Racing Beat duals
08-18-04, 05:14 PM
#1
Junior Member
Thread Starter
Join Date: Oct 2001
Location: Seattle, WA
Posts: 18
Likes: 0
Received 0 Likes
on
0 Posts
Racing Beat duals
Anyone running a midpipe with this catback? I was just wondering if these things can shoot as big of flames as lets say a Apexi N1 can do?
08-18-04, 05:16 PM
#2
Eats, Sleeps, Dreams Rotary
Join Date: May 2003
Location: MIA
Posts: 3,639
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by The Drained
Anyone running a midpipe with this catback? I was just wondering if these things can shoot as big of flames as lets say a Apexi N1 can do?
08-18-04, 05:42 PM
#3
Full Member
Join Date: Mar 2004
Location: waldorf MD
Posts: 53
Likes: 0
Received 0 Likes
on
0 Posts
RB dual
Does anyone have any clips of this catback with a midpipe? I have a midpipe w/Borla and then the PFS catback looking to tone it down just a tiny bit more...I am thinking the RB dual might just kick it a bit deeper/lower.
Thanks,
Chris
Thanks,
Chris
08-18-04, 08:24 PM
#5
Rotary Enthusiast
Join Date: Mar 2002
Location: DE, Taiwan
Posts: 751
Likes: 0
Received 0 Likes
on
0 Posts
You can run single turbo setups on RB catbacks. It won't be too restrictive. It will hold a little horsepower back up top when your boost climbs up high, but not that much. You won't be hitting the restriction threshold very often on the street. Only if you're going hard on the throttle and up in the revs through gears. If you have a problem with that, I'd suggest tuning on a full open setup and then swapping out your catback for the every day driving.
As far as a midpipe is concerned- any single turbo setup is going to be louder than you want it to be if you do street driving. Resonated midpipes help, but it depends a lot on the design of the resonator used on the midpipe. Racing Beat exhausts will deffinitely do their job in sound suppression beyond that, but the dual is quieter. I believe the single tip is freer flowing in terms of muffler design, but the common sound suppression lies in the piping bends. Both RB exhausts have stock angled bends- or close to it. Those angles bounce sound waves internally and keep them from exiting directly like a lot of cannister straight pipe designs. I don't think that those bends restrict very much flow since they're 3" piping. If you want a free flowing muffler, you can try the GReddy Power Extreme or the HKS Dragger II. I plan on doing something like that this winter to quiet my exhaust down on my TO4R setup. My roommate had the GReddy PE on his last R2 and it was very quiet. Sounded like stock but looked a whole lot crazier. Both that and the Dragger II have bends in the piping but straight through cannister designed mufflers. I imagine that the bends won't begin to really restrict the flow, especially while the car's travelling at highway speed, until 20 psi or so.
I have a Pettit resonated midpipe and an HKS Hiper. I use ear plugs when I'm on longer drives because I get disoriented and lose some of my balance when I torture them for long periods of time driving the car. I haven't tuned out my boost capability yet, so I'm not ready to change the exhaust, but I plan on buying a midpipe with a larger volume Magnaflow straight through muffler as a resonater and then searching around for a different catback to compliment the move in sound reduction.
I don't have any sound clips but I know there are or were some with a straight midpipe and Racing Beat dual tip. I drove a car with stock sequential twins , straight exhaust to the catback where it had an RB dual. The car was the best sounding FD I've heard that doesn't have a resonated midpipe on it. I'd like very much to hear an RB dual with the resonated mid.
