I’m already Subscribed but I do know someone that has more exhausting you guys from early 90s NASCAR because he is to do destructive engine testing for NASCAR he actually has the number three piston from the Dale Earnhardt car
Tri y headers definitely without a doubt sound different, someone described mine as fierce compared to normal headers and I think that's what I'm going with. Also timing the exhaust cam is critical with tri-ys I think you'll find you can advance them a couple degrees more than 4 into 1s for maximum power. You can hear the exhaust pulses bouncing around like ping pong balls with those headers you'll get the sound your looking for with tri-y it sucks that your running a blower because that is changing the depth of the tone.
@@gregoryballestero4369 I love Engine Masters thanks, I'll check my recordings I haven't seen them all yet. I'm building an NA 5cylinder motor at the moment.
I remember hearing about this tip regarding where the X pipe should be when designing an exhaust system, supposedly passed down from one generation of gear-heads to another. You take a crayon and draw a line down the length of your exhaust, then start the engine and get it nice and hot. Then, look at your pipes and find the exact point where the crayon stopped burning off, that's where your X pipe needs to go for best performance. Exhaust gasses lose speed as they cool, so the idea is to find where exactly they start to lose that heat energy the most, then with the X pipe mounted in that spot the pulses from the opposing sides maintain that heat, giving you a nice hot stream of fast moving exhaust for maximum performance.
It works best when closest to the collector. If it is too far then the benefits aren't really there. The paint burning thing is an old timers myth. Different paint burns at different temperatures too lmao
My understanding is xpipes do little for power and performance they are designed as restrictors and for sound, as most cars dont run mufflers they needed to increase back pressure for the engines. The best thing for power is less obstacles so straight pipe and high flow mufflers the quicker you add air and fuel the quicker you need to get the exhaust gasses out
@@BEYOND_HELP X pipes actually do increase power and performance, by way of equalizing the exhaust pulses and reducing the delay between them, and through enhancing the "scavenging effect" which helps pull exhaust gasses out of the cylinders more effectively. The X pipe is only part of the equation though, you need a set of equal length headers (preferably long tubes, as these flow the best) that feed into an unrestricted exhaust system, and a camshaft with specs that grant you valve overlap which will let you take advantage of scavenging. With all other variables constant, your car will feel noticeably more lively than it was before.
@@FordGTmaniac ive watched a few videos on performance and power, and spoken to exhaust builders and it was shown in those that the x pipe lost power but as you said header length cam specs all come into play so that may have altered the outcome, time for more reasearch as i told with the same header length would then have exhaust at peak flow so an x pipe would be useless as in the origional boom tube designs that didnt have it, but they where used to give the exhaust gas a point to merge and allow one sound for both exhausts rather than 2 different sounds, if it was for equalization why would the extra pipes for "sturdiness" then have been drilled out as that would disrupt the flow of the x pipe thus making it less effective
#4 is definitely my favorite, the super speedway cars were the most wicked sounding. I grew up helping my dad and his friend run Porsches in HSR/SVRA so I was always around the history stock cars and you could definitely tell a difference in which exhaust the car had, even just idling/wrapping through the paddock
As I'm sure many NASCAR fans already know: throughout a good part of the 90's, the Morgan/McClure team was a major force to be reckoned with on the super speedways.......without a doubt. Everyone knew they were coming to Daytona or Talladega with one of the very fastest cars.
"Naca ducts" are those triangle/oval cuts in the chamber. Now imagine flow as suction. They were tried by a few teams and if you remember Jeff Gordon taking those ridiculous pit stops lol...he was playing the fuel game. They had it down to a science on how much they could tweak and tune the carb with help from exhaust scavenging on the cam grind and using the exhaust to maximize the performance. I've read comments about some cars sounding totally different...those were the teams who fine tuned the cam grind for that specific track and had tuned there exhaust for that extra few horsepower and torque. Smart fellas back in the day.
