True Dual Exhaust Vid
05-16-06, 01:55 AM
#26
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i hope you keep it and are able to get it to sound like you want to for the price i sold it to you for it was a steal i hate to have sold it but i could not bring it with me when i moved he didnt just get the exhaust he got the RB header also only used for 2 weeks oh yeah post vids if you do anything to exhaust i remember going 135mph on the 210 freeway with that setup good times.
Last edited by DrifterX; 05-16-06 at 01:57 AM.
05-16-06, 07:17 AM
#28
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The RB bombs are really nice.
It's just that an NA rotary with a header is so freaking loud, it takes a pre-silencer (or a cat) to tame it.
My NA had 2 cheap "turbo pack" pre-silencers in the old cat area.
They cut the high power loud without hurting the low end tone.
It's just that an NA rotary with a header is so freaking loud, it takes a pre-silencer (or a cat) to tame it.
My NA had 2 cheap "turbo pack" pre-silencers in the old cat area.
They cut the high power loud without hurting the low end tone.
05-16-06, 08:08 AM
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That's enough writing. I could write a book on the topic in far mroe detail but there are almready lots of these out there and this was supposed to be a simple response anyways.
05-16-06, 11:58 AM
#30
That thing does sound great, but remember where the guy lives. Santa Cruz, the land of treehugging dykes that happen to be City Mayor and Chancellor at the University.
Quiet that thing down or get popped.
I've been hassled( with RB pre-silencers) but luckily the cop never gave me a ticket.
Quiet that thing down or get popped.
I've been hassled( with RB pre-silencers) but luckily the cop never gave me a ticket.
05-16-06, 12:03 PM
#31
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^^ Exactly Nate. I figured I would get busted within the week if I kept it the way it was. I got a different muffler put on today and now the sound is tolerable. I still am not really satifsied with how it sounds, but it is a step in the right direction. I will put a video up shortly.
05-16-06, 12:47 PM
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Here is a video of the new muffler I got put on today. Not as purdy as the Apexi, but it works.
http://videos.streetfire.net/video/6...80D7758417.htm
http://videos.streetfire.net/video/6...80D7758417.htm
05-16-06, 07:17 PM
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Well today has been shitty. I took my car for a run through the mountains and it felt ok. Then went into town and saw a friend that has been wanting to race me forever so I gave him his chance. Redlined 2nd and 3rd a little getting onto the freeway then we get ready line up on a straight and I notice my temp is spiking in the hot so I pulled over. It had spewed some water out of the overflow tank or somewhere and when I went to fill some water in it after it cooled down it took a lot. It then overheated just as I was getting home too same thing. I think the muffler I got today might be responsible. I checked to see if it was leaking after a while of cooling down and me refilling the radiator, and there were no leaks that I could see. I am going to flush the coolant system and put my stock exhaust back on tonight. Any thoughts on if it might be the muffler or not?
Last edited by 1SWEET7; 05-16-06 at 07:26 PM.
05-27-06, 12:45 AM
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Well everything is fine now. I replaced my thermostat, and my oil cooler lines and she's running fine now. I did change the exhaust back to stock though. I couldn't stand the tone that it made. I think I will eventually just get the true dual catback from RB.
05-27-06, 09:36 AM
#38
Originally Posted by rotarygod
This isn't a dual exhaust. A typical header is an example of a short primary system. It's still a tuned length that benefits from both scavenging and acoustic pipe resonance. A long primary is really nothing more than a really long header. Obviously this will tune differently. A dual is a system that never collects, or from an effective standpoint, collects at infinity as the pulses eventuallly interact somewhere....
That's enough writing. I could write a book on the topic in far mroe detail but there are almready lots of these out there and this was supposed to be a simple response anyways.
That's enough writing. I could write a book on the topic in far mroe detail but there are almready lots of these out there and this was supposed to be a simple response anyways.
05-27-06, 04:45 PM
#39
An h-pipe doesn't scavenge and an x does to a point depending on the design. A tangentially siamesed x pipe does scavenge. What an x pipe will do is to allow certain sound frequencies to bouce back and forth. Think of an h pipe as a header in terms of the collection point but without the inertial scavenging ability. It allows useful (and harmful) sound waves to travel across to the other side to do it's job on the other port. It just doesn't use the direct pressure waves of the exhaust gasses themselves to help pull from the other side.
An h pipe is intended to be used in V8 engines. At certain points in the exhaust, pressure waves from the engine back up on each other due to the out of sync firing order of V8's. This doesn't apply to flat crank V8's. At this spot in the exhaust, the pipe is a larger restriction than any other point in the system. This is where they place the h pipe. It is supposed to allow the pressure to bleed off to the other side as we are in between pulses from the other bank. In theory this works in reality they actual results may or may not be so dramatic.
On a rotary you could experiment with a true dual and then place an h pipe somewhere in the system. It should do something to some point in the powerband but undestand every setup has a compromise and will have a negative impact somewhere else. The location of the h pipe should work the same way as a header collector point. Moving it farther back should give you more low end and moving it farther forward should help more with top end. It will have it's limits though and there will certain times where it's benefit may be noticable and other times when it may not be. I know it's been tried by some in the past with interesting results and others have tried it and hated it saying it did nothing. If you were to try it, the best thing to do would be to fab up a system where you could alter it's location so you could get a better grasp on what locations if any work well.
As far as raspiness goes, the biggest thing that effects this is the muffler. The smaller the muffler, the more raspy it is. This is also dependent on the muffler type used but it is a general guidline to go by. Larger typically has a lower tone and less rasp and smaller has a higher tone or more accurately less emphasis on low tones and more rasp. You'd have to experiment with every single muffler type out there to truly answer the question. The thickness of your exhaust pipes also plays a role on what your exhaust sounds like as well. There's alot to it.
An h pipe is intended to be used in V8 engines. At certain points in the exhaust, pressure waves from the engine back up on each other due to the out of sync firing order of V8's. This doesn't apply to flat crank V8's. At this spot in the exhaust, the pipe is a larger restriction than any other point in the system. This is where they place the h pipe. It is supposed to allow the pressure to bleed off to the other side as we are in between pulses from the other bank. In theory this works in reality they actual results may or may not be so dramatic.
On a rotary you could experiment with a true dual and then place an h pipe somewhere in the system. It should do something to some point in the powerband but undestand every setup has a compromise and will have a negative impact somewhere else. The location of the h pipe should work the same way as a header collector point. Moving it farther back should give you more low end and moving it farther forward should help more with top end. It will have it's limits though and there will certain times where it's benefit may be noticable and other times when it may not be. I know it's been tried by some in the past with interesting results and others have tried it and hated it saying it did nothing. If you were to try it, the best thing to do would be to fab up a system where you could alter it's location so you could get a better grasp on what locations if any work well.
As far as raspiness goes, the biggest thing that effects this is the muffler. The smaller the muffler, the more raspy it is. This is also dependent on the muffler type used but it is a general guidline to go by. Larger typically has a lower tone and less rasp and smaller has a higher tone or more accurately less emphasis on low tones and more rasp. You'd have to experiment with every single muffler type out there to truly answer the question. The thickness of your exhaust pipes also plays a role on what your exhaust sounds like as well. There's alot to it.
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