Dual N1 VS GT spec
03-03-02, 11:48 AM
#2
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I have dual mostly for looks and of course, TWICE THE FLAMES!!! Word around here is that the GT-Spec is ear splittingly loud, of course some people like that. The GT-Spec is lighter, but I don't know exact weights.
03-03-02, 11:56 AM
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I got a great deal on the GT spec so I picked it up for $80 bucks more. The exhaust tone on the GT Spec is much deeper/better sounding IMO. My roomate has an N1 and a side by side comparison between our cars shows the N1 being higher pitched. The flow characteristics of a dual N1 and a GT spec should be similar, the GT spec with larger piping, the N1 with a larger combined crossectional area. I just don't like the idea of dual exhausts. The weight you save by doing a single will be around 30 lbs (no joke)... and the flow will be MORE than adequete.
My opinion
My opinion
03-05-02, 08:10 PM
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Your going to pay another 700 bucks for a little more power and a bit of weight off? Your pretty dedicated, I'd rather just go on a diet. Not many people have the GT-Spec though, and it IS very free-flowing.
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03-05-02, 08:20 PM
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If you are paying $700 then you are definatly getting overcharged for it.You just have to know where to buy the parts at a way better price then that.
BJ White
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03-05-02, 09:03 PM
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Originally posted by 87GTR
they are like $485 in japan last time I looked at them.
I wounder if I count it as carry on
they are like $485 in japan last time I looked at them.
I wounder if I count it as carry on
the GT exits on the driver side so that might make it a tad louder for the driver, but i guess it'll be loud wherever u put it. plus its stainless steel
u still got the Lancer???
03-05-02, 09:14 PM
#14
The evo 4 is sold. cuase I thought i was going to be spending more time the states. but turns out going too be doing more work over here. so Im thinking of buying a EVO 6 now for my daily car in Thailand.
I found an FC but the going price for an FC is 15000 and and FD goes for 25000.
the
EVO 4's 15000
EVO 5's 18000
EVO 6's 20000
so I think I might pick one up I found a sweat blue one this past weekend.
I found an FC but the going price for an FC is 15000 and and FD goes for 25000.
the
EVO 4's 15000
EVO 5's 18000
EVO 6's 20000
so I think I might pick one up I found a sweat blue one this past weekend.
03-05-02, 09:19 PM
#15
I wish I was driving!
I am looking into the GT spec exhaust. The piping on it isn't all that big though. Will it flow enough for a bigger turbo (t-78), which I plan to do in the next year? Or would it be better to cut the piping off and have 3" all the way to the muffler GT spec muffler?
Sean
Sean
03-05-02, 09:49 PM
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I originally owned the very expensive RB turbo-back, and though I was happy with it's design, quality, and flow, the exhaust is an absolute beast (size and weight wise) in comparison to a lightweight single catback with a mandrel bent dp/mp. I sold the turbo-back because I knew that eventually I would want something more specific to my needs: higher flowing, less weight, and made of stainless. I considered the N1 single because it is a very nice design and flow, but decided to shop around for GT Specs for awhile to see if I could stumble on a deal. I ended up paying $535.00 for the GT spec shipped to my door, BRAND NEW .
The N1 uses a mild steel construction, with stainless mufflers, with a presilenser and resonator. The GT spec is a full stainless system (very slick), with a presilenser, no reasonator buldge, and more of a straight through muffler design.
Keep in mind, on a turbo car the main exhaust flow restrictions are A. The cats and B. The manifold and turbo a/r/wheel flow. Eliminating the cats on a stock turbo will be all the flow you will need, because with the huge hotside restriction, you won't have to worry about things like turbulence or velocity. From the midpipe back, the performance gains you will see are minimal at best on a stock turbo. As long as the exhaust can maintain velocity, with minimal backpressure it's fine. On an N/A motor things work a little different. Things like turbulence and exhaust scavenging will literally determine where your power and torque are made. Pipe diameter needs to be decreased to maintain velocity, but again from the midpipe back minimal gains will be seen as long as the exhaust is not restrictive. By the time gases reach the catback they have already lost alot of their pulse pattern.
Okay, I got a little off topic there. Back to catbacks. Bottom line is, what an exhaust is worth to you. You will literally get the same performance from a single well-flowing muffler (or better in the case of heavy turbo cars) welded to a pipe all the way back to the turbo/header, whatever. The determining factors for me were: Eventually I will have an engine/turbo setup that will flow enough to where the 3.74" piping is useful. Full stainless, quality construction. And finally, I love the way it looks, and the exhaust tone. Those are the simple reasons I chose that exhaust.
Hope this helps some of you. Some pics:
N1:
GT:
.The N1 uses a mild steel construction, with stainless mufflers, with a presilenser and resonator. The GT spec is a full stainless system (very slick
), with a presilenser, no reasonator buldge, and more of a straight through muffler design. Keep in mind, on a turbo car the main exhaust flow restrictions are A. The cats and B. The manifold and turbo a/r/wheel flow. Eliminating the cats on a stock turbo will be all the flow you will need, because with the huge hotside restriction, you won't have to worry about things like turbulence or velocity. From the midpipe back, the performance gains you will see are minimal at best on a stock turbo. As long as the exhaust can maintain velocity, with minimal backpressure it's fine. On an N/A motor things work a little different. Things like turbulence and exhaust scavenging will literally determine where your power and torque are made. Pipe diameter needs to be decreased to maintain velocity, but again from the midpipe back minimal gains will be seen as long as the exhaust is not restrictive. By the time gases reach the catback they have already lost alot of their pulse pattern.
Okay, I got a little off topic there. Back to catbacks
. Bottom line is, what an exhaust is worth to you. You will literally get the same performance from a single well-flowing muffler (or better in the case of heavy turbo cars) welded to a pipe all the way back to the turbo/header, whatever. The determining factors for me were: Eventually I will have an engine/turbo setup that will flow enough to where the 3.74" piping is useful. Full stainless, quality construction. And finally, I love the way it looks, and the exhaust tone. Those are the simple reasons I chose that exhaust.Hope this helps some of you. Some pics:
N1:
GT:
Last edited by 2DoritosOnAStick; 03-05-02 at 09:54 PM.
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