- Fans asked for this, and Engine Masters delivers.
We will test the power of an exhaust H pipe
versus an X pipe, versus no crossover at all.
(mechanical sounds)
(epic music)
This is Engine Masters, which is presented by Amsoil,
which we generally leak all over the place.
Kind of like this.
We're also supported by Mr. Gasket
and Earl's Vapor Guard plumbing.
Now, this time, we are going to do a test of the power of
a full exhaust system like you'd have in your car,
and compare straight pipes to an H pipe to an X pipe.
I've never done this before.
I'm really curious what's going to happen.
Now, the engine that we're using for this
almost isn't important.
Because essentially, it is just an air pump
that's shoving exhaust so that we
can find out what's going to happen.
It makes about 350 or 360 horsepower.
So, this should apply to you if you have a V8
that is making about the same power.
But, I'll tell you exactly what this is.
It's an LS motor.
It's a 5.3 and yep,
We're running it with a carburetor.
This thing is completely stock with the exception
of a tiny Crane cam.
I think it's 224 at 50.
I don't recall.
We've got a 750 double pumper Holley HP up top.
We're running a one inch spacer on it
because we found out that it's easier to tune
with that with this particular manifold
which is an Edelbrock RPM LS1 dual plane.
We've also got a set of one and 3/4 inch conversion headers
on this deal and we're going to roll it in here,
sauce it up with some Amsoil,
fire it up, and the first test that we'll do
is going to be with two and a half inch straight pipes,
Gibson mufflers, and no crossover at all.
This thing is completely stock in the bottom end
and you know these newer engines
have tighter bearing clearances
than the older muscle car stuff
and so they take lower viscosity.
In fact, some of the latest things take zero weights
but for this, our go to is a five 30 signature series
Amsoil synthetic.
(bass line)
(sparkly music)
Okay we finally got this thing consistent
and ready to go, but our curves we're seeing
they just vary by one or two horsepower
here and there and my opinion
is what we're doing here might not change stuff
more than one or two horsepower.
So what we're going to do is run the engine
three times in each configuration
and average the pull, so.
- Can I turn on the sound meter?
- Oh and Dulcich has got this decibel fixation.
- Yeah I want to know.
- He is allowed?
- If it's going to make any difference?
I gots to know.
All right what I have here is the decibel meter.
It's going to read how loud the engine is
through the various muffler and crossover set ups,
so I'm going to take readings at wide open throttle.
At idle, the room is noisier than the engine.
- Okay so let's fire it up
while we got the temp in it.
- It's running. - It's running.
(laughing)
- It's so quiet,
I'm so not used to this.
It's running.
This is just straight pipes and mufflers.
We got no crossover what so ever
so this sounds like Dulcich's truck
except for better.
- [Dulcich] Better?
- Except it's quiet. - Yeah be they're
not at each side going (raspberry)
sounding like two four cylinders running on three.
- That's the sound of power.
(mechanical sounds)
(engine revving)
- Looks like that's on target
with what we've been seeing in our tune up process.
All right we've got our final wrap up here.
This is the average of three pulls.
Look how nice and smooth and happy.
366 pound feet of torque at 4400 RPM
and pretty similar to that all in here.
And up at the top we got 6100 RPM
and 362.3 horsepower.
Once again as an average of three pulls.
That's with straight pipes and mufflers
and now we're ready to go put in our H pipe.
Now I should tell you about
the mufflers that we're running
during all of these tests.
It's a Gibson, made in USA,
budget called MWA, muffler with attitude.
Meaning loud.
The way these work is that the case
is completely open except
for a straight through pipe in the middle
and it's a pipe like this
and it's got a couple of rectangular cut outs in it
and a few smaller perforations.
It's not louvered,
it's just got cut outs.
The theory being when exhaust
is moving slowly at idle it just sort of poofs out
inside the case and dampens itself
and sounds mellow, but when you're on it
it goes straight through and shrieks.
Which is pretty true.
I've got a set of those on a blown big block
in a Roadkill car and I like 'em.
Now we're going to go to the test
of adding crossover pipes.
Merging both twice pipes together
kind of with a common pipe.
You can do that either with an H pipe like this,
or with a big X pipe.
And guys have different theories
how each one of these work.
I really don't.
I've never done this test before.
I've run both of these in a car
and I can tell you that it sounds more mellow
when you do this but I have no idea
what's going to go on for power.
Tech wise, note that the H pipe
that we're using has a full two
and a half inch crossover.
The same size as the main pipes on our system.
You'll see in some cases where guys
will run a smaller crossover pipe
but we're doing full size.
Really the same with X pipe.
The whole system is two and a half inch.
We are making sure that the mufflers
are in the same position for every test.
Also the overall length
of the exhaust system is in the same position
for every test.
