I was wondering if anyone runs an X-pipe on there car. I'm going to put in a new motor in the next little while and will be putting on headers and hopefully an x-pipe at the same time but wasn't sure if anyone else has an x-pipe on a mav. My friend has one on his Fairlane and they're super common on mustangs.
I got one from Dr Gas. Sure makes it sound great. I cant say whether it made a difference because I built the whole car all at once.
I have one from Husker. It makes it a little quieter overall IMO. But it gives it a little 'snarl' at WOT. Seth
I put one on my Mustang (sorry...not my Maverick, I like the sound of the Maverick just like it is!)...and it seems to have picked up a little top end power. Sounds a "little" different too!
Got 3 inch one behind a high comp 550hp-377cube windsor .Nice at idle really cool at WOT.Kinda indy car sounding. PS mine is also a Doc gas one
they sound way differant much quiter then any H pipe. fyi flowmaster don't sound like flowmasters at all.. which i like. i have one from magnaflow which is called a True X. it's very close together though.. but very well built. this one is 2-1/2 to the 2-1/2 X-Pipe and 3 inch out after mandreal bend. the other i have is a headman one. not the best quality but it works the guy who did this one was sloppy welder this was 2-1/2 to a 3 inch X-pipe and 3 inch after the X to the mufflers
I just finished reading an article in my Mopar mag. They compared the "X" and the "H". Article says 15 to 25 more horses with the "X". My brother builds exhaust for a living and I'm having him build me an "X" for my Maverick.
Can't believe everything you read in magazines, their job is to sell their advertiser's products. I've seen tests from 2 different muffler companies that say they saw no increase in power going from an H to a X. One even admitted that the only reason they sell them is because their customers asked for them.
I've heard a comparison between an X pipe and an H pipe is that under WOT at higher rpm's the X pipe actually starts to create a vacume which helps suck the exhust gases through the pipes.
yes never believe everying you read in magazines... yes that is some what true since thats what i do but most things are and belive it or not, most if not all editors have editoral integrity since they hate guys who sell ads however..... i have seen testing at work and they do make a few extra points on the dyno but nothing your gonna notice when you step on the gas but the sound. then again each car is differant and maybe the x-pipe has an effect on the muffers your reffering too and actually hurt "their" numbers which could have been true personally i'd like to know who said that just for giggles.... oh and besides if you don't have either an H or a X it cound't hurt to have either one over nothing.
I don't typically believe all I read in magazines. I was looking at it from a restriction point of view. I work with electric, when electric travels it takes the least path of resistance. I would assume this holds true with water, air, and exhaust gases. This is just my thought, I have no proof to back me up. But if you look at the overall "H" pipe, why wouldn't the exhaust bypass the "H" and flow straight out the least path of resistance ? Whereas, the "X" pipe forces the exhaust to flow that path. Just a thought. The magazine, by the way is Mopar Action Dec. 2005 "Suck in,Blow out" written by Richard Ehrenberg, SAE. The exhaust in question were 3" TTI's and they claim the final number on the dyno was up nearly 25 horsepower.
I went from H pipe to X pipe on my Mustang both being 2.5 inches and if anything, the H pipe seemed to have better low end torque. Can't tell too much about the high end but in real life everyday driving the H pipe seems like it performs better. It is definetly louder. I put an H pipe on my Grabber because it is cheaper and seems to perform better for me than the X pipe. I am sure it is different from car to car and there is no real winner. It is just a matter of preference.
There's more going on in an exhaust system than just gasses flowing out. The gasses flow out in pulses from each cylinder, there are acoustic waves, and reversion waves. Between the pulses in each exhaust pipe (collector and downstream) a vacuum is created. In a balanced header system (one where the primary tubes are connected according to the firing order, they usually have primary tubes passing from side to side) the pulses will appear first in one side then the other, alternating. So when a pulse (positive pressure) is present at one side of the H the other side has a vacuum (between pulses). That way each positive pressure pulse is acted on by two low pressure areas, the one directly ahead of it and the one at the other side of the H pipe. Inertia will cause the majority of the pressure to follow the straight path but a good bit of it will flow through the H, too. The headers on our cars don't usually have crossed-over primary tubes but 80% of the time the pressure pulses alternate from one side to the other. If your exhaust pipes are too large for the quantity of gasses that flow through them you loose velocity and the gasses don't fill the pipe and can't produce as strong a vacuum between pulses. Get real big pipes and the exhaust pressure can be equal to atmospheric pressure at the tail pipe - dead air. That's what cracks me up with the ricer's 1.5L engines and their 3" exhaust systems. From what I've read the H and X pipes are pretty much equal in how much they help power, the major difference being the sound. The X seems to enhance the high frequency acoustic wave and the H dampens it. Ok, I'm out of breath now.