@@Stapleton42 which ones would you recommend for a 78 ford ranchero with the 400 m with mild work done to it has true duals now but I want boom tubes on that mf it screams merica 😂
@@Stapleton42 lexus lfa also do this cross exhuast soudn thing? how to make harmonics. 2 cyilnder concept car in mind, u said 2 instances of sound mix paths to make harmonic, so a 4 cyilnder verion of my thing could sound like v8 or something dunno. lexus lc500 vs other v8s, wat u like?
Subscribed, good info! I built my first X pipe back in the early 90’s when I saw a cup car flying through the air in a crash, I loved their sound, I built my exhaust from 3” and used turbo tube mufflers. Received lots of compliments on the sound of the exhaust. 11.5/1 compression also helped. Keep the awesome content coming!
You have them all anyway. Pick a few cars and do videos. Show what they sound like on a 4 cylinder, a v6 or I6 then a V8. Etc. throw them on a diesel truck. Would love to see a few videos showing the different sounds.
As the owner of a Slant Six with "Tuned Length Headers", which all have an equal length from the flange to the collector, hearing your description about the exhaust pulses,..... It's stuff that a lot of people just don't get, and you've done a nice easy to follow explanation. The same goes with understanding how the pulse waves intersecting can reduce overall performance, and how having them all exit evenly spaced can vastly improve performance and lead to true Exhaust Scavenging, with the suction of the exiting pulse creating more vacuum in the cylinder to pull more inlet charge in (and even pull some directly in to the exhaust) leading to more power made - Add that to the reproduction HyperPak inlet on my Valiant, based off the unit designed to get a "Ram Charging" effect,... Getting inlet and exhaust pulses occurring correctly makes more power, and makes for a cleaner and more economical engine at the same time. Works well on a HyperPak Slant, just as it did on the Cross-Ram 413 in the 1960 Chrysler 300F I think I'll need to import one of them there Boom Tubes :)
Question is a little loaded. Engines are air pumps. How many times did NASCAR change the plate size. There I think it was like 1/2in to 57/64th plate sizes. You cut that much air down going into your engine. Better have some trick camshaft timing
Something You guys are not talking about are the anti reversionary cones. My Grandma bought me a Cyclone exhaust Header (Christsmas 1982 from sears) for my 1979 Toyota Truck with a 20R, I had built the Engine and port matched the Intake to the head using the gasket, lightly Ported it and cut the exhaust fuel recirculation pipes out of the exhaust side with a chisel. The Cyclone Header had ceramic coat and it also had Anti reversionary cones just inside the header pipes where it mounted to the head. No joking, My top end speed went from 85mph to 100mph! They were designed to help exhaust gas scavenging so the incoming fuel/air plug would have less leftover carbon dioxide, and they work, you can buy them off ebay dirt cheap and install them yourself into any Headers you own, but looking at those superspeedway Boom pipes I got the idea, there is no rule saying you would have to have it near the header flange, you could move it down the pipe or have one at the flange and have another in the collector?, or have four in the collector? I don't know how they effect the sound, but I gained 15mph. Anti reversionary cones WORK!!
@@TheGforcead I can see how they work, and I wouldn't use them. Reason being is that the cone is a restriction in the size of the exhaust, if the exhaust and the port are the same size, so would cause a slow down in the gas flow, possibly to the detriment of the pulse wave scavenging on a Tuned Length header. Now, on a regular header, you could achieve the same anti-reversion by stepping up the header size partway down the pipe - So, matched port size at the flange, then step up to larger exhaust with more flow - the step would break up the pulse wave on a Non 'tuned' header. Breaking up the pulse on a Tuned header would reduce the effects of the tuning to zero, destroying the purpose those headers are designed for. Gotta ask, on your Cyclone, were the cones you used the same size as the exhaust ports, in to a larger diameter pipe? If so, that would definitely function as you described, and the same as a large step up in size of the pipe, such as is seen on many forms of race engines.
I have to say I really appreciate you and the videos you do on the Nascar history. It is refreshing to see someone of your age that is interested in the history and willing to take the time to share it with the world. You are inquisitive, informative, respectful and driven to find out the history and stories behind Nascar. Keep up the good work!
