Quote:
Originally Posted by Shawn D.
Hmm... I wonder how it is Y'all haven't bothered to address how all of this will actually come together in a real-world street-applicable car. I guess I'll just have to wait to see this real-world street-applicable straight exhaust that Y'all seem to think is possible.  |
Actually Christ and Frank Lee already discussed it.
The idea is twist the piping just enough to miss the cams and thats it. Make the pipes just wide enough to accomodate what you want(flow wise, 2K rpm 2.5 or 3K)
Given you lose efficiency at anything but those rpms, but this is true of all systems. If your pipes are designed for racing then you lose power at any rpm below WOT because the air is condensing and slowing creating extra back pressure that the engine fights to clear the cylinder. If the pipes are designed for economical driving you lose anytime you clear 2.5K rpm because the piping contains a higher pressure that depletes too slowly and there is still remaining pressure when the cylinder goes to clear the next round. . .that it has to push out of the way as well.
You always have to chose. Until someone puts dynamic exhaust piping on the market you always will, and I can only imagine how expensive it would be to rig something to allow for this on standard cars.
You could use a system of telescoping pipes with valves and springs and when it runs higher than 2K they open to allow the air to the slightly larger exterior pipe and solve the problem that way, but then you are adding a whole second layer of pipes(obviously the inner would not have to be tremendously thick to resist exterior environs but its still going to have weight). So until some "smarter" material comes along manufacturers are always going to have to chose where there system operates best(like everything else).