AeroTurbine Muffler 5" In/Out with Built-In Resonator
09-23-07, 12:51 PM
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AeroTurbine Muffler 5" In/Out with Built-In Resonator
Anyone using these mufflers on their , single turbo monsters ? I am expecting a bit of noise from my engine so I'm looking around for an effective noise surpression system . My exhaust system will be custom , it will comprise of a 5" downpipe reduced to 4" (just after it passes the firewall ) a mid resonator / muffler where the cat used to be and another muffler at the back.
Universal Application
With sizes ranging from 2.5" to 5", whether you drive a sport compact, muscle car, SUV, truck or diesel, you can guarantee there is an Aero Turbine XL muffler for your application that will reduce your vehicles exhaust temperatures (EGT's), as well as increase it's power, torque, and fuel economy, while reducing engine wear and tear.
Revolutionary Design
The Aero Turbine XL is a straight thru design, high performance muffler that features a built in resonator for added sound supression. The company spent over three years in Research and Design to develop a muffler that used the Principles of Thermodynamics to reduce temperatures (EGT's), increase horsepower, torque, fuel economy, and reduce engine wear and tear. With it's fully welded 304 Stainless Steel construction, the Aero Turbine XL is nearly indestructible and guaranteed to last as long as you own your vehicle, backed by a manufacturer's lifetime warranty. Weighing in around 10 pounds, the Aero Turbine XL is a natural choice for the performance minded enthusiast.
Learn How It Works
As the exhaust stream enters the Aero Turbine XL muffler, it expands to fill the cylindrical chamber. This expansion slows the exhaust stream, creating a lower pressure at the inlet or scavenging effect, similar to that of a header. The exhaust stream is then split via an airfoil cone with an orifice similar to a conical jet engine. The outer stream accelerates to a higher velocity as it flows around the cone and has a lower pressure than the core stream, which is traveling at a slower velocity, and a higher pressure. The two streams are reintroduced via perforations in the center core. The high pressure inner stream is initially drawn out of these perforations as the gas attempts to equalize the pressure differential between the two streams. As this occurs, the change in direction of the exhaust stream causes destructive interference, which deadens the sound. As the pressure is equalized towards the rear of the canister the exhaust gas is pushed back through the helically arranged perforations in the center core, which spin the exhaust stream, causing additional sound cancellation, reducing turbulence, and creating a vortex that enables the gas to more efficiently exit the muffler. This revolutionary design has been tested and proven to flow more exhaust gas than straight pipe!
Universal Application
With sizes ranging from 2.5" to 5", whether you drive a sport compact, muscle car, SUV, truck or diesel, you can guarantee there is an Aero Turbine XL muffler for your application that will reduce your vehicles exhaust temperatures (EGT's), as well as increase it's power, torque, and fuel economy, while reducing engine wear and tear.
Revolutionary Design
The Aero Turbine XL is a straight thru design, high performance muffler that features a built in resonator for added sound supression. The company spent over three years in Research and Design to develop a muffler that used the Principles of Thermodynamics to reduce temperatures (EGT's), increase horsepower, torque, fuel economy, and reduce engine wear and tear. With it's fully welded 304 Stainless Steel construction, the Aero Turbine XL is nearly indestructible and guaranteed to last as long as you own your vehicle, backed by a manufacturer's lifetime warranty. Weighing in around 10 pounds, the Aero Turbine XL is a natural choice for the performance minded enthusiast.
Learn How It Works
As the exhaust stream enters the Aero Turbine XL muffler, it expands to fill the cylindrical chamber. This expansion slows the exhaust stream, creating a lower pressure at the inlet or scavenging effect, similar to that of a header. The exhaust stream is then split via an airfoil cone with an orifice similar to a conical jet engine. The outer stream accelerates to a higher velocity as it flows around the cone and has a lower pressure than the core stream, which is traveling at a slower velocity, and a higher pressure. The two streams are reintroduced via perforations in the center core. The high pressure inner stream is initially drawn out of these perforations as the gas attempts to equalize the pressure differential between the two streams. As this occurs, the change in direction of the exhaust stream causes destructive interference, which deadens the sound. As the pressure is equalized towards the rear of the canister the exhaust gas is pushed back through the helically arranged perforations in the center core, which spin the exhaust stream, causing additional sound cancellation, reducing turbulence, and creating a vortex that enables the gas to more efficiently exit the muffler. This revolutionary design has been tested and proven to flow more exhaust gas than straight pipe!
