3rd Gen Camaro Doug's Y Pipe Is Smaller Than My Cat Back Exhaust Pipe Size

TRDSilverBullet [OP] Active Member

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Chase

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2007 toyota tacoma "silver bullet"

Leveling kit, xd series monsters, magnaflow exhaust, aem cold air intake, jet chip and jdm chip

im trying to find out which set will make my truck have a deeper sound.... i dont want it to sounds like a tuner car
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Greg

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2012, std cab, 5 lug, 2.7, 5 speed

Built for maximum low end torque, tooter II.VII intake manifold spacer, LCE long tube header, Injen long tube intake, 2,900 rpm torque peak.

Hi Chase,
Your exhaust will have a bigger effect on sound than headers. On my 2.7 I'm running a very large 22 inch long 5"x11" oval Magnaflow muffler with a long tube header and it's nice and deep and mellow. Sounds like this idling...

http://www.youtube.com/watch?v=e2X9wPQE2Zw

...and sounds like this inside the cab.

http://www.youtube.com/watch?v=hvIBURPwtXw
Darthyota Well-Known Member

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Blown BSP X-Runner

TRD s/c @ 9lbs, Unobtanium Welding 321SS Full Race Exhaust, B&M s/s, TRD 1st Gen CAI, sittin sic track ready drop, TSW Tanka's with 275/40/18's all the way around, 4300k hid's in headlights and fogs, with more to come

the short tubes will be quieter as long as you run cats behind them. the big thing with the 4.0 is making sure all the tubing is equal length as what creates the rasp is the exhaust pulses fighting for space as they collide in the exhaust system. also keeping the stock y-pipe with cats intact will also help keep the truck quieter then a wide open catless exhaust.
Short for torque long for hp. If sound is more important than performance then there are deeper issues...
bamufflers Active Member

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DirtyDeedsIndustries long travel, King coil overs with King bypass up front. 3X16 triple bypass kings out back to dampen the Deaver SUA pack. Long tube headers with full race exhaust system. Too much to list.

The longer the primaries the sooner TQ is produced. Shorties make power outside of the 4.0's powerband and will actually lose a ton of bottom end compared to stock manifolds or long tube headers.
As far as sound, you'll need a lot of muffler behind a pair of long tubes with no cats to keep down the raspy sound of the 4.0

We here at BAmufflers actually hand build mufflers from scratch and I would be happy to not only get you a great price on the headers, but also build you a muffler that will only allow the clean deep sound to exit the vehicle while holding in the raspy rice sound

gimme a call 760-877-4234 Keith
Darthyota Well-Known Member

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Thats not true about needing lots of muffler for the rasp if the headersand ypipe are all equal length there will be almost no rasp mine only rasps between 3000 and 4000 rpm and I only have one very small muffler thats 4x8x12 long
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Greg

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2012, std cab, 5 lug, 2.7, 5 speed

Built for maximum low end torque, tooter II.VII intake manifold spacer, LCE long tube header, Injen long tube intake, 2,900 rpm torque peak.

That's a generous offer, Keith. ...and you're absolutely right. I had the shop install the biggest muffler I could find behind my long tube header and it worked great.
Greg
Lurkin Well-Known Member

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Rod

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True for most engines, but not the 4.0 and the available shorties. Shorties generate more low end, while the LTs generate higher top end HP. Backwards from almost every other engine that I have dealt with....
The only outlier to this that I am aware of is the newer URD equal length LTs. Claim is higher top end and some mid gains as well.
Darthyota Well-Known Member

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do you have any dyno graphs to substantiate your claims?
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Greg

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2012, std cab, 5 lug, 2.7, 5 speed

Built for maximum low end torque, tooter II.VII intake manifold spacer, LCE long tube header, Injen long tube intake, 2,900 rpm torque peak.

Can you post some dyno charts?
The results of putting my own truck on the dyno was just the opposite. While the 4 cylinder obviously isn't a 6, installing long tube headers lowered the peak torque by 650 rpm. This was a considerable increase in bottom end torque.

Greg
Lurkin Well-Known Member

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Rod

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Look through Tor's thread for dynos, and yes the 4.0 reacts differently then the 2.7. 2.7 reacts as one would expect, lengthen the primaries, lengthen the pulse, increase the TQ.
bamufflers Active Member

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DirtyDeedsIndustries long travel, King coil overs with King bypass up front. 3X16 triple bypass kings out back to dampen the Deaver SUA pack. Long tube headers with full race exhaust system. Too much to list.

