I doubt the strut towers have as much flex as the 4" wide, soft rubber bushings in the stock strut mounts :dw:
$1500 bucks Need Opinions
- Thread starter 2001asp
- Start date
I doubt the strut towers have as much flex as the 4" wide, soft rubber bushings in the stock strut mounts :dw:
Asp - sorry to take a bit to get back to you, been out of town for the x-mas hub bub and what not, but good to be back in warm (relatively) So Cal. Yep I can get the Mac S/S system, its 2.5" w/ 3.5" tips so they will fill out the bumper holes nicely. Retail goes for $499.95 + ship and we normally charge $419.95 + shipping, but I talked to the pops and let him know its thru SVTP and he dropped it a bit to $409.95 + ship. Not a ton, but every bit helps! These go pretty fast because of the stainless steel factor and the cost is much less than comparable systems, so if you want this PLEASE let me know ASAP w/ some contact info and I will give you a call or have my dad call you.
BTW, of course anyone else interested in these, let me know - been thinking of putting together a GP - if THIS sounds good, let me know and we'll set it up (especially since its one system for all 99-04 Cobras).
Thanks,
Eric
So with the $1500 im gonna get the tokico advanced handling kit 400+, c/c plates, Mac exhaust s/s, and either MRT catted H or SLP catted X.....help with the mid pipe please. They both sound good, the local mustang guru(mustang race car setter-upper) here said stay away from the x because I wont be touching the rpm's that nascar does and also said that mustangs do better with more torque vs. h/p......please discuss
:dw: I think you better find a new guru.
+8935798797
the difference between x and h pipes has to do more with exhaust tone, drone, and general sound of the exhaust. the power diff between the two is negligible and a dyno test that has a diff of a few HP could just be a variable in the test itself! a h-pipe will give it more of a rumbly muscle car sound, while an x-pipe is a higher pitched sound, more "exotic" sounding
but yea, people that claim to know it all, typically know nothing
Eric
What is this guy talking about? RPMS of nascar?? we all turn 4 5 6 7 grand rpms in differnet cars? what does he mean?
WORD TO YOUR MOTHER:bowdown:
SORRY ABOUT MY CRAPPY POST EARLIER (spelling,grammer sucked), I NEVER PROOF READ IT. I JUST TYPED IT AND WENT DISHWASHER SHOPPING.......OOOOO FUN. ANYWAY, WHAT THE GURU GUY WAS TALKIN ABOUT WAS HOW NASCAR GEARING KEEPS THE RPMS HIGHER(up to 10,000rpm) THEN OUR CAMMER MOTORS AND FOR MUCH much LONGER PERIODS OF TIME. SO WHEN WE ARE REACHING OUR REDLINE, NASCAR STILL HAS MORE rpm UP-TOP, ITS WHERE THE X PIPE MAKES POWER. THE HIGHER THE RPM THE MORE EFFIECIENT THE X PIPE GETS. FOR OUR CAMMERS MOTORS; WHEN USING THE X PIPE, AS WE START TO GET INTO THE HIGHER RPM THE X PIPE MAKES ITS POWER GAIN BETWEEN 5000 AND 6800 AND THEN WE HAVE TO SHIFT AND IT STARTS ALL OVER IN THE NEXT GEAR BELOW THE X PIPE SWEET SPOT.....ANYTHING UNDER 5000 RPM AND THE X PIPE IS A WASTE. I AM ONLY SPITTING OUT WHAT THE GURU WAS TELLING ME........HOPE YOU CAN UNDERSTAND MY GIBERISHHHHHHHH
That MIGHT be true but, countless dyno tests have shown that the difference is neglible. Unl;ess you are building an all out race car where every hp counts, go with the one that you think sounds the best.
When I researched exhaust options an x-pipe only made a couple of horsepower on the dyno. Most of the restriction on our cars is in the muffs. Thats why I don't have an x-pipe. Maybe someone has dyno results they can show.
The biggest restriction in the stock exhaust system is the four factory cats, not the mufflers.
