Discussion Starter · #1 ·
I can not find this anywhere, so I am just going to ask. What is the specifications of the stock resonator? Inlet/Outlet size, length, and diameter. Thanks.
Only if you don't close the glove box. But seriously, if you leave the resonator portion of the airbox in, it will be open, but it is anyway, since the air comes through that before the filter.Ok so very random.. but when I install my injen.sri am I.gonna run into any problems when taking the stock system off? Will I.have random stuff left open?
Thanks for the detailed explanation, never really knew how important the resonator was. Anyways, I am replacing the resonator with this http://www.summitracing.com/parts/sle-310013919/overview/ I know it is much more tuned for v8's as gt800 has told me in the past, and that my dad had it on his Mustang, but I want to experiment. They are relatively cheap and I just want to see what it will do. I am also planning on deleting the muffler with a straight pipe and Y-Piece as well, I will definitely post drive by's when I get through with it all, it may be a week I am waiting on Turbosocks CAI and BOV as well.The general purpose of resonators is to tune the back pressure of the exhaust for the rpms where the engine makes peak hp. Engines don't completely burn all of the fuel and oxygen and the last bit of exhaust gas is typically the least burnt. Also there is overlap in the valve timing so some fresh intake gas can also escape through the exhaust. Proper back pressure keeps unburnt gas from escaping and produces more power. It also keeps the unburnt gas from the catalytic converter.
On 2 stroke engines tuning the exhaust is critical because the intake stroke results in a lot of fresh intake gas escaping through the exhaust. 2 Stroke engines use tuned exhaust to provide the resonator effect. You have experienced this on 2 stroke motorcycles or chainsaws where the power greatly increases at high rpm and it "gets on the pipe".
On 4 stroke engines this extra intake gas escaping should not occur in theory but it occurs due to valve overlap. Back in the day you would use higher lift and duration cams to open the valves longer to increase the gas flow which increased the valve overlap. That made the engine louder because the exhaust valve opens during the explosion and while it flowed more intake gas but it also let some of it escape through the exhaust. So you need back pressure to minimise the loss of the intake gas.
Valve timing is really complex and can be confusing. Watch this video for a more detailed explanation.
The VT has variable valve timing so the valve timing/overlap is optimised for the driving situation. That is why it is so quiet and it can make 201hp and also get 36mpg. The resonator is a key part of the VT's drivetrain and like all exhaust systems took a fair amount of engineering and trial and error to get right. When you change or remove the resonator you lose the benefit of having tuned back pressure that increases hp at typical rpms.
First off I want to say I like your build so far.....and now back to the main subject. You're exactly right all I am aiming for now I sound, I just want to experiment and see what the outcome is.Without beating on a dead horse (and I guess that I'm doing just that), backpressure is a non-issue on turbocharged cars.
Any sort of exhaust theory that involves pressure, backpressure and/or lift/timing only applies to the section between the turbine and the head. AKA: The Exhaust Manifold.
Everything south of the turbine is literally cut up in a blender. At that point the only thing that matters of getting the spent gas out of the system.
Think of a meat grinder if you will: above the actual blades the design of the chute matters a lot. Below, you just let that ground beef fall out.
Put whatever you want on there. At this point it's a sound preference and that's about it.
Not dumb. Just wrong resonator. This is the exhaust resonator, not the intake resonator.what does the resonator look like? just tubing or is it connected to the airbox. i know im dumb haha