I don't know who did Stirling Marlin's exhaust, back in the day... but they had that it down to a science. Stirling always had the most unique sounding car on the track.
Sheldon “”Runt” Pittman!! He started it all! A legend and someone who was WAY AHEAD of his time! When he brought those out. Sterling Marlin and Morgan-McClure was unbeatable at Daytona and Talladega. I remember they called sterling Nigel Marlin!😂
I agree with #4 being the best design and sounding. The Tri-Y headers have a unique sound of their own like tuning an exhaust system, they have their own unique sound over standard headers.
18:28 I would theorize that the little "brace" tubes helped performance at the lower RPM range and then essentially at higher rpm levels the exhaust passes them as volume and pressure goes up. Helps with scavenging and back pressure needed at the lower rpm levels.
@@markscully2342 that was my thought also because of the smaller diameter the pressure difference would pull the gases through at different velocities. More like a vacuum effect, I'd like to see a smoke test done on it. A computer model would be cool also.
i'm 34 and been wrenching around on old cars since i was 15. you make some of, if not the best videos i've watched. keep doing your thing man, love it.
They are all designed to keep the exhaust gasses moving as fast as possible. And the shortness of them is because of the heat loss at that length. Any longer and the gasses slow down and cause the following impulses to build up. The angle at the exits try to uses passing wind to pull on those impulses. The "X" or "h" design is to balance each bank of the engine. The more equal each impulse is controlled, The more consistent the a/f ratio can be achieved. Iam building a boom tube now that represents a reverse flow tesla valve. The first one your going to test is what ford uses on factory mustangs. Your test will be most productive with the dual into a single flat design. It runs the hottest and creates the most dynamic flow.
Hey Mitchell. I'm late but have some info for you on the headers you showed. your correct on how it organizes the pulses. The main reason for that is the first pulse through the collector will start to suck the next one into the collector. so on and so forth. by doing that you lower the temperature in the header, therefore reducing the heat at the head. letting you turn more rpm with a ton less back pressure. The sound of the boom tubes will change dramatically with load and rpm. Speedway tubes where designed to allow that vacuum effect to help at higher speed. Where road course headers will allow for more torque a little back pressure will help with that. The reason speedway tubes where cut at a steeper angle, was to use the aero dynamics of the car to help pull the air out of the tubes. (why they still use side exhaust over rear exit) Great stuff. Your experiment will be cool. make sure to rev match at several different RPMs to determine the sound of each.
You should head over and talk to Calvin Elston in Matthews NC...... he knows more about exhaust than anybody in the world and was the driving force behind the use of 4-2-1 headers and X pipes in Cup. He still builds headers and exhaust but is semi retired.
The loudest Winston cup car I ever heard was Wally Dallenbach’s Keystone Ford. Back in 92’ that thing came by during a Qualifying run while I was up against the fence at Michigan. Man that thing was Loud!
Dig what you’ve got going on here! I’ve been around motor sports, mostly drag racing since I was a kid. Spent many years as a drag race announcer in the Pacific Northwest for quite a few years. I road raced and raced outboard hydros to boot. As a racer, one becomes concerned about winning the race at hand, but as an announcer the competition is an important aspect but ultimately it’s not what draws me into hot rods and race cars. What really makes my hair stand on end is much more primal and raw. Sounds are paramount and rank #1. #2 is the smells of certain fuels, which make a mark in the subconscious mind memory bank. And #3 on the list is how the car reacts or dances. Of course my list is geared mostly towards drag racing in particular, but ultimately these top three can be applied to any form of internal combustion sport. That being said, one of the best sounding and performing exhaust systems is the 360* headers. The scavenging effects on the trailing exhaust pulses seems to smooth out the notes, but in turn gives a v8 the ability the tickle an eardrum like no other. It sounds like 15,000 rpm and the frequency is higher, naturally and really makes the motor act like it has less work to do, freeing up hp and getting with the program. Indy cars used em in the 60’s and I’m sure that you could tell me when the Cup cars used em. On the flip side of that coin, they’re a real SOB the create and deal with and maintain. Probably the main reason they are hardly ever seen in the wild. The