There are a lot of theories about where
the crossover should go in the system
and we did make sure that the center line
of our X pipe lands in exactly the same place
as our crossover here,
so that's kind of the same.
Now a lot of people will say
well the crossover you know for optimum torque
needs to be in just the right spot
and they've got a slide rule
and an abacus telling them all this stuff.
Here's the deal: the real estate under your vehicle
is going to tell you where you've got
to put your crossover pipe
and so that's how we've sort of guess-timated it.
We figured looking at the dyno,
at the end of your transmission
you usually put the crossover pipe just after there
so it doesn't run into the driveshaft,
the oil pan, anything like that.
That's about where we've got it on the dyno.
Very much mimicking what's in a car.
What's going to happen?
I don't know but we're going to start
to figure it out with the H pipe.
(futuristic music)
So I guess theoretically,
firing order shouldn't change the H pipe
pulsation, any of that stuff.
- No, I mean it won't.
You are about to see what it's really going to do
which I'm really curious about because--
- I am too.
- I want to add an H pipe in my truck
hoping to make more power
but I won't bother if you know,
we show nothing here.
Oh nothing, I'm kind of itching
to go check my decibel meter.
- It hasn't changed,
it's been idling the whole time.
(laughing)
(mechanical sounds)
(engine revving)
- So everybody says. - Boom.
Oh just a tiny tiny tiny tiny tiny bit.
Let's look at the overlay.
We saw 370 pound feet of torque
and 360.8 horsepower over the average
of three curves.
But this is what's telling.
Look at that.
There's actually a difference.
So the H pipe is in black.
No H pipe is in red,
and it did in fact add some meat
below the crossover.
- Here's something you guys aren't considering.
If you look at the computational flow dynamics,
as the velocity of the gas through the pipe increases,
the amount that crosses over decreases.
- Basically you've got one pipe like this,
another one like this.
The faster the gases are going this way,
the less ability they have to cruise through here.
- Yeah you'll see... - Yes.
And that's why we're seeing that's lees there.
- Okay that was better than I thought
so now what, X pipe?
- X pipe.
- Let's go do that.
- Just a little trimming, should drop right in, cool.
- All right I'll try not
to cut the pipes in the wrong place again.
(laughing)
- [Steve] Should I erase all the magic marker lines
on the pipe and give Steve only one to deal with?
- [Dulcich] Yes.
- [Steve] Okay perfect.
- [Dulcich] I like that.
- Brake clean 'em off.
(futuristic music)
It's definitely quieter with the H pipe,
or the X pipe rather.
- So far.
I mean we'll see when we get it up to some speed
but it's funny because sitting here
you can't hear the motor.
- I hear the manufacturing of fish tanks next door
more than the engine.
- That's our neighbors through the wall
we can hear their routers
and we can't hear the motor sitting right here.
It's amazing how quiet it is.
- But more than just quiet.
To me it's smoother.
You don't hear like any pulses.
It's just like
vroom.
- Yeah it's like a tone
rather than a bum bum bum bum.
- Let me ask you guys something,
as you've gotten older have you started actually
enjoying quiet exhaust?
- No. - No.
(laughing)
We're about to do our very first pull with the X pipe.
(mechanical sounds)
(engine revving)
I'm going to go with it sounds better
than the H pipe.
The X pipe is cooler sounding at wide open at RPM.
- It sounds like 7500 instead of 65 to me.
- Yeah once it starts to get
to that tone it really sounds
like there's some engine speed.
I, you know a lot of it's perception.
We talk ourselves in and out of some things, but--
- No. - It really does sound good.
- It's pretty clear.
- [Dulcich] Can I go in and check my decibel meter?
(laughing)
What?
- We have OCD, anxiety, and depressive.
(laughing)
We're a perfect team. - We have all the emotions.
(laughing)
- God that's so close to being real.
- It is.
We looked at 369.9 pound feet of torque at 4300 RPM.
Essentially within a 10th of a horsepower
identical to the H pipe.
And in the horsepower 362.1 at 6000
which is up almost two.
- [Steve] We ready to look at the H pipe.
- I'm ready for the overlay.
- [Steve] Ready, oh.
- [Freiburger] Basically doesn't care.
The H pipe is lower above peak torque.
- [Steve] Yeah the X pipe's a touch better.
Want me to zoom in on that
because basically identical in here.
- So what we're seeing is that this right here
can be the start of the dyno pull
and how the carburetor is carbureting.
This I would look at as not data.
I would start looking at it
from like 3500 RPM to 4800 RPM.
Really identical.
But let's zoom in and have a look
at everything above 5000.
Like right there.
Now you can get a better look
at the fact that the X pipe is making
a tiny bit more power than the H pipe.
So the H pipe proves to be better at lower RPM
and the X pipe not as better at high RPM.
