Re: cam in my 383

["Ben Jr. Morgan" <polara_hotrods@xxxxxxx>]

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I think I see a pattern here. What I think is going on, is with headers what you want is an exhaust system that is a .5" smaller than the collecters, it can actually benefit maybe? I believe the Charger style exhaust manifolds I'm using are 2.5", perhaps I should stick to that size through out the entire system? Makes sense to me, how bout you?

----- Original Message -----
From: tom hecht
Sent: Thursday, February 03, 2005 5:05 PM
To: 1962to1965mopars@xxxxxxxxxx
Subject: Re: cam in my 383

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i am with gary on this one, i had 3" collectors (headmans) on
when i went from 2-1/2 to 3" exhaust, it slowed the car by about
2 tenths, though that exhaust system added about 5 tenths to
my quarter.

on the other hand i currently have 3-1/2" collectors with the 3" tti
x-pipe and dynomax's, there is virtually no difference in times with
open headers or with exhaust. when i talked to tti, he said the car they sponsor
races with the x-pipe/dynomax exhaust also.
i believe the car he was talking about is a 64 dodge.

i switched cam, intake and headers at the same time, so i can't say
what difference, the exhaust made, but the combo picked up about
3 tenths.

tom

"Ben Jr. Morgan" <polara_hotrods@xxxxxxx> wrote:


So what your saying is you think that 3" is a little too much. I have 2.5" on there right now and I'm not entirely impressed with the sound and flow. perhaps somewhere in between, I'm open to any suggestions, I want to make sure my High Performance engine gets what it deserves.

----- Original Message -----
From: Gary H.
Sent: Wednesday, February 02, 2005 8:12 PM
To: 1962to1965mopars@xxxxxxxxxx
Subject: RE: cam in my 383

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My understanding is that too big of an exhaust results in lost  
performance, and mufflers have come a long way since glasspacks. You can  
get straight through without the noise consequence or wear of  
glasspacks.  

For example: "Exhaust pipe sizes are a subject unto themselves, but here  
are a few general guidelines from a man who knows. Although many  
subscribe to the "huge is best" theory of pipe selection, Jones points  
out that bigger is not necessarily better, and this is coming from a man  
with an impressive engineering and manufacturing background. Jones  
advises that while pipes that are too small can increase backpressure,  
they must not be so large that gas velocity drops off. Fast moving  
gasses help evacuate the cylinders, which is often referred to as the  
scavenging effect. And while larger pipes may reduce backpressure (the  
industry standard is 2.8 lbs with 1.8 to 2.2 lbs believed to be the  
optimum), Jones points out that oversize pipes will result in lower  
exhaust gas velocity, which reduces the scavenging effect, which reduces  
low-end torque." http://www.streetrodderweb.com/tech/0204sr_exhaust/
and  

http://www.burnsstainless.com/TechArticles/Theory/theory.html

You could go with DynoMAX Super Turbo Performance Mufflers or even stock  
mufflers. Want to race? Open up those cut outs. :-)  

Gary H.  


Ben Jr. Morgan wrote:
>  
> I just entered a Metal Technology class (its a welding and fabricating  
> class basically) at the high school. I'm planning an exhaust system for  
> the 64 wagon. I'm thinking 3" exhaust with cut outs behind the headers,  
> glass packs, and chrome angled tips turned sideways to dump flush with  
> the body in front of the wheels. (dumping in front of the wheels may be  
> illegal on the street, but they have to catch me first ;)) What do you  
> wrench heads think?

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