[Calum]

Originally Posted by Jason@Nameless

There are a number of resonator designs used in the gas industry that impact flow and gas velocity based on changing pulsewaves in a compressed gas system. Why not fiddle around with some of these while we're at it? Or at least think about them. Might seem kinda wild, but they probably said the same thing about Alfred Büchi's ideas. Or Daimler or Rudy Diesel for that matter. What's the harm? Invest some money in something to test that doesn't pan out?

We're already invested in making a damn header and exhaust that doesn't sound like a bag of chainsaws (the funny part about this statement is that I know that video above is still running as you're reading this). I have always hated that when we have designed exhausts to the factory header and then somebody swaps out a catless 4-1 and our exhaust note goes to shit. And perhaps you can explain to me why our dual helmholtz axleback exhaust on the Genesis makes more power than a straight pipe or most of the catback systems on the market? I can't get my head around it, to be honest, unless the resonance of the exhaust is improving flow better than allowing the exhaust pulses to simply exit an open pipe. Obviously tuned exhaust length and the primary/secondary/tertiary harmonics of a length of tube at a given diameter have an impact on power, perhaps the use of the helmholtz simply makes the sixth harmonic act like the fourth.

Bottom line: the next step is to test this design without a cat and with the appropriate secondary lengths as calculated based on the data we have for the specs on the engine.

Jason

Jason, you keep this up and you'll need one of these.

Originally Posted by Jason@Nameless

The only thing that would convince us to develop a standalone system that is all-or-nothing is if there was a major gain to be had. And on this car, that does not exist unless it involves an extremely radical header and overpipe design.

J