I must have missed the part with the "resonator box" or "pulse-wave temination box"....?

The cross-over or x-pipe generally goes mid-way, usually a little closer to the engine to aid in the scavenging of the exhaust from one bank to the other...

I have found some private testing on mufflers online, just have to search... Ill look again and try to post the info I found but the site compared several "turbo" mufflers along with several welded, and glasspacks. Compared flow, back pressure, and noise reduction...

The most critical is the size of the primary tubes and the collector. Just a proper designed collector will greatly make or break the scavenging... The rest is just making sure the exhaust is a decent size without being too big and loose its pulse-wave...

Low back pressure but keeping the scavenging of the exhaust gasses are key. You want your restrictions to be the pipe size itself, not the muffler. The key with the muffler is to reduce noise without reducing flow... Most aftermarket mufflers available today work great. My personal favorites are the Dyno-Max turbos as well. Nice sound without being loud and raspy, and the flow very well to the large internal pipes.

Generally speaking, bigger muffler=less noice/resonance. The backpressure or decrease in flow will come from the size of the internal piping or baffles and the internal design in general.

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"if it aint broke, fix it till it is"
78 Plymouth Volare Super Six wagon
89 Volkswagen Golf GTI 16v
92 Chevrolet K1500 5.7
98 Ford Escort ZX2 zetech

Web Search

'exhaust termination box'

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Ed
64 Valiant 225 / 904 / 42:1 manual steering / 9" drum brakes

sounds like a way to end a career......

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Yeah....Im the one who destroyed this rare, vintage automobile.....

Yep, definately just skipped past it somehow. Ive seen em before but for some reason reading the term on the screen it just blew right over my head lol.

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"if it aint broke, fix it till it is"
78 Plymouth Volare Super Six wagon
89 Volkswagen Golf GTI 16v
92 Chevrolet K1500 5.7
98 Ford Escort ZX2 zetech

The pressure wave termination box is how a full exhaust system is made to function as one with an open collector. Without the big change in cross sectional area the system behaves as though it has very long collectors.

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Joshua

A.K.A. corporate efficiency expert's office.

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Casually looking for a Clifford hyperpak intake for cheap.

I think I Understand the function of said chamber now. It seems tubular construction has some advantages. I understand how to size it, but not sure where to place it. Where would it go in relation to a cross over? I am dealing with Dura duals here, so collector size and placement does not apply. Thoughts on this?

Sam

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For the best results you'd do dyno or drag strip testing to determine the correct secondary pipe length. With headers it usually ends up near the transmission cross member, but since your primaries are rather short it may be farther forward.

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Joshua

In front of the crossover? If I understand this correctly, everything after the pressure wave termination box is more or less invisible to the engine, so maybe a crossover after said box (or tube) has no effect.

Sam

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I'd think you'd use the termination box instead of the crossover.....

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Ed
64 Valiant 225 / 904 / 42:1 manual steering / 9" drum brakes

Sam,

Your making this way to hard! I tried every arrangement possible with not very good results until my current set up. It is nice to understand the physics and make it work however, install a set up like mine and you will be rewarded with excellent mileage and a super quiet system. I can give you the contact at Flow Master that has done even more experimenting than I have..........

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Aggressive Ted

http://cid-32f1e50ddb40a03c.photos.live ... %20Swinger


74 Swinger, 9.5 comp 254/.435 lift cam, 904, ram air, electric fans, 2.5" HP2 & FM70 ex, 1920 Holley#56jet, 2.76 8 3/4 Sure-Grip, 26" tires, 25+MPG

It seems to be alot of extra work and cash for a street car... I get it if your really trying to squeeze every ounce of power out for the sake of every last tenth of a second in the quarter... But on the street, with a mild build?

Just stay to the basics... Good flow! No need to go big, 2 1/4 or 2 1/2 at absolute most. Spend the money on quality mandrel bends and a muffler thats known to have great flow. Hell you would benefit more from pouring money on a dual outlet dyno-tuned header(s) for it.

Most of the article is based on two banks of cylinders, down the the termination box.... With a single exhaust and an inline engine whats the point??

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"if it aint broke, fix it till it is"
78 Plymouth Volare Super Six wagon
89 Volkswagen Golf GTI 16v
92 Chevrolet K1500 5.7
98 Ford Escort ZX2 zetech

You do realize that when you split the exhaust on a inline 6, with something like the dual Dutras, that you do end up with 2, 3 cylinder banks?

There is a thread on the Ford six board where somebody did this modification on a Falcon. There is even a utube video of the car running, it definitely has a distinct exhaust sound.

What he did was use a set of dual outlet headers and ran 2" pipe to a Y connector just before the muffler. The muffler served as the "wave termination box". Then he ran a 2 1/2" pipe over the axle and out to the bumper. Claims were made of better performance, but no actual figures were posted.

The length of the primaries off the Dutras do make a difference. A couple of years ago, I rerouted my primaries and lengthen them about 6" before the Y connector. This pushed th Y connector back so the outlet was about 3" past the cross member. This small change increased engine air flow enough to push a marginal fuel system over the edge.

Your mileage may vary, but you won't know until you try it...