Nameless Performance Equal Length Stepped Header

[E92M3Guy]

Originally Posted by Jason@Nameless

Now, on top of this discussion, we have been working with a number of Australian customers and frequenting their message boards for the GT86 as well as some of the ECU Tuning forums and there have been some rumors of the torque dip being exaggerated on the dyno vs. on the street based on the load that the dyno puts onto the car vs. the load the car sees on the street. If that is the case, then there may be some increase power from ECU learning that doesn't translate to the dyno, but again, that's total speculation and it should be an equal improvement no matter what system you run.

A load bearing dyno like Dynapack can change the ramp rate to match what you would see on the road. If the amount of load is suspected as causing the torque dip, then the Dynapack could be programmed to change the ramp rate to match the natural acceleration of the car on the road. I normally use 400 RPMs/Second ramp rate on the Dynapack for all of my testing; it's far better than what most people do at 1000 RPMs/Second. 400/second is would mimic 3rd or 4th gear acceleration, and 1000/second is too fast and would mimic something like 2nd gear acceleration.

In some other thread, possibly on a BRZ forum, somebody posted a set of Dynapack results. Torque dip is very pronounced there as well.

[Jason@Nameless]

Originally Posted by E92M3Guy

A load bearing dyno like Dynapack can change the ramp rate to match what you would see on the road. If the amount of load is suspected as causing the torque dip, then the Dynapack could be programmed to change the ramp rate to match the natural acceleration of the car on the road. I normally use 400 RPMs/Second ramp rate on the Dynapack for all of my testing; it's far better than what most people do at 1000 RPMs/Second. 400/second is would mimic 3rd or 4th gear acceleration, and 1000/second is too fast and would mimic something like 2nd gear acceleration.

In some other thread, possibly on a BRZ forum, somebody posted a set of Dynapack results. Torque dip is very pronounced there as well.

The dyno we use can also vary load. On Saturday I took some datalogs doing 3rd, 4th and 5th gear pulls through this range in a variety of inclines on the street (lucky us, we have a 17% grade right down the street) vs. our dyno datalogs I haven't yet been able to do comparisons on those. Been busy here. My interest was simply in seeing spark timing. Also considering getting a method of measuring AVCS angle with a scope.


J

[EsoBOFH]

Having just read through this entire thread this morning, all I can say is; ROAD TRIP to WA!! - can't wait to get a nameless decal on my FR-S

As far as what I'm looking for in an exhaust...

1 - more power and torque, or more appropriate power and torque based on when/where in the range it's made. I would love to Auto-X my FR-S, but mostly, i'll be hoonin' the sh*t out of it (is that a valid application?!)

2 - Awesome sound... (compliant with most auto-x rules.. I think 90dB is the max?)

3 - Excellent value

From what I've read so far, it sounds like you guys are hitting most of these points as it is, and with development on going, I expect you guys will be at the forefront of what's being put together for these cars.

Having said that, a question: Is this exhaust only applicable for NA setups? Will this setup be compatible with a TC/SC at a later date, or is this just meant for NA+tuning?

And a second question - what are the specific goals with your intake development? Is there a similar thread on the intake development?

[UncleFester]

Hello everyone I just wanted to chime in on the SCCA rules as it pertains to the header, because there seems to be some misconceptions floating around.

This is an excerpt from the current SCCA rules governing the Street Touring class; "Any high flow catalytic converter(s) are allowed, but must attach within six inches of the original unit. Multiple catalytic converters may be replaced by a single unit. The inlet of the single replacement converter may be located no further downstream than 6” along the piping flow path from the original exit of the final OE converter."

Being that I race SCCA competitively, I want a streetable header/exhaust combo that is compliant with these rules. Judging from my personal experience (Miatas, WRX's, Vettes) I believe the best setup would be an equal length catless header leading into a downpipe containing a single cat and then piping, mufflers, and resonators to sound. A race pipe or outlet option would be nice, but I would probably weigh it sound/power vs. annoyance/ease of use.

Well, John and Jason I appreciate your hard work and I am sure it will pay off for all of us in the end.

[Jason@Nameless]

BOOOOM! I am extremely happy that you posted this. That is fantastic news.

I'm hoping that our openness and willingness to share pretty much everything we are learning, our design concepts, ideas and the reasons why we are developing in the direct we have gone will buy us some loyalty when somebody either knocks off our design or sends one overseas. I want to sell the most competitively priced parts on the market but we do build every single unit we sell by hand, right here in our shop. As part of that commitment, we have avoided any types of warehouse distributorship deals with third party resellers in order to keep our margins to a minimum to benefit our customers first and foremost. While we may not have the lowest price on the market for our parts, we have the absolute highest value for money. Period.

Our current design of the combined overpipe/downpipe is well within the 6" limitation of stock catalyst location, so we should be all good to go with that setup. We may have to evaluate some options for bringing noise levels down with catless header, catted overpipe/downpipe and stock midpipe, but we can get that dialed in pretty easily.