subject truly a rabbit whole to go down. In particular if you go down the two stroke exhaust magic. Resonance, pipe diameter, length, convergent cones, expansion cone angles, scavenging effects and packing effects all can be applied to and combustion engine with varying amounts of success. Then theres the intake runners lengths and stacks and valve/cam timing can on certain engines at certain rpms actually have the air/fuel charge slam off of the piston and action become visible to the naked eye above the stacks like a fog if I remember correctly. Why do I bring that up? Sounds! Jeezus, you’ve got me going now! Once, moons ago, I had puffed a wee bit of pot before hitting the track. Sometimes your perspective changes or the doors open for different styles of thinking, or maybe being a little more relaxed….whatever, this next Tis bit came to me organically. In the pits, one of the alcohol or nitro funny cars had just finished doing the every round maintenances or rebuild and the crew fires the car up while on jack stands. At this point in towards the rear of the car and once the motor has temp, baRRRUUUMMMPPH! My psyche dissecting the sensations and made note of the sound waves but also this strange feeling that came along with it that came from that pipe angled towards me, related to sound but more ominous. Minutes later after that team shut down, my stoned butt goes to the trailer next door as they fired up their racecar. This time I found myself on the opposite end of the motor. Upto temp and baRRUUMMPPHH!!! Like a hammer, but so radically different. The sound waves being pushed out the back for the most part, the sensation that swept across me almost felt like it came from behind me, but definitely had a direction towards that injector hat! Wtf?! Putting the two experiences together left me with the hypothesis that the sensations are similar to what is experienced with tornadoes. It’s a brief yet sizable barometric pressure change within its local ten or fifteen ft area. Sounds directly related to movement of air, move tons of air rapidly, big sounds, pressure drops/raises respectively. I could be completely wrong, but for that day, I was pretty sure that I was Sir Isaac Newton reincarnated. That or I was stoned!🥴🤘🏻😁
The violence of a nitro car is its only completely different animal but youd be shocked about how much sound you actually get from the intake of an engine. Automakers put a ton of R&D making things quiet from both ends of the machine.
@@DimMakTen Oh absolutely there’s a ton of noise that comes from the intake side! Im not for sure on this but the less an intake can flow ie; head design, the more intake noise that can be heard. I could be completely full of shit on this, but a friend and I would sit at a straight away at Portland International Raceway listening to the sounds of road race cars exiting turn 9. Of course a wide variety of cars running around the track at different levels of performance mods. In particular we were drawn to a Datsun 510 because of its guttural sounds belching from the front of the car and the lack of hp and ripping exhaust. And the two of us deduced the main issue was head design. Normally aspirated, intake and exhaust are both on the same side. Like a slant six or a myriad of others in-line motors. Withe airflow having to do a complete u-turn from intake to exhaust, on top of in and out motions in the cylinders that that would go against a more natural flow of across more like a hemi or other in-line motors with intake and exhaust on opposite sides of the head. With that deduction, there’d be a fair amount of deflection sonically producing more noise. At least in my minds eye it makes sense. What I found truly jaw dropping about the intake side of a supercharged fuel car is a feeling. There’s no doubt a shit ton of noise happening simultaneously, and these moments happen very quickly and startling even the best of them. But if you relax and zen out on the physics occurring, there is a large sensation that is heading towards the intake. Or possibly the explosion of sound going away from the pipes creates a vacuum of sorts as the expanding waves creates a scavenging effect. Honestly not sure of the science of it all. The first thing that came to my mind was barometric pressure drops from the vast amount of air moved. As an engine is an air pump ultimately, and 500ci making 11-12000 hp making noise that can be heard for miles and miles is moving a ton of air. Hence my baro theory. As George Carlin once explained radio. In general use AM and FM frequencies. AM stands for average magic, and FM stands for Fucking Magic! It’s all FM to me!😁🤘🏻
@@Headerflame ive only seen nitro cars in person 2 or 3 times. They def rattle you in a way you can really describe. I totally get what you mean on head design affecting the intake noise. It would make since with higher intake and port velocity that it would suppress the sound waves more.
