- #1
faytmorgan
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- 0
Somewhere in a dark corner of the "internet" lies a video of somebody that somehow crossed the leads from the header pipes so instead of all the primaries going into one collector some go into the other side collector...that produced a very exotic sound.
Can someone tell me a little more about his process?
180 degree headers are NOT going to fit in my car so I am starting to try and find other options that will make a higher pitched more exotic (Ferrari like etc) sound (not rice...).
Working with a 327 Chevrolet. I love the sound of muscle, the car is not muscle and should not sound that way, or to the best of my ability to capture it. The complete setup of the engine.
4.040 bore (3.25 stroke) inches (we are going to magnaflux the block to see if it is capable to go to a 4.060 bore)
team g intake single plane manifold
jegs 195cc intake port, 64cc chamber heads aluminum strait plug(these heads are getting worked and will be put on the flow bench soon)
the cam will be setup for the intake/heads/headers that are selected in the end result. The cam will put the engine in the 3000rpm-7000rpm range and a redline of 7500, albeit will be designed around the intake/heads/headers flow etc.
The compression will be at 10.5:1, so as to utilize pump gas.
Forged crankshaft (small journal block, two bolt) cross plane style crank shaft I am not going to swap in a 180 crank (flat plane) as per Ferrari spec much too much work and $$ to do such a thing.
I have yet to decide if I should pony up for 6" rods or just stay 5.7" rods
the rockers are at a 1.6 ratio.
The engine is designed around the fact that I wanted a specific rpm range, the car is very light and tires are very limited. The max tread width I could find in the max rim size available was 8.5 inches. The section width of the tires are 245mm. The rim itself when measured end to end was 240mm. The car will weigh in at about 2800lbs. The donor car is a 1978 Datsun 280z five speed which is going through a sbc v8 conversion. The drivetrain (axles, transmission, and differential) that are available can hold to the hp (which I realize is tq(rpm)/5252). So the rpm of the motor has been raised to the 7000rpm mark to best match the transmission ratios and differential ratio as well as to produce more peak hp than low end tq. Too much tq will just cause the tires to spin and cause premature part failure.
ratios
1st gear 3.06:1
2nd gear 1.63:1
3rd gear 1:1
4th gear .7:1 (more of an overdrive)
Differential 3.545:1
The tires are 245/50r16 at a speed rating of 97w. The speed rating limits the tires to 168mph.
One issue that I have found is header clearance. So I need to know what header type is going to best suit this as well. From my understanding "shorty" tubes with a larger diameter (about 1 and 3/4 of an inch) would be beneficial to the rpm I am going for rather than long tube headers. The kit (jags that run) comes with sanderson block hugger headers to avoid the steering shaft that is in a inconvenient location.
I found this on the Ferrari forums.
"An American V8 with a cross-plane crank doesn't fire alternate banks consistently. The firing order means that you sometimes get successive exhaust pulses into the same manifold. In a dual exhaust, this means inconsistent pressure pulses in the two sides.
Look up "beat frequency". When you have two frequencies that are almost -- but not quite -- the same, the difference causes a low frequency pulsation (beat frequency) that gives the American muscle car its distinctive low frequency rumble.
The same thing happens in twin engine aircraft when you don't "synchronize" your props -- the rpm difference between the two props makes for a low frequency throb you can feel as an intermittent vibration.
With pure alternate bank firing, the Ferrari engines have identical pressure pulse rates into both exhaust manifolds, so the exhausts are "synchronized". After that, it's just a matter of tuning the exhaust paths.
So, no, a Ferrari type exhaust on a cross-crank engine will not replicate the Ferrari exhaust note.
Some newer GM V8 engines have cross-connections between the exhaust sides to reduce the exhaust "rumble"."
I would like to know more about the cross-connections that are done on newer cars if you guys know anything about that?
Also from my understanding (this may or may not be true) a "x-pipe" exhaust with chambered mufflers will help create the more European sound that I am looking for as well as help with the exhaust pulses. Any thoughts there?
Are there any other options I may consider? Let's please stay on topic and factual please.
Any educated answers would be greatly appreciated.
An example of the sound (which btw I have heard corvettes (cross plane cranks) as well as the larger v8 bmws (cross plane cranks) create, I just don't know enough about exhaust to know what is done to create this as well as keep performance as well. Hence the posting.
Link of a Ferrari 348 engine sound
http://www.youtube.com/watch?v=g2Cx...PL3320E3F23893E064&lf=results_main&playnext=2
If there is more information needed about the car I will do my best to provide the information.
