system or "pressure gradient" to keep the exhaust flow speed or energy at a high level. Having some backpressure during cam overlap and the exhaust stroke means that the exhaust gas must now push against something and therefore, this backwards force slows exhaust gas down.

      This need for backpressure no longer exists when you have a properly tuned (timed) engine and a good stepped header. In fact, increased backpressure may lead to backwards flow or "reversion", where the exhaust gas travels backwards into the combustion chamber and dilutes the fresh intake charge at cam overlap. At the very least, it slows exhaust flow velocity or energy and prevents the creation of a vacuum for scavenging.

      So please ignore the obsolete "you should have at least some backpressure" sales pitch. It's all about the creating high exhaust flow velocity/speed or energy leaving the exhaust port, in order for the header-cat-exhaust SYSTEM to do it's job properly (i.e. remove all the burnt exhaust gases and help pull in fresh intake charge by scavenging at cam overlap) and make power for you.

      Regarding the backpressure issue:

      Many people use backpressure to get midrange driveability at the sacrifice of lower power potential at the upper powerband rpms. Using back pressure is the wrong way to build a high performance exhaust system. The exhaust system should extract the exhaust from the header, to minimize parasitic pumping pressures.

      The proper way to make an exhaust system that will act as an extractor is to properly size the tubing so that the the exhaust gas' flow velocity creates a "vacuum" behind the header.

      Also, you have to realize that making a sytem which provides the best performance at all throttle positions and all powerband rpm ranges is next to impossible. There's always going to be a compromise and giving up some optimal power potential in one area of the rpm range.

      You must tune the exhaust size/length for the throttle positions and rpm ranges where you want the most performance knowing that you'll sacrifice performance at the other end of the rpm range.


      Source - Header-Exhaust Design Effects on Engine ... am Integra
      dude lets not throw backpressure totally out of the window as something which helps tune your powerband..
      it definately has a say in the powerband of the engine but what Im pointing out is that it can be used upto a certain extent ..only for tweaking
      consider this - perfectly designed exhaust for 4000 to 6000 rpm range tuned to a specific set of intakes and cams, -- giving beautiful response at that band of power it was designed for .. highway top power.. no issues.
      This would mean the same car would not feel that much torquey at low revs say for 1500 to 2500, u cant have a exhaust/cam/intake runners/timing etc etc good for all ranges unless its exotic stuff..
      So what do u do for a bit of low end torque in city driving ? do u adjust ur headers etc ? do u change ur cam's overlap for a few hours ??
      Nope..
      how about a quick and dirty tweak.. increase the back pressure, insert a silencer into the muffler, reduce the dia of the outlet on the muffler .. it will definately give u some low end grunt, maybe not good mileage but will feel a bit better. If I can take the freedom to put to it like this .. It would in a way reduce the effect of the overlap of the cams to a certain extent .. less flow @ same rpm assuming the headers allow for such a flow and not totally disrupting or creating a reversal etc etc....
      back pressure is a quick and fast way to get some amount of reduction in noise level and increase in low end feel of a car if it was designed for a top end whack.. Im talking only NA engines.. not turbo.
      velocity of gas and all is good but not always I want to use that power band..if Im going to the local grocery etc and need some quiet low end feel..

      let the arguments and ass kicking begin

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      Wow this thread is compiled very well. This is exactly what I was looking for.

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      Appreciate if someone could throw light on material that goes into making the FFE and associated cost?
      Booze, Smoke, Roll, Work, Chicken, Dream, Sleep, drive around

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