best exhaust for 2.3l ??
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Old September 20th, 2010, 11:41 PM   #1
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best exhaust for 2.3l ??


i have a 92 lx 2.3l right now its stock exhaust from tips to headers
and ive looked around and i havent found any anwsers really

help?
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Old September 21st, 2010, 07:46 AM   #2
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I have a 2-1/2 inch catback with a Flopro muffler and a Ranger header,not saying it's the best..just what I had put on mine some years ago.
Tad louder than stock,but not much...which is what I wanted.


http://www.flopro.com/FloPro.htm
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Old September 21st, 2010, 12:00 PM   #3
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Old September 21st, 2010, 08:02 PM   #4
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New Guy With probally repeat and new Questions

Takes a little reading to get to it. But Here's something I'm going with real soon.
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Old September 21st, 2010, 10:15 PM   #5
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Here are some Dyno test results conducted June 23, 24 2008. Call me silly, but I think there might be something to this header/exhaust business.

Test vehicle:
1987 Ford mustang LX

Engine size: 140 cu in.
No. of cyls: 4
Compression: 10.0:1
Ford Motorsport A-237 cam

Stock exhaust
119 HP4850 RPM 131 FT LB@ 3700

Ranger header 2.25" exhaust, turbo muffler
121 HP@4900 RPM 130 FT LB@ 3850 RPM

Pacesetter header 2.25" exhaust, turbo muffler
126 HP@4950 RPM 137 FT LB@ 3900 RPM

Speedway header 3"-2.5" exhaust, turbo muffler
147 HP@5200 RPM 151 FT LB@ 4050 RPM
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Old September 22nd, 2010, 02:21 PM   #6
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Wonder what replacing that turbo muffler with a Pypes M-80 would do? Then again with straight thru design it may effect the torque numbers.
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Old February 16th, 2011, 03:21 AM   #7
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89bullit did you do anything else other then putting on the flowmaster?
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Old February 16th, 2011, 11:12 AM   #8
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Originally Posted by OHC230 View Post
Here are some Dyno test results conducted June 23, 24 2008. Call me silly, but I think there might be something to this header/exhaust business.

Test vehicle:
1987 Ford mustang LX

Engine size: 140 cu in.
No. of cyls: 4
Compression: 10.0:1
Ford Motorsport A-237 cam

Stock exhaust
119 HP4850 RPM 131 FT LB@ 3700

Ranger header 2.25" exhaust, turbo muffler
121 HP@4900 RPM 130 FT LB@ 3850 RPM

Pacesetter header 2.25" exhaust, turbo muffler
126 HP@4950 RPM 137 FT LB@ 3900 RPM

Speedway header 3"-2.5" exhaust, turbo muffler
147 HP@5200 RPM 151 FT LB@ 4050 RPM
i did some googling and a quick ebay search. Nothing specifically mentions that Speedway header.......info please?

I swapped in the Ranger header specifically for weight reduction and because it just plain looks better than that boat anchor that Ford originally designed for these Mustangs.
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Old February 16th, 2011, 12:23 PM   #9
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Im curious what exhaust put out the best numbers

but as far a sound quality, nothing you put on that 4 cyl. is going to make it sound good (more like tuner)
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Old February 16th, 2011, 06:11 PM   #10
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OHC tested the exhaust systems on a higher compression motorsport cammed motor, it is going to respond much better to a hi flow header and large pipe than would a stock 2.3

So, that being said, if you do not plan to do any work to the motor between the valve cover and the oil pan, and $100 is your month's supply of mad money, a ranger header and a 2.25" or 2.5" turbo muffler system with a turn down right before the rear axle will work fine.

If you can shell out a few more bucks, then the speedway header and a 2.5" system with a hi flow cat and turbo muffler will be better.
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Old February 16th, 2011, 08:58 PM   #11
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Originally Posted by zonker View Post
If you can shell out a few more bucks, then the speedway header and a 2.5" system with a hi flow cat and turbo muffler will be better.
I need to ask again?...............where is this Speedway header for sale? I haven't found anything about it yet.
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Old February 16th, 2011, 09:33 PM   #12
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Originally Posted by Cobraman1024 View Post
I need to ask again?...............where is this Speedway header for sale? I haven't found anything about it yet.
2.3 Ford Pinto Late Model Headers