09-23-07, 03:34 PM
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Just turn up the boost!
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when these first came out i tried them out on a couple rx7's. a turbo 12a and a TII. both 3" and incredibly loud. they were somewhat deep but i later switched to magnaflow on both and have never looked back.
magnaflow race series but i don't know if they go up to 5"
magnaflow race series but i don't know if they go up to 5"
should have some #'s soonTrending Topics
09-24-07, 10:10 AM
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I recently completed my completely custom exhaust. It goes from headers (yes, I know its still n/a... 
) to a 4" then splits to 2x 3" pipes and goes through a dual 3" muffler. After the muffler it collects back to a single 4" so that it can sneak around the rear subframe. Once again, right before the rear muffler it splits to 2x 3" to go to the dual 3" muffler. I opted to use dual 3" mufflers because 1) dual 3" is slightly larger than 4" cross-sectional area, and 2) when a smaller diameter dual muffler is used the exhaust is exposed to more packing area.
These are mufflers I built myself from knowledge that Paul has had over the years in racecar muffler building and will take any pounding that the hot rotary exhaust will throw at it, without pissing off the sound meter...
Since its n/a running with such a large exhaust it is very loud. However, its only loud from low frequencies because I physically had no more space to build any larger of a muffler. Since there's almost no high-frequency it is not annoying at all, and doesn't seem to sound as loud as my previous setup which had a magnaflow front muffler and then a magnaflow Ti catback, both mufflers disintegrated themselves within a few weeks on the car...
Its strange, because without the high frequencies there, it pretty much doesn't sound like a rotary at all anymore. It's incredibly deep and sets off car-alarms 250ft away.. Definitely the BEST sounding exhaust I have ever heard on a rotary. I'm excited to get a turbo on there so it will just bring down the volume level a little bit and still sound sexy as hell without attracting too much attention.
) to a 4" then splits to 2x 3" pipes and goes through a dual 3" muffler. After the muffler it collects back to a single 4" so that it can sneak around the rear subframe. Once again, right before the rear muffler it splits to 2x 3" to go to the dual 3" muffler. I opted to use dual 3" mufflers because 1) dual 3" is slightly larger than 4" cross-sectional area, and 2) when a smaller diameter dual muffler is used the exhaust is exposed to more packing area.These are mufflers I built myself from knowledge that Paul has had over the years in racecar muffler building and will take any pounding that the hot rotary exhaust will throw at it, without pissing off the sound meter...
Since its n/a running with such a large exhaust it is very loud. However, its only loud from low frequencies because I physically had no more space to build any larger of a muffler. Since there's almost no high-frequency it is not annoying at all, and doesn't seem to sound as loud as my previous setup which had a magnaflow front muffler and then a magnaflow Ti catback, both mufflers disintegrated themselves within a few weeks on the car...
Its strange, because without the high frequencies there, it pretty much doesn't sound like a rotary at all anymore. It's incredibly deep and sets off car-alarms 250ft away.. Definitely the BEST sounding exhaust I have ever heard on a rotary. I'm excited to get a turbo on there so it will just bring down the volume level a little bit and still sound sexy as hell without attracting too much attention.
09-24-07, 11:18 AM
#9
I recently completed my completely custom exhaust. It goes from headers (yes, I know its still n/a... ) to a 4" then splits to 2x 3" pipes and goes through a dual 3" muffler. After the muffler it collects back to a single 4" so that it can sneak around the rear subframe. Once again, right before the rear muffler it splits to 2x 3" to go to the dual 3" muffler. I opted to use dual 3" mufflers because 1) dual 3" is slightly larger than 4" cross-sectional area, and 2) when a smaller diameter dual muffler is used the exhaust is exposed to more packing area.