As far as a midpipe is concerned- any single turbo setup is going to be louder than you want it to be if you do street driving. Resonated midpipes help, but it depends a lot on the design of the resonator used on the midpipe. Racing Beat exhausts will deffinitely do their job in sound suppression beyond that, but the dual is quieter. I believe the single tip is freer flowing in terms of muffler design, but the common sound suppression lies in the piping bends. Both RB exhausts have stock angled bends- or close to it. Those angles bounce sound waves internally and keep them from exiting directly like a lot of cannister straight pipe designs. I don't think that those bends restrict very much flow since they're 3" piping. If you want a free flowing muffler, you can try the GReddy Power Extreme or the HKS Dragger II. I plan on doing something like that this winter to quiet my exhaust down on my TO4R setup. My roommate had the GReddy PE on his last R2 and it was very quiet. Sounded like stock but looked a whole lot crazier. Both that and the Dragger II have bends in the piping but straight through cannister designed mufflers. I imagine that the bends won't begin to really restrict the flow, especially while the car's travelling at highway speed, until 20 psi or so.
I have a Pettit resonated midpipe and an HKS Hiper. I use ear plugs when I'm on longer drives because I get disoriented and lose some of my balance when I torture them for long periods of time driving the car. I haven't tuned out my boost capability yet, so I'm not ready to change the exhaust, but I plan on buying a midpipe with a larger volume Magnaflow straight through muffler as a resonater and then searching around for a different catback to compliment the move in sound reduction.
I don't have any sound clips but I know there are or were some with a straight midpipe and Racing Beat dual tip. I drove a car with stock sequential twins , straight exhaust to the catback where it had an RB dual. The car was the best sounding FD I've heard that doesn't have a resonated midpipe on it. I'd like very much to hear an RB dual with the resonated mid.
08-18-04, 11:12 PM
#6
Broken...always
Join Date: Jan 2002
Location: Houston, TX
Posts: 571
Likes: 0
Received 0 Likes
on
0 Posts
I have a HKS DP, MP with a magnaflow muffler, and RB dual tip. About as loud as, say, a mustang cobra. Doesnt attract too much attention, but its louder than stock. I like it for two reasons. 1) Very stock looking. Doesnt attract a lot of attention and 2) Has a low rumble to it and doesnt get too loud under heavy throttle. Unlike my old integra with an Apexi N1, cops dont here you romp on it from 3 miles away.
Trending Topics
08-19-04, 08:00 AM
#8
Eats, Sleeps, Dreams Rotary
Originally Posted by MakoDHardie
You can run single turbo setups on RB catbacks. It won't be too restrictive. It will hold a little horsepower back up top when your boost climbs up high, but not that much. You won't be hitting the restriction threshold very often on the street. Only if you're going hard on the throttle and up in the revs through gears. If you have a problem with that, I'd suggest tuning on a full open setup and then swapping out your catback for the every day driving.
.
.
i ran both an apexi n1 dual and and rb dual....i felt little to no difference...although i was on stock twins. Point is though, i dont really think there is much a difference as both are straight thru designs.
08-19-04, 11:43 AM
#9
Rotary Enthusiast
Join Date: Mar 2002
Location: DE, Taiwan
Posts: 751
Likes: 0
Received 0 Likes
on
0 Posts
Matty you are right...
As far as holding boost back, Brian at BNR was making around 420 some on his FD with the RB dual with a "small" single. He went back to his HKS Hiper to retune and I don't remember the number he made then but it was a difference up top.
As far as twins are concerned, I really don't think there is that much difference. That's why I said it probably only makes a difference around 20psi where there is a more considerable amount of exhaust velocity and gas volume. On a single, and ported engine, the cfm is much higher. I run the Pettit midpipe and HKS Hiper right now and when I bolted my TO4R on, the first difference I saw exhaust wise was that the black skirt on the rear bumper started melting away within about a 1.5-2 inch proximity from the exhaust tip. That happened at normal driving on my way to get tuned- pretty much an easy conclusion to knowing that you're flowing more exhaust gas than you were before, especially since you know that the stock manifold and turbine housing is much more restrictive than and HKS and .96 A/R so the stock should actually be causing more heat build up in the exhaust due to higher levels of gaseous friction. Knowing that the rotary flows an equivalent of about twice its displacement rating- the whole 2.6 vs 1.3L argument- you can easily assume that with 3" piping all the way throught the exhaust is going to be sufficient for optimizing flow on a turbocharged application until you really push the boost- ie race fuel, and higher psi levels (why I estimated 20psi since that's about average for the cars that are built correctly to run race fuel and higher boost) and only then would you really benefit from having larger piping.