your welcome
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Old February 17th, 2011, 01:55 PM   #13
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Originally Posted by zonker View Post
2.3 Ford Pinto Late Model Headers

your welcome
thanks

the price is more reasonable than I thought.
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Old February 17th, 2011, 08:44 PM   #14
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Personally, a blue bottle glasspack is the way to go. She's not too loud, and only really obnoxious when you put the hammer down... Lol. She sounds nice. Louder than stock. Obviously.
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Old February 18th, 2011, 02:46 AM   #15
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I have only hear glass packs on a v8 so im not sure how it would sound on a 4 cylinder but if its anything even close to the v8 i PERSONALLY think it would sound the SHIT! Just saying lol
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Old February 19th, 2011, 08:51 AM   #16
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how about straight pipe all the way back to the bumper? i was running a cat and that was it for a while. Sounded like a cammed angry 6 at idle and sounded decent going down the street
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Old February 19th, 2011, 10:36 AM   #17
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EXHAUST SYSTEMS, by OHC230

First off I would like to address back pressure. There is no such thing as the proper amount of back pressure and it is a common misconception that increasing back pressure, helps to increase torque in your engine. When you are dealing with gas engines, in order to achieve the best efficiency, it is ideal to provide the least amount of resistance (back pressure) for the gases to be exchanged in and out of the engine, balanced against an ideal gas velocity. We need velocity (speed) to provide gas momentum. Force and momentum are related as you may all ready know. A guy named Isaac Newton figured this out in the 17th century and stated it like this:

Force = mass x (velocity / time)

It is hard to think of air or exhaust gas as having a lot of momentum, but if you think about the force that a hurricane imparts on a standing object, you will quickly agree that it has tremendous potential force.

Engineers manipulate gas velocities (force) in an engine, to help pull exhaust gasses out and intake gasses in, by carefully sizing the lengths and diameters of the intake and exhaust systems, to keep gas speeds high, without creating resistance. It’s kind of ridiculous isn’t it? One thing works against the other.

The length of the individual primary exhaust pipes, the diameter of those pipes and any bends in them, all have a pronounced affect on how fast, gasses move through the system. Short tight bends in the exhaust system, work just like you think they would, slowing the gas velocity down and absorbing energy. So…crushing the exhaust pipes, tight bends, objects or obstacles inside the system=bad performance. Notice any headers that are like this???? I can think of one!

The highest exhaust gas velocities in an engine, occur around 1”-2” after the exhaust valve and slowly diminish from there. It is widely agreed upon in engineering circles, that “250-350 feet per second” is an ideal velocity for exhaust gas leaving the engine. Many clever designs have been attempted over the years, to build a system that can maintain these velocities through all engine speeds. You probably all ready guessed that these speeds aren’t constant throughout your exhaust system and you would be right. The gas pressure created by the combustion in your engine, can reach 90 PSI before leaving your engine, but it is working against the atmospheric pressure outside, about 14 PSI, and any restriction created in the exhaust system. One way to capitalize on this; is to gradually reduce the exhaust pipe diameter through the system, in order to keep gas speeds and momentum high throughout the system. There’s more to this, but I am out of time for now, so I’ll post more later and maybe our other resident engineer will throw his 2 cents in as well.

OHC2300
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Old February 19th, 2011, 11:08 AM   #18
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very eloquently said, OHC.

I'm not the other resident engineer here, but another point of concern with the flow of exhaust gases is the manner in which they leave the motor. There are two pressure events for every exhaust stroke of the motor, one of high cylinder pressure - the point of spent combustion compression leaving the cylinder as the exhaust valve opens, and the lower pressure event, where the piston is mechanically pushing the remaining exhaust out of the cylinder.

These two pressure waves intersect at a point in the exhaust system, and how a system is designed to take advantage of these hi/low pressure waves also help improve performance. This is why you do see both tri-y (4-2-1) and long equal length tubes both being used on the better header designs.
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Old February 25th, 2011, 10:05 PM   #19
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best is a speed flow header 2.5" pipe and a flowmaster 40 with a nice dual tip setup
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Old February 25th, 2011, 10:16 PM   #20
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Since this thread seems to be full of engineers, ill add to the discussion. What style exhaust is better for a 2.3 turbo? Mine now has a 3in down from the turbo through a dynomax cat and into two 2.5 mufflers of unknown design. Would I be better off tearing this out for a 3in straight?
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