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Thread: Custom Exhaust

  1. #1
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    Default Custom Exhaust

    About a good 3 days of fabrication.
    Full 3" turbo back with cats and dual center exits.
    Some people just want it all.





    More pics. to follow.
    After finish welds are done, it's off to ceramic coating.
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  2. #2
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    Default

    now that is nice!

  3. #3
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    Default





    Factory Noble Software
    Noble M400 SCCA GT-1 Podium 2014

    www.Noble-Speed.com

    TurboHoses R&D
    Noble, Rossion and Lotus Performance
    http://www.turbohoses.com/Nobleperformance.htm

    Hooverc@TurboHoses.com
    925-455-1066
    Livermore CA.

    www.OriginSportsCars.com
    HVR & Origin N

  4. #4
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    Shame as I have just spent $6k on a Roush one

  5. #5

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    What material are you making that out of? Who's cats?

  6. #6
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    What R&D went into a 3" all the way back? That could have an adverse effect on performance due to a lack of back pressure.
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  7. #7
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    I was under the impression that back pressure was only an issue on normally aspirated engines. On turbos the basic design is the bigger the better.

  8. #8
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    Yep we put in 3" all the way front to back, got quite a bit more hp doing it.

  9. Default

    Quote Originally Posted by MicaM400 View Post
    What R&D went into a 3" all the way back? That could have an adverse effect on performance due to a lack of back pressure.
    If it's a Hoover exhaust... more dyno time than you can shake a stick shift at.

    Seriously IIRC all the 3" exhausts with the associated remaps allow the Noble to pull through redline without the "stock" horsepower drop offs at higher RPM.
    Last edited by Mike Muenter; 11-19-2007 at 07:09 AM.
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  10. #10
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    No engine likes backpressure, NA or otherwise. The myth of motors wanting backpressure actually comes from NA motors and the scavenging effects that can be gained from tuning the exhaust so that low pressure pulses hit the exhaust port at the precise moment when they can best help the cylinder scavange exhaust out of the cylinder. In such cases, changing the diameter of the exhaust or even shortening the exhaust will change the time at which the low pressure wave returns so that what appears to be a "more restrictive" exhaust actually produces higher peak power than a "less restrictive" exhaust.

    Turbochargers by their very nature add backpressure to an exhaust. Backpressure, in a sense, is the price an engine pays for turbocharging. Once past the turbine wheel, the best turbo exhaust from a pure performace aspect is no exhaust at all.

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