With all Racing Beat catback units, the piping follows almost the same angles at stock in order to get the full sized muffler where it needs to be. The angles in the exhaust piping itself are not enough to really make a significant change to worry enough about with street cars. The main restriction on the dual tip is that the open surface area of both tips combined can fit inside a straight-through design muffler- if you find it that necessary for basic discussion, I can take measurements later and post the calculations. In fact, one of my old roommates is a technology engineer and he has a program that can calculate gas flow ratings and flow types (turbulent or not) based on a few perameters. I would be certain, however, that unless you're really running high boost on a single turbo and ported motor, you won't experience an increase in backpressure. In fact, I don't think even a single would be hindered on street performance as long as you weren't racing, and even then, it only reaches that flow threshold limitation when it hits the given rpm at the given boost level it occurs at (when exhaust gas flow becomes over turbulent and cannot accomplish flow through the same path at increased unit of volume per unit time)- probably around 6000 rpm at full throttle. Until then and only if you're running a motor and turbo setup that can reach that flow level, there really shouldn't be any difference in performance with straight through designs.
As far as holding boost back, Brian at BNR was making around 420 some on his FD with the RB dual with a "small" single. He went back to his HKS Hiper to retune and I don't remember the number he made then but it was a difference up top.
As far as twins are concerned, I really don't think there is that much difference. That's why I said it probably only makes a difference around 20psi where there is a more considerable amount of exhaust velocity and gas volume. On a single, and ported engine, the cfm is much higher. I run the Pettit midpipe and HKS Hiper right now and when I bolted my TO4R on, the first difference I saw exhaust wise was that the black skirt on the rear bumper started melting away within about a 1.5-2 inch proximity from the exhaust tip. That happened at normal driving on my way to get tuned- pretty much an easy conclusion to knowing that you're flowing more exhaust gas than you were before, especially since you know that the stock manifold and turbine housing is much more restrictive than and HKS and .96 A/R so the stock should actually be causing more heat build up in the exhaust due to higher levels of gaseous friction. Knowing that the rotary flows an equivalent of about twice its displacement rating- the whole 2.6 vs 1.3L argument- you can easily assume that with 3" piping all the way throught the exhaust is going to be sufficient for optimizing flow on a turbocharged application until you really push the boost- ie race fuel, and higher psi levels (why I estimated 20psi since that's about average for the cars that are built correctly to run race fuel and higher boost) and only then would you really benefit from having larger piping.
With all Racing Beat catback units, the piping follows almost the same angles at stock in order to get the full sized muffler where it needs to be. The angles in the exhaust piping itself are not enough to really make a significant change to worry enough about with street cars. The main restriction on the dual tip is that the open surface area of both tips combined can fit inside a straight-through design muffler- if you find it that necessary for basic discussion, I can take measurements later and post the calculations. In fact, one of my old roommates is a technology engineer and he has a program that can calculate gas flow ratings and flow types (turbulent or not) based on a few perameters. I would be certain, however, that unless you're really running high boost on a single turbo and ported motor, you won't experience an increase in backpressure. In fact, I don't think even a single would be hindered on street performance as long as you weren't racing, and even then, it only reaches that flow threshold limitation when it hits the given rpm at the given boost level it occurs at (when exhaust gas flow becomes over turbulent and cannot accomplish flow through the same path at increased unit of volume per unit time)- probably around 6000 rpm at full throttle. Until then and only if you're running a motor and turbo setup that can reach that flow level, there really shouldn't be any difference in performance with straight through designs.
Thread
Thread Starter
Forum
Replies
Last Post
acha3
2nd Generation Specific (1986-1992)
7
09-06-15 08:14 AM