These are mufflers I built myself from knowledge that Paul has had over the years in racecar muffler building and will take any pounding that the hot rotary exhaust will throw at it, without pissing off the sound meter...
Since its n/a running with such a large exhaust it is very loud. However, its only loud from low frequencies because I physically had no more space to build any larger of a muffler. Since there's almost no high-frequency it is not annoying at all, and doesn't seem to sound as loud as my previous setup which had a magnaflow front muffler and then a magnaflow Ti catback, both mufflers disintegrated themselves within a few weeks on the car...
Its strange, because without the high frequencies there, it pretty much doesn't sound like a rotary at all anymore. It's incredibly deep and sets off car-alarms 250ft away.. Definitely the BEST sounding exhaust I have ever heard on a rotary. I'm excited to get a turbo on there so it will just bring down the volume level a little bit and still sound sexy as hell without attracting too much attention.
) to a 4" then splits to 2x 3" pipes and goes through a dual 3" muffler. After the muffler it collects back to a single 4" so that it can sneak around the rear subframe. Once again, right before the rear muffler it splits to 2x 3" to go to the dual 3" muffler. I opted to use dual 3" mufflers because 1) dual 3" is slightly larger than 4" cross-sectional area, and 2) when a smaller diameter dual muffler is used the exhaust is exposed to more packing area.These are mufflers I built myself from knowledge that Paul has had over the years in racecar muffler building and will take any pounding that the hot rotary exhaust will throw at it, without pissing off the sound meter...
Since its n/a running with such a large exhaust it is very loud. However, its only loud from low frequencies because I physically had no more space to build any larger of a muffler. Since there's almost no high-frequency it is not annoying at all, and doesn't seem to sound as loud as my previous setup which had a magnaflow front muffler and then a magnaflow Ti catback, both mufflers disintegrated themselves within a few weeks on the car...
Its strange, because without the high frequencies there, it pretty much doesn't sound like a rotary at all anymore. It's incredibly deep and sets off car-alarms 250ft away.. Definitely the BEST sounding exhaust I have ever heard on a rotary. I'm excited to get a turbo on there so it will just bring down the volume level a little bit and still sound sexy as hell without attracting too much attention.
09-24-07, 05:07 PM
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No construction pics, sorry. I was in a real rush building the exhaust and had no time to take any shots during the process.
Also, we plan on someday spending some real money to design and test mufflers so that we could start selling them as a real product, so I'm afraid I can't divulge any of the critical information..
As far as longevity on a rotary goes, we opt to use 100% stainless wool, since fiberglass can't stand the heat and also just ends up getting the **** beat out of it from the violent exhaust pulses. After a while the fiberglass gets pushed into a very thin layer at the outside of the can, provided next to nothing for noise suppression and also allows the can to resonate which adds a lot of high frequency noise.
Also, we plan on someday spending some real money to design and test mufflers so that we could start selling them as a real product, so I'm afraid I can't divulge any of the critical information..
As far as longevity on a rotary goes, we opt to use 100% stainless wool, since fiberglass can't stand the heat and also just ends up getting the **** beat out of it from the violent exhaust pulses. After a while the fiberglass gets pushed into a very thin layer at the outside of the can, provided next to nothing for noise suppression and also allows the can to resonate which adds a lot of high frequency noise.
09-24-07, 07:40 PM
#13
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a friend of mine uses one on a 95 lotus esprit with the 4 cyl turbo. I believe it is a smaller t3 turbo with a 2.5 inch exhaust and a 2.5inch aeroturbine. The thing is ridiculously loud but it does sound pretty mean at idle.
09-24-07, 10:14 PM
#14
i have one in 3 inch, got it for free a while ago. I haven't had time to install it, i think the diameter of the canister might be too big to weld into my midpipe the way it is setup now, so I haven't bothered putting it in. I am going to put the car on the lift this weekend and see what i'm working with.
Now i am running 3 inch from a single turbo straight to an OLD PFS (loud) catback. If i'm feeling crafty i'll take before and after videos.
Now i am running 3 inch from a single turbo straight to an OLD PFS (loud) catback. If i'm feeling crafty i'll take before and after videos.
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