Here’s the bonus channel for those interested! If you wanna hear some of those stories this is the place for it💪🏻 Boom tube shirt link: stapletonautoworks.com
I’ve been watching your videos from day 1 and I’m definitely an exhaust enthusiast like you! I’ve been going back and forth about which exhaust to run on my 82 c10 sbc! I’m leaning towards the H pipe because of the low compression!! My favorite here is number 4!!
Great video budd just simply great this stuff need to be historical copyed an in museum my son is 4 an he loves it I hope his kids can watch it Thanks to you an her 👍👍👍👍
Hell yeah! The Aero's are a big damn win! Great video about an often misunderstood concept. Growing up in hillhack-ass Kansas in the 80's, I developed an extreme hatred for non crossed over, straight piped farm trucks. Still hate them to this day. In about 3 weeks I will be swapping in my new 468 with 3" duals, cat's, x-pipe and black widow 300 mufflers and handmade boom tube style tips in my squarebody crew dually. I can't wait.
Boyd Butler aka Dr. Gas of Salt Lake City, Utah changed NASCAR forever with one phone call to Sterling Marlin’s team informing them he could add 5hp to the car. The sound was iconic!
#4 for sure but would be neat to see a combo of the H/X setup of 4 with different tube exit setups, specifically B. but would be neat to see a combo of different internal porting, triangles, circles, combo of the two etc.. Sweet vidya yet again.... Hope Uncle Geroge is going to get some BOOM TUBES with that new BP BB...
I know these were/are made for V-8s, but I wonder how these would work on a small displacement turbo 4. Would need a resonator to cut the rasp that 4 cyls have, but it might be possible to get a good sound out of them. Keep the good work up!
@@marshmower Just got around to searching the 1320 UELs on a Honda, and that sounds so good! Part of why I love turbo Subarus. Most had UELs from the factory. Also, I kind of understand how it could sound tractorish. Still would be an interesting test though! Then again, that's me and loving to experiment (even though I don't have the ability to)
So obviously x pipe makes the high pitched raspy "Nascar" sound we all love. Number 4 is the only one imo. Btw you need a Cup car engine for the Monte Carlo, high compression, high air flow, high reving small blocks sound the best!
Boomtubes are one of the best inventions in NASCAR. Hate the cup series doesn’t use them anymore because of their new car. Good thing Xfinity, truck and ARCA keep them alive. Thanks Stapleton
We were just at the xfinity race yesterday and the cars definitely don’t sound as good as they did 20 years ago with the signature wide flat boom tube. They use something like #5 on this video
Those little steps in the triple Y header is called a 'kerf'. We use them occasionally on gliders and very light rc planes to energize slow moving air and dictate where the boundary layer separates, thereby decreasing stall speed. I imagine it keeps boundary layer separation from walking back up too far in the header. Pulses likely can get backed up at certain engine speeds from unwanted harmonies or disharmonies, which might do stuff like increase perceived back pressure.
I like #4 just because of the look. You are 100% correct that so many things go into creating the best flow, let alone attempting to create some sort of sound note. Also, if people don't have enough skin to not let the little things bother them, they really need to watch the Kenny Wallace videos. Getting butt hurt over stupid stuff is just a waste of time & energy. You guys keep it real & throw in a bunch of fun along the way. Keep doing what you do & don't let anybody's garbage get you down.
You should build a custom set of 180 headers for the monte just to be different because it gives such a unique sound that you don't ever hear out on the street
I feel the best way to make an exhaust is to connect opposing cylinder firing order. Two from one side two from to other and run them all the way back to the exit tip. Obviously you'll need two exit tips to complete the other 4 cylinders. It make more power, revs faster, and sounds almost like a flat plain crank. You have a nice shop, I respect your moves man!!!
Boom tubes are awesome! Thanks for a very informative video, I never realized that they were that diverse in design. Now I can sound not so dumb! Thanks guys!