This is true for all engines which follow known physics. Longer primaries make more low end, and usually more power across the board. Shorter primaries make power up top, but in the case of the 4.0 you will never rev the engine high enough to take advantage of a shortie.
NASCAR uses shorties, but they live at high rpm. Tacomas don't so long tubes have the best advantage.
SoCalTacos Turd runner

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I have long tubes and have lost significant power on my low end. My power gains start at roughly 3500rpm. Also have y pipe and intake. The shorty headers on the 4.0 is supposed to be better at the lower end...go figure.
Lurkin Well-Known Member

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Rod

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...again, for all the rest, if you search around on these forums, this is the info you will find... Theory, meet reality
BTW, most of the dynos you find on any of the headers usually does not show a valid curve below 3k, hence the subjective reports vs data.
tooter play every day

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2012, std cab, 5 lug, 2.7, 5 speed

Built for maximum low end torque, tooter II.VII intake manifold spacer, LCE long tube header, Injen long tube intake, 2,900 rpm torque peak.

That's not because of the headers. It's because you opened up your exhaust.
less backpressure = less low end torque

I did exactly the same thing and lost low end torque. But installing a combination of a really big straight through muffler and smaller diameter exhaust pipe, the engine retained its low end torque and still has a really nice sound.
SoCalTacos Turd runner

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Greg, so if i replace my y pipe with the stock pipe i'll get my low end torque/power back? i still have my stock muffler and piping after the y pipe.
on another note, i stopped by LA Bree yesterday...great guy, honest, knows what he's talking about. He actually mentioned to me that because i've removed my cats is why i lost low end power...by this statement, i would tend to believe the shorty header that retains the front cats would have better low end power....ive just confused myself.
i also asked if i did something similar to what you did with regards to a new muffler/different piping, if it would improve my low end....instead of taking my money and doing it he said it would make it worse.
Justus fucks not given

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Nabisco the kid

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not so low, not so slow 2006 6 lug

stockish

Open the exhaust up too much and u will have a truck that needs to be driven like a Honda.... Cept the trucks dont redline as high and therefore won't makeup for the lost grunt.
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2012, std cab, 5 lug, 2.7, 5 speed

Built for maximum low end torque, tooter II.VII intake manifold spacer, LCE long tube header, Injen long tube intake, 2,900 rpm torque peak.

In my opinion, that would help.
Consider this. When your engine is turning at low rpms, the exhaust system is underutilized so if you want the most torque at low rpms opening up the exhaust only makes things worse on the bottom end, even though it helps your high rpm top end horsepower.

Personally, I don't care about top end performance on a slow turning industrial engine like the 2,7 with no top end to begin with. So my aim is to do everything I can to enhance low rpm torque even if it's at the expense of top end performance. So to do that, keeping the backpressure at some similar level as the stock exhaust was necessary. The runners on my long tube header were folded over so as to fit into the same space as the stock exhaust manifold.

It's a brilliantly engineered design that leaves both of the cats on the single stock exhaust pipe undisturbed.

I was originally running the stock muffler and stock exhaust pipe with the long tube header, and got the bright idea to put on an 18 inch straight through Magnaflow muffler. Not only did it drone in the cab at 2,000 rpm, but I also lost the low end torque because it reduced the backpressure. So I went back to the stock muffler, and the low end was back like before.

Then I found a really big all stainless steel 22" long, 5"X11" oval MagnaFlow muffler for sale on ebay for just $66 with free shipping. Man, I just couldn't pass up that deal! So I bought it, punched a hole in my rear bumper and took the muffler to Greg at LaBree and he installed the muffler and mandrel bent the exhaust pipe to fit perfectly.

The exhaust pipe on my 2.7 is metric which comes to 2 3/8" outside diameter, And even though Greg advised using larger 2 1/2" OD pipe, instead I requested that he use slightly smaller 2 1/4" OD pipe so as to compensate for the more free flowing straight through muffler, and it worked out great.
Yeah, we each had two different views on that. I just went by my own past experience, because I had already learned what happened when I opened up my exhaust.
If you aren't sure what to do... simply don't do anything until you are sure.

Whatever you decide, Greg does the finest exhaust work down to the most meticulous detail I've ever seen in my life. The guy's a Michaelangelo with a mandrel bender.

Greg
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I may take gadget up on his offer to install his prototype equal length headers when they're ready. Can't be any worse than these long tubes. Maybe his local shop can tune my truck too.