2001asp -- There is this key on the left side of your keyboard called a "Caps Lock" key. Don't be afraid of pressing it every now and then.
There are legitimate and dyno tested differences in the peak horsepower and torque curves of an H-pipe versus X-pipe. An X-pipe has scavaging characteristics that an H-pipe does not possess. At the power levels of most, choose the one you like for the sound it produces. When you start looking for an exact torque curve or a specific horsepower peak, then you can start worrying about which one has an advantage for your setup.
2001asp -- There is this key on the left side of your keyboard called a "Caps Lock" key. Don't be afraid of pressing it every now and then.
There are legitimate and dyno tested differences in the peak horsepower and torque curves of an H-pipe versus X-pipe. An X-pipe has scavaging characteristics that an H-pipe does not possess. At the power levels of most, choose the one you like for the sound it produces. When you start looking for an exact torque curve or a specific horsepower peak, then you can start worrying about which one has an advantage for your setup.
Quote: "The biggest restriction in the stock exhaust system is the four factory cats, not the mufflers".
Not according to Magnaflow...They provide the most data that I have been able to locate. Maybe you know something I haven't seen...
Magnaflow Exhaust Dyno
Muffler upgrade:
"Our first re-run on the rollers showed we were on the right track. We found 296-peak horses at 6,000 rpm -that's a gain of almost 20 horses just from the muffler upgrade! Torque numbers increased to 297 lb-ft at 5,000 rpm. That's 20 lb-ft more. It's certainly got a meaner exhaust note, too."
X-pipe added to the mufflers:
"The results were not as eye-opening as the mufflers, but we still picked up a couple horsepower (297 at 6,00 rpm) and some torque (298 lb-ft at 4,500 rpm)".
Not according to Magnaflow...They provide the most data that I have been able to locate. Maybe you know something I haven't seen...
Magnaflow Exhaust Dyno
Muffler upgrade:
"Our first re-run on the rollers showed we were on the right track. We found 296-peak horses at 6,000 rpm -that's a gain of almost 20 horses just from the muffler upgrade! Torque numbers increased to 297 lb-ft at 5,000 rpm. That's 20 lb-ft more. It's certainly got a meaner exhaust note, too."
X-pipe added to the mufflers:
"The results were not as eye-opening as the mufflers, but we still picked up a couple horsepower (297 at 6,00 rpm) and some torque (298 lb-ft at 4,500 rpm)".
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all I have is seat of the pants dyno numbers for you. The x gave me the most, followed by the intake, then pulleys, tune, catback. I did swap mufflers at one point. My catback is flowmaster, when a baffle came loose, I swapped to magnapacks. Didn't notice any difference except in sound. I'd be weary of "dyno tests" put out by manufactures. I'm not saying they flat out lie, but they are trying to sell you a product. Their product. They won't show their product in a negative light.
There is no way that the two factory mufflers offer more restriction to the factory exhaust than the four catalytic converters (2 pre and 2 cats). While I cannot dispute the Magnaflow info you posted because they obviously did the testing, I cannot enitirely agree with it either. Good reading, nevertheless.
I have had and worked on quite a few Mustangs (5.0 and 4.6) and an F150 or two where the mid-pipe swap was the most effective difference felt in the exhaust work. Any time you take out four honeycombs and replace them with two high-flows, you are reducing the restriction.
Here is an article I found that MM&FF did on a 96 Cobra. That system has 6 cats vs our 4, but you can see their findings.
http://www.musclemustangfastfords.c...96_ford_mustang_project_car_part_3/index.html
I have had and worked on quite a few Mustangs (5.0 and 4.6) and an F150 or two where the mid-pipe swap was the most effective difference felt in the exhaust work. Any time you take out four honeycombs and replace them with two high-flows, you are reducing the restriction.
Here is an article I found that MM&FF did on a 96 Cobra. That system has 6 cats vs our 4, but you can see their findings.
http://www.musclemustangfastfords.c...96_ford_mustang_project_car_part_3/index.html
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