Boo yah and boom tubes. They all sound like a great time. Sounds like a banger video. No more dad jokes great video guys on all the funky shapes that make that beautiful sound. You guys are the best
I usually watch Japanese drifting and motorsport videos, but I enjoy some of the classic Nascar history and it's pretty awesome that you have some of these parts!
On the number 4 pipe I think if the small “brace” tubes had a higher pressure coming though it may pull the air though the X. Like a carburetor venturi effect.
Nothing wrong with a 502 monte....even if it idled like a boat, every Joe dirt 15 year old kid is in love...... Back in the day I put flat rectangle 2x10 exhaust tips on the back of a small block with a mild cam, even with a Ballance tube it sounded like I had cowbells hanging off of it. Same tips on a 02 Corvette sounded fine, Any more I like the sleeper, no drone, nobody knows what's happening until it's over....and you can talk to your passenger.
As an OG fan, I wanted to let you know I'm now retired and going on a 3-4 year RV trip. Mostly in Canada but will eventually make it to the US. If you don't see my comments it means I'm in a remote location without internet. I truly enjoy your videos and I say #3 for exhaust tubes. "If it's too loud, your too old"!
Another great video ! Very informative about the different examples of boom tubes. I think your theory on the H pipe for the X pipe is right, it makes sense. Keep up the great work !
My pick is number 4. I do know from building my own for local short track cars that the divider is 1 for strength and 2 that they don't crack from resonation 3 for tuning. The holes I would surmise are for weight as for the shape of the holes were probably for flow still allowing weight reduction.
I’m convinced that those boom tubes are basically like a lot longer set of tuned headers, and they are going to be a engineered to match up with a specific internal set up for optimal air flow and power balances
As a exhaust fabricator for over 25 years I must say good job on the video and info . If I may the only thing I didn’t hear or see in this vid is … 1 D ports (I’m seeing many)
I'm getting a set from Dr.Gas for my 94 Caprice....I'm doing a stock car replica....keeping it the rare Purple Pearl Metallic...chrome / silver Bassetts....custom made rear spoiler you name it it's getting done!...love the channel and the builds and the knowledge!...and can't wait to start my build!
I was always told the "braces" on the x-pipe design(4) made the inner X act like a resignation chamber giving it more of a carrying howl. But idk I've never had a boom tube before.
@@Stapleton42 i used work at a performance shop when I was in college. And there was an older man named Ed. And I can't think of his last name to save my life. But the rumor was around the shop was that he did the exhausts for DEI back in the day. I assume back in the late 80s and early 90's. And talking about a wealth of knowledge about exhaust systems he knew everything pretty much. Ed was one of those people that just let people believe what they wanted to so now one really questioned him on it. But that what he told me and I dont have a reason to think anyway different.
BOOM TUBES!! 3 & 4 would be wild to hear! Big blocks rock, but way out of this guys budget. Living vicariously through you channel and love the content!
Boom tubes are..to me... the best sounding exhaust. I've put a few on my builds and there is nothing like the sound of a high compression, high lift cam with some big port heads going through 2in primary tube headers and then out the boom tubes. Also I do the same thing to weight my hanging banners..old wrenches, bent rods..ect..lol..
You two continue to bring really interesting content on things that nobody would know about otherwise. Don't worry about the haters -- it takes a cowardly pea-brain to give out nasty comments, knowing that there's little you can do about it! Hang in there, both of you, BOTH of your channels are really great!!!! 🙏💪✌
I want to comment on the tri-y headers. I used to race a Suzuki drag bike and I was able to procure a discontinued racing exhaust made by Yoshimura from a race team in England for their European racing series with the 4 into 2 into 1 setup (the newer less expensive systems for sale in the US were all 4 into 1). My motor consistently made 8-10 more peak ft/lbs of torque at around 8k rpm than the exact same motors with the 4 into 1 exhaust that peaked about 1krpms lower, horsepower numbers were similar around 150hp at 11,000rpms. I was even accused of changing cams since that is such a significant improvement when you're only making 90ft/lbs of torque.
