I have a TA 3" exhaust with my old KB headers. Anyone see any significant gains at the track going with an X pipe? Because of the size of the Dynomax mufflers I run, opening the headers is a pain, so I'm looking to squeeze a little more power out of the full length system.
Just put the X pipe on it will improve your car's ET and or both mph too. There is multiple threads here on the V8 that substantuates all HP gains with the X pipe. And besides....who wants to lay under the car for open headers???????????????
Any info on the differences between the X and H pipes? It seems to me the H's are readily available while I have yet to find a mufler shop that carries the X.
Call Curt at Hogan Muffler 785-273-7200 he can make an X pipe for your muffler shop to install. An H pipe is nothing more than a stick of pipe between the 2 pipes.
I must agree with what Mike said. Call Curt he is a excellent guy. Great work and great price ! Mine is here x-pipe with manifold downpipes. Looks good eh? Thanx Dave
I am not sure about the gains for a 455 but my 350 loves the 3" exhaust and the X pipe... I would say 100% DO IT! http://www.v8buick.com/showthread.php?t=149505
Depending on your combo I would expect 12-19 hp in the upper rpm range. I dont know the exact reason but for the most part x-pipes have an effect on the mid-top end in my experience.
Am in agreement with what was said, above. I purchased a headman headers 3" X pipe from the Gran Sport Club of America (GSCA) and had my muffler guy Greg, aka Big Daddy, install it. It has a scavenging effect: it actually quiets the exhaust a bit and smooths out the pulses. Makes more power too. It's the only way to go. If they're good enough for NASCAR...
The benefits of these types of crossover pipes involve: 1. exhaust scavenging efficiencies; and 2. pressure/load equalization. Exhaust scavenging involves the pulsating cylinder discharges of exhaust gas moving through your exhaust pipes because each cylinder technically places a discharge of exhaust gasses into the enclosed "stream" of the exhaust system individually. Although this happens relatively quickly, the input of the exhaust gasses to the exhaust system (at the exhaust manifolds or headers) is one-at-a-time per cylinder firing order (exhaust stroke) and the end result is the more unified stream at the outlet of the exhaust pipes. There is a lot of energy and potential turbulence of the gasses being forced into "alignment" and through a constriction (the exhaust pipe) in between the front and ends of the exhaust system. Scavenging as it relates to exhaust gasses has to do with these exhaust pulsations being more efficiently placed in line and allowing a leading pulse to help "pull" the following pulse through the system. The engine is still pushing, but the spent gasses also have velocity and create a vacuum. Think (kinda) of the energy savings of drafting behind an 18-wheeler on the highway ... there is a pocket of air behind the truck that has a very different pressure than outside that pocket. Equalization is simpler but there are differences between closed left & right exhaust pipes and equalizing these pressures at speed also creates fewer imbalances to the engine. X-pipes are far better at maximizing scavenging efficiencies than H-pipes.