Jason

[milenko11]

Originally Posted by Jason@Nameless

BOOOOM! I am extremely happy that you posted this. That is fantastic news.

I'm hoping that our openness and willingness to share pretty much everything we are learning, our design concepts, ideas and the reasons why we are developing in the direct we have gone will buy us some loyalty when somebody either knocks off our design or sends one overseas. I want to sell the most competitively priced parts on the market but we do build every single unit we sell by hand, right here in our shop. As part of that commitment, we have avoided any types of warehouse distributorship deals with third party resellers in order to keep our margins to a minimum to benefit our customers first and foremost. While we may not have the lowest price on the market for our parts, we have the absolute highest value for money. Period.

Our current design of the combined overpipe/downpipe is well within the 6" limitation of stock catalyst location, so we should be all good to go with that setup. We may have to evaluate some options for bringing noise levels down with catless header, catted overpipe/downpipe and stock midpipe, but we can get that dialed in pretty easily.

Jason

I think I'm waiting until tuning is available until I touch the exhaust but Nameless is at the top of the list!

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[uspspro]

I would still keep the double cat setup if the power results are similar enough.

Faster cat warmup for emissions, and no messing with the O2 sensors.

I hope you are still planning to sell one with the primary cat.

PS- I say this now... but if the single cat setup makes uber-percent more power... I may change my mind

[Dave-ROR]

Originally Posted by Jason@Nameless

BOOOOM! I am extremely happy that you posted this. That is fantastic news.

I'm hoping that our openness and willingness to share pretty much everything we are learning, our design concepts, ideas and the reasons why we are developing in the direct we have gone will buy us some loyalty when somebody either knocks off our design or sends one overseas. I want to sell the most competitively priced parts on the market but we do build every single unit we sell by hand, right here in our shop. As part of that commitment, we have avoided any types of warehouse distributorship deals with third party resellers in order to keep our margins to a minimum to benefit our customers first and foremost. While we may not have the lowest price on the market for our parts, we have the absolute highest value for money. Period.

Our current design of the combined overpipe/downpipe is well within the 6" limitation of stock catalyst location, so we should be all good to go with that setup. We may have to evaluate some options for bringing noise levels down with catless header, catted overpipe/downpipe and stock midpipe, but we can get that dialed in pretty easily.

Jason

You know some people will buy the knockoffs. The fact that your stuff is almost 100% US sourced/built (and can be 100% with your own tips) and is hand TIG welded means something for many of us though. I have a feeling many will be interested in your products because of these threads!

[Jason@Nameless]

We will certainly sell the one with the primary high flow cat, even if the secondary catalyst, primary catless design makes more power. I like the environment also.

Jason

[rusty959]

Been following this for awhile, I like what you have been doing.

My interests might be a bit different than most. I love turbos too much to not eventually put one on my brz. Therefore, I wouldn't want to spend money on a header that wouldn't work with a turbo eventually. How possible would it be to make a header that has a fitting right before it passes the gap beside the battery, that way in the future when a turbo comes into play, an up-pipe and down pipe can be added in and all requirements for thickness would be good to go? Seems to me like the battery box is going to be prime turbo real estate, then again my brz isn't here for another 2 weeks and I've only poked around on some frs's

[Jason@Nameless]

I have a brand new GT2871R here with a Tial V-Band hot side that we'll be playing around with to see how reasonable fitment in a variety of locations will be. Also working on a battery kit that will reduce battery size and/or relocated. Initially my goal was just an upgraded battery box to run a Braille or Optima battery or even some of the new ultra lightweight LiPO/LiIon batteries.

Jason

[Jason@Nameless]

And if we make an exhaust manifold for this car it will be Sched 10 T304 SS Pipe/Weld El's.

Jason

[rusty959]

Awesome can't wait to see it. Personally, I think where the battery goes is the least of anyone's worries. Lithium batteries are stupid small if you don't want to give up much space elsewhere.

[Jason@Nameless]

We're also going to add one other thing to the new catless design (just finished the 125hz band pass resonator for the downpipe and switched over to the new header) - we're going to run a 1.75" bore flange and leave a slight anti-reversion step between the cylinder head port and the header. Any thoughts on this? Also contemplating some of the secondary collector options. Optimally we'd have a 14" long megaphone collector, but we've only got about 7-8" from the collector of the secondaries to the flange. Kindof on the fence in regard to how to proceed on this. We do have conical forms that we can use, but getting any sort of megaphone design back into that flange is going to make for a ridiculous transition. Hmmph. Thoughts? I was going to call in some favors with some of our friends in the morning over at Cone Engineering and Burns to see what their thoughts were. Might just be best to not even evaluate the megaphone option and go instead with the optimal straight collector size and bring it back down to 2.5" at the flange. Homework time.

Jason