Nothing there is applicable to the NexGen Cup Series Car that's used today. The glory days of engineers and engine builders spending hours in the dyno room, with all of those different exhaust systems are long gone. NASCAR has taken complete control of virtually every part on the new cars, and has them shipped to the team's from 1 supplier, and the team's bolt them together, virtually eliminating the team's "Ingenuity" and exceptionalism.
it still goes on even to this day. just because the rules are tightened doesn't mean teams aren't throwing millions of dollars at trying to find any possible gray area advantage within those rules.
@@sirmonkey1985 . There are no grey areas with this new car, just ask RFK, their penalty will likely cost them a place in the Chase. Once the penalty becomes more severe than any possible gain from the infraction, the grey areas suddenly disappears, and that's where NASCAR announced the sport is finally at with this new erecter set car.
Bro you have Logan talking just like you. It's so funny. It looks like best friends that know what your thinking. She really seems to imitate you that is one of the ways animals and humans show true love that is bonding and unconcious. Love your content. I'm glad your out there learning and preserving and sharing. Keep it up. Build faster lol.
The way you explained everything and how it works was perfect I understood and now know. Thanks and keep doing your thing man! Btw the Monte Carlo is absolutely sick bro
This video caught my attention because my roommate in college had a S10 with a 383 crate and ARCA car exhaust. This was the late 90's. Really wish I had some pictures I could send you
Great video guys! Its not every day i learn something new about cars. Ive always liked how you've been an exhaust nut! Nobody ever talks about why things sound good or bad. I mean we all know equal length and an x is the way to go but it was nice to hear more of an explanation.
This is the second or third time I have heard MMR being brought up in a video in the last month or so. Sounds like it's a sign to go do a documentary on MMR soon. I am partial to the number 4 boom tubes since I am from the MMR area. It would bring back some memories.
A video all about MMR would be excellent. Their innovation and workmanship were top notch. Those cars didn’t sound the same or run the same as anyone else.
Outstanding ! Your living my dream with a shop in Mooresville ( Race City USA ) and applying Cup parts to a Street car duty. Good tutorial on the Cup exhaust systems and the #4 is by far the coolest . I remember back in the day Sterling and the 4 car perked everyone's ears up with a sound of their own! I think they won back to back Daytona 500's mid 1990's . I would love to have a Cup X pipe system on my 79 2wd Blazer or the 87 Monte SS Aero Coupe. I ran a Race fan shop here in ICT from 1994 - 2004 , I still have a bunch of left over goodies. Some where I have a Allison / Miller Buick Tee shirt ! We may need to talk ?
Love the great info, get as technical as you want, I’m listening.built one set for my boss 302 and it sounds awesome. The compression ratio makes a big difference in the sound.
Great way of explaining how the exhaust manifolds work! The original designers that McClure's contracted with may have tried 1st principle fluid dynamics equations to calculate air flow along the entire piping, along with mixing equations. This could have been modeled via computer simulation. By 1987, there were desktops running special arithmetic chips tied to the CPUs to accelarate the math calculations, plus you could set up a bunch of the same desktops to crunch through simulations and let them rip overnight. The CPU's were all overclocked to speed up the number crunching. I am thinking if McClure was using wind tunnels for body design, they were possibly using someone with expert knowledge on fluid dynamics for exhaust design. You are doing a fantastic job diving into all the exhaust set-ups!
Love the channel I’m gen four nascar fan to time line the race I watched flag to flag was one hot night so I truly enjoy seeing someone showing the history of nascar
Yep have to say number 4. The amount of work that people put into just the exhaust is just amazing definitely some clever people out there. Awesome and very interesting 👍👌😎🇦🇺
I'd thing the #4 would be the best for performance OVERALL BUT, (BIG BUT Here) the 'SOUND performance' at the race track, a COMBINED (#1) pointing ALL that Exhaust noise at the crowds at super speedways, BUT LACK overall Efficiency of exhaust gases. BUT for the performance #4 would be the best. We're talking 2 things here - Sounds Performance for the Crowd & Sound FOR enginePerformance - Just My Opinion. PLUS as always GREAT Information that you've talked about in the past and are NOW clarifying - Thanks as ALWAYS
Really like your videos of