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Exhaust test to end all tests?

Posted By Ted 14 Years Ago
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YellowWing
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Very interesting Ted. Thank you so much for all your hard work.

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The exhaust testing results were published in the Nov-Dec 2020 issue of The Y-Block Magazine.  There were some additional tests in that article that were not published in this particular thread.  Because this thread was quite old, the pictures of the various exhausts did not transfer when the website changed servers.  The article as it was published in the YBM has been made available on the Eaton Balancing website.  Here’s the link.
 
Y-Block Exhaust Testing   


Have now completed running an assortment of headers and exhaust systems on the 312 dyno mule.  The mule engine is the same +060 over 312 that’s been used in a variety of other tests.  Specifics for this engine are cast pistons being 0.025” in the hole, ECZ rods, a Crower Monarch camshaft with 238° dur @ 0.050” and 0.459” lift at the valve after lash, an unmodified Mummert intake, and 750cfm Holley on top of a 2” carb spacer.  A set of mildly ported G heads that have been heavily milled brings the compression ratio to 9.6:1 .  Originally being unposted G heads, a pair of posts were installed into each head prior to using them for this series of tests.  With the mill and the porting, these heads were roughly worth 18HP over a set of stock G heads that had a measured static compression ratio of 9.2:1.  With the mild port job, consider these heads a Stage I port job.  There’s over 300 dyno pulls now on the mule engine and the bottom end is still holding up fine other than the rear main has started leaking.  Although the oil from the rear seal is not pouring out, it’s enough to remind you that this engine is now marking its territory.

 

Mufflers were tested on most of the exhaust combinations and only with the EMC headers did the HP & TQ numbers actually improve with the addition of mufflers.  All other systems did not particularly like the mufflers.  Different inlet sized chambered mufflers were used and which ones being used was determined by the exhaust sizing going into them.  The test range for this series of tests was 2300 to 5500 rpms.  The test range was lowered down to 2300 rpms for the exhaust system testing to get the engine rpms down to that critical lower rpm range that would be seen on a daily driver.  Many of the exhaust systems were tested with varying extension pipe lengths and with & without mufflers.

 

For simplicity while also providing a quick overview of how each system performed, here’s the charted summary based on the best score for each system that was tested.  Scoring is calculated by adding the average torque and horsepower for the test range, multiplying by 1000 and dividing by the cubic inch.  I’ll add that the best score didn’t necessarily give the best peak HP or TQ values but scoring does gives a better indication of how the ‘as tested’ exhaust system will work in regards to overall performance.  On this chart, the peak HP and peak TQ values are those that belong with the score while the ‘Testing configs” column tells how many variants of that particular exhaust system were actually tested.

 

Description.

Score

Peak

HP

Peak

TQ

Avg

HP

Avg

TQ

Mufflers

Testing configs

Single exhaust with crossover pipe

1484

239

303

202

276

NO

2

1955/56 Dual Exhaust manifolds

1629

274

327

223

301

NO

4

Reds two tube headers

1635

278

327

224

302

NO

3

1957 Dual Exhaust manifolds

1650

279

330

226

305

NO

4

Fenton cast iron manifolds

1663

282

332

228

308

NO

2

Tri-Y stepped shorty Tbird headers non-firing order specific - GB

1675

294

332

230

309

NO

4

Ram Horns w/2” into 2¼” pipes

1683

283

337

230

312

NO

2

Shorty 1.625” w/box collectors - DC

1693

284

336

231

314

NO

1

Sanderson 1½” T-Bird header w/2” pipes

1724

290

346

236

319

NO

4

Sanderson 1½” T-Bird header w/2¼” pipes

1726

289

346

236

320

NO

4

JC 4 tube car chassis shorty headers

1739

296

347

238

322

NO

6

Tri-Y pickup headers firing order specific-CC

1739

297

347

238

322

NO

5

Sanderson 1½” T-Bird header w/2½” pipes

1751

297

350

240

324

NO

3

Sanderson 1½” Pickup headers w/2½” pipes

1751

300

350

240

324

NO

5

Fenderwell headers 1.75” tubes - MW

1768

306

344

242

327

NO

5

Fenderwell headers 1.625” tubes

1769

308

346

243

327

NO

5

KC 4 tube Maxton Mile 1 5/8” headers

1775

310

351

244

328

NO

4

EMC headers 1.75”/1.875” stepped

1780

310

349

244

329

YES

4

 

Unfortunately the individual numbers don’t tell the whole story.  The torque curves could be manipulated with different lengths of exhaust pipes or the point in which the muffers were inserted into the system.  I’ll work on some graphs down the road which will better illustrate this.

 

A big Thank You to all of you that contributed parts or pieces for this exhaust test.  For those of you that sent manifolds or headers for testing, email me and let’s work on getting those pieces back to you.  My email address is under contact info at the following site:  www.eatonbalancing.com



Lorena, Texas (South of Waco)




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