dual vs single exaust?
GT Member
Joined: March 22, 2005
Posts: 108
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Originally posted by htwag@August 22, 2005, 5:10 PM
My dealer put duals on V6s for about $450.00. Sounds a little weak to me, plus, when you take you foot off the gas, there is a weak sounding popping noise. The duals on the Lincoln V6 don't make this sound - and, of course, they are OEM duals. what makes the popping sound - sudden change in back pressure? I would like duals on my V6, but I don't want the weak sound! How does changing to a GT muffler help/hinder? Any suggestions?
My dealer put duals on V6s for about $450.00. Sounds a little weak to me, plus, when you take you foot off the gas, there is a weak sounding popping noise. The duals on the Lincoln V6 don't make this sound - and, of course, they are OEM duals. what makes the popping sound - sudden change in back pressure? I would like duals on my V6, but I don't want the weak sound! How does changing to a GT muffler help/hinder? Any suggestions?
I will be putting the right side on soon, still looking for the best configuration (H vs. X etc.) Love the sound so far. I cut the SS tip back 1" prior to install, looks perfect.
Legacy TMS Member
Joined: June 10, 2005
Posts: 838
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From: Boston area
I have picked up a CAT back GT system to install. Reading this thread has only added to my confusion. :bang: Has anyone done this? How do you like the results? Will going with the Ford GT setup improve, hinder or do little to the V6 performance. Will the exhaust sound change be minimal or drastic. What else will have to be added, other than brackets and hangers? 
I am doing this upgrade more for looks and sound, not planning on any major engine upgrades, other than a CAI kit. Have not decided on that yet, as that info is equally confusing. Thanks to all who reply. 
I am doing this upgrade more for looks and sound, not planning on any major engine upgrades, other than a CAI kit. Have not decided on that yet, as that info is equally confusing. Thanks to all who reply.
Shelby GT500 Member
Joined: January 30, 2004
Posts: 2,917
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From: Riverside, CA
Yes it would be mainly for sound&looks. Performance will be affected because the engine is now breathing out faster than it can breath in, and backpressure is touchy. Unless you get some pressure in from the intake side to benefit from true duals.
Forced Induction would solve this, but on a rather stock NA V6 motor 2 1/2" duals won't do anything for performance.
Hope this helps.
Forced Induction would solve this, but on a rather stock NA V6 motor 2 1/2" duals won't do anything for performance.
Hope this helps.
Mach 1 Member
Joined: December 14, 2004
Posts: 658
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Originally posted by ieditsports@August 3, 2005, 7:47 PM
I know there has been a lot of talk on this. I was just wondering if the V6 would benefit from dual exaust or would single be better for the car?? I will be upgrading soon and was leaning towards the single mangnaflow. Also if you go to there web site you can hear the mustang V6 with 3 different audio files. Pretty cool. Thanks
I know there has been a lot of talk on this. I was just wondering if the V6 would benefit from dual exaust or would single be better for the car?? I will be upgrading soon and was leaning towards the single mangnaflow. Also if you go to there web site you can hear the mustang V6 with 3 different audio files. Pretty cool. Thanks
Team Mustang Source
Joined: June 8, 2005
Posts: 705
Likes: 1
From: South Carolina
Originally posted by TURBO 05@August 26, 2005, 5:57 AM
for any car you can make an optimal size exhause so that it will have equil back pressure and flow rates weather it is single 3" or duel 2 1/4". What I am saying is that duel vs single is not the real question it is what size duel or single is best for the V6
for any car you can make an optimal size exhause so that it will have equil back pressure and flow rates weather it is single 3" or duel 2 1/4". What I am saying is that duel vs single is not the real question it is what size duel or single is best for the V6
GT Member
Joined: July 3, 2005
Posts: 133
Likes: 0
Restrictive Exhaust
A restrictive exhaust creates backpressure in the exhaust system that hurts your vehicle’s performance in two ways:
The engine has to work harder to force exhaust gases out of the cylinders.
Engines cannot scavenge burned exhaust gases out of the cylinder efficiently. This leaves exhaust gases in the cylinder to dilute incoming air/fuel mixtures and rob your engine of horsepower.
Pipe Diameter
A common misconception is that the larger the diameter, the better the system. But bigger isn’t always better. Systems that are too large in diameter can actually hurt performance.
As a general rule, switching to a performance system that is 1/4” to 1/2” inch larger than stock will provide you with the best horsepower increases. To determine which pipe diameters will be best for your system, decide what RPM range your engine will operate at, most of the time. Smaller diameter pipes will produce low- to mid-RPM torque. Larger diameters produce mid- to high-RPM torque.
Horsepower Depends on Flow not Pipe Diameter Alone
Bigger isn’t always better. Systems that are too large in diameter can actually hurt performance. Improved flow is what you need.
Having large diameter pipes isn’t what’s cool. Going fast and making horsepower is.
Balance Tubes
Balance Tubes (or ‘H’ pipes) help to even out the pulses in the exhaust gases and balance the backpressure between both banks of your engine. They not only help improve horsepower, but sound as well.
To find the right location to install your balance tube, apply a strip of paint down the front portion of the exhaust pipes. The balance tube should be placed where the paint burns off (bubbles) on the exhaust pipes. Generally, put the balance tubes as close to the headers as possible. The balance tube diameter should be at least 75% of the diameter of the pipes with which it connects.
Straight from the experts at Dynomax...
A restrictive exhaust creates backpressure in the exhaust system that hurts your vehicle’s performance in two ways:
The engine has to work harder to force exhaust gases out of the cylinders.
Engines cannot scavenge burned exhaust gases out of the cylinder efficiently. This leaves exhaust gases in the cylinder to dilute incoming air/fuel mixtures and rob your engine of horsepower.
Pipe Diameter
A common misconception is that the larger the diameter, the better the system. But bigger isn’t always better. Systems that are too large in diameter can actually hurt performance.
As a general rule, switching to a performance system that is 1/4” to 1/2” inch larger than stock will provide you with the best horsepower increases. To determine which pipe diameters will be best for your system, decide what RPM range your engine will operate at, most of the time. Smaller diameter pipes will produce low- to mid-RPM torque. Larger diameters produce mid- to high-RPM torque.
Horsepower Depends on Flow not Pipe Diameter Alone
Bigger isn’t always better. Systems that are too large in diameter can actually hurt performance. Improved flow is what you need.
Having large diameter pipes isn’t what’s cool. Going fast and making horsepower is.
Balance Tubes
Balance Tubes (or ‘H’ pipes) help to even out the pulses in the exhaust gases and balance the backpressure between both banks of your engine. They not only help improve horsepower, but sound as well.
To find the right location to install your balance tube, apply a strip of paint down the front portion of the exhaust pipes. The balance tube should be placed where the paint burns off (bubbles) on the exhaust pipes. Generally, put the balance tubes as close to the headers as possible. The balance tube diameter should be at least 75% of the diameter of the pipes with which it connects.
Straight from the experts at Dynomax...
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