- You know they're both better down low.
I mean that's a given.
There's five or six pound feet
that I think is verifiable.
We're looking right here when we start looking
at these spreads.
We're looking at 60.8 versus 62.
We're looking at a horsepower and a half,
two horsepower.
- Yeah to give you scale on this,
the difference between these two lines
is like one to two horsepower.
So we're really talking minutia here.
- I can really zoom in on that.
- [Freiburger] Yeah and it makes it looks like something.
- [Steve] And that is 155 for instance
and this is or 355. - 355 versus 357.1
Two point one horsepower
which for the record you will never feel in the car ever.
So basically, it's a wash.
- I like the sound of the X pipe
but I wonder how much more difficult the X pipe
is to get in a chassis in a frame.
- Yeah, no that--
- [Steve] Because it looks like it takes a lot more.
- And more expensive.
All you need is a straight piece of pipe
and you can make an H pipe by yourself.
- Yeah H pipe's certainly less expensive,
easier to install, takes up less room.
- [Freiburger] And just X pipe sounds cooler.
- [Steve] X pipe sounds cooler, agreed.
- And they make the same power
and they're both better than straight pipes.
Well Steve-o I think we can agree
that you were right and I was chump.
- Really?
- Yeah.
- Why?
- Remember I said zero was going to happen
and you said there was going to power to be had
and there was.
- Yeah I know a little bit of torque down low.
- It was microscopic though.
- Oh you know it was measurable and significant I think.
- [Freiburger] Measurable, I don't know about significant.
The real question and conclusion
is are you an H pipe guy or an X pipe guy?
- I don't know I kind of like this guy.
That's why I'm holding it.
So simple, just one straight pipe between banks, boom.
You've got a crossover.
- I can't deny it.
I'm ultimately an H pipe guy too.
And really for the same reason.
It's simple and it's cheap.
These are more expensive.
I've tried to install these on cars,
I've had them on stuff
and there's just more angles and curves
and junk to deal with and getting in the way
of your driveshaft and safety loop and trans pan.
The only one I've ever had
that fit good was a complete Hooker kit
for an LS swap on the Crusher Camaro.
- But I found the guys on the internet
always say these things sound way better
and you know what,
I'll have to say I'll give it to the internet on this one.
- I definitely have to give it that.
These things sound meaner.
- It shrieks.
- What was the answer on your db meter deal?
- Well you know what oddly enough,
this was the quietest.
They were all pretty loud,
I mean the meter goes to 130
and the straight pipe was almost 129.
This is 128 and that was 127
basically if you round off.
- I don't know what the scale is on db,
whether that's really audible to you in the car or not
but I'm just going to go ahead
and just say that doesn't matter.
They're all the same.
- But besides volume, sound quality,
this was the best,
this was probably second best
and it was a little verbally with
the separated banks.
- Yeah absolutely.
The other thing that I got to bring up
for the audience is I know
that when people see the episode
they're going to look and realize
we did all of our testing just with the mufflers
open on the end, no tail pipe what so ever.
And you know that there's going to be people
who are going your test is invalid
because you have to have a taiL pipe on there
for the wave length of the bleh.
- Good imitation of the internet.
- Did I sound like a keyboard commando?
- Oh yeah.
- Oh I know.
It might have been a little over the top.
But regardless, I mean a lot
of people believe you got to have an extension
behind the muffler and so we were like,
you know what we better check it out
and off camera Brule found an 18 length of pipe
and we put 'em on the ends of the mufflers
and we ran our whole test regimen again,
same way as we did with the crossover pipes
and the answer is?
- Zero.
- Zero.
- Nada.
- At least in this particular application,
the tail pipe behind the muffler did zilch
and I don't think that result
would be any different if we were running it
you know with straight pipes or with
or without a crossover.
It just didn't matter.
And we were only dealing with like two
to five pound feet rather in this episode.
I hope next time we can get back
to more violence and horsepower
because that's what we're all about
on Engine Masters which is presented by Amsoil
and supported by Mr. Gasket,
senor Gasket.
- Senor.
- And Earl's Vapor Guard hose.
We do Engine Masters every single month and episodes premiere
at Motor Trend On Demand about a month
before they show up on YouTube what that
means is there's a new episode that you
can see right now at Motor Trend On Demand.com
here's a preview
this time its Engine Masters meets Roadkill because we've got the Rotsun
turbo five liter Ford and we're going to find out how good that power stroke
diesel turbo really is
go check out this episode of Engine Masters now at Motor
Trend On Demand
Hello.
I never want to see that again.
- What?
(laughing)
For more infomation >> Tin mới biển đông ngày 26/6: Đâu mới là lý do mà Trung Quốc luôn DỌA ĐÁN,H việt nam trên Biển Đông - Duration: 1:11:55. 
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