Fayt~
Can someone tell me a little more about his process?
180 degree headers are NOT going to fit in my car so I am starting to try and find other options that will make a higher pitched more exotic (Ferrari like etc) sound (not rice...).
Working with a 327 Chevrolet. I love the sound of muscle, the car is not muscle and should not sound that way, or to the best of my ability to capture it. The complete setup of the engine.
4.040 bore (3.25 stroke) inches (we are going to magnaflux the block to see if it is capable to go to a 4.060 bore)
team g intake single plane manifold
jegs 195cc intake port, 64cc chamber heads aluminum strait plug(these heads are getting worked and will be put on the flow bench soon)
the cam will be setup for the intake/heads/headers that are selected in the end result. The cam will put the engine in the 3000rpm-7000rpm range and a redline of 7500, albeit will be designed around the intake/heads/headers flow etc.
The compression will be at 10.5:1, so as to utilize pump gas.
Forged crankshaft (small journal block, two bolt) cross plane style crank shaft I am not going to swap in a 180 crank (flat plane) as per Ferrari spec much too much work and $$ to do such a thing.
I have yet to decide if I should pony up for 6" rods or just stay 5.7" rods
the rockers are at a 1.6 ratio.
The engine is designed around the fact that I wanted a specific rpm range, the car is very light and tires are very limited. The max tread width I could find in the max rim size available was 8.5 inches. The section width of the tires are 245mm. The rim itself when measured end to end was 240mm. The car will weigh in at about 2800lbs. The donor car is a 1978 Datsun 280z five speed which is going through a sbc v8 conversion. The drivetrain (axles, transmission, and differential) that are available can hold to the hp (which I realize is tq(rpm)/5252). So the rpm of the motor has been raised to the 7000rpm mark to best match the transmission ratios and differential ratio as well as to produce more peak hp than low end tq. Too much tq will just cause the tires to spin and cause premature part failure.
ratios
1st gear 3.06:1
2nd gear 1.63:1
3rd gear 1:1
4th gear .7:1 (more of an overdrive)
Differential 3.545:1
The tires are 245/50r16 at a speed rating of 97w. The speed rating limits the tires to 168mph.
One issue that I have found is header clearance. So I need to know what header type is going to best suit this as well. From my understanding "shorty" tubes with a larger diameter (about 1 and 3/4 of an inch) would be beneficial to the rpm I am going for rather than long tube headers. The kit (jags that run) comes with sanderson block hugger headers to avoid the steering shaft that is in a inconvenient location.
I found this on the Ferrari forums.
"An American V8 with a cross-plane crank doesn't fire alternate banks consistently. The firing order means that you sometimes get successive exhaust pulses into the same manifold. In a dual exhaust, this means inconsistent pressure pulses in the two sides.
Look up "beat frequency". When you have two frequencies that are almost -- but not quite -- the same, the difference causes a low frequency pulsation (beat frequency) that gives the American muscle car its distinctive low frequency rumble.
The same thing happens in twin engine aircraft when you don't "synchronize" your props -- the rpm difference between the two props makes for a low frequency throb you can feel as an intermittent vibration.
With pure alternate bank firing, the Ferrari engines have identical pressure pulse rates into both exhaust manifolds, so the exhausts are "synchronized". After that, it's just a matter of tuning the exhaust paths.
So, no, a Ferrari type exhaust on a cross-crank engine will not replicate the Ferrari exhaust note.
Some newer GM V8 engines have cross-connections between the exhaust sides to reduce the exhaust "rumble"."
I would like to know more about the cross-connections that are done on newer cars if you guys know anything about that?
Also from my understanding (this may or may not be true) a "x-pipe" exhaust with chambered mufflers will help create the more European sound that I am looking for as well as help with the exhaust pulses. Any thoughts there?
Are there any other options I may consider? Let's please stay on topic and factual please.
Any educated answers would be greatly appreciated.
An example of the sound (which btw I have heard corvettes (cross plane cranks) as well as the larger v8 bmws (cross plane cranks) create, I just don't know enough about exhaust to know what is done to create this as well as keep performance as well. Hence the posting.
Link of a Ferrari 348 engine sound
http://www.youtube.com/watch?v=g2Cx...PL3320E3F23893E064&lf=results_main&playnext=2
If there is more information needed about the car I will do my best to provide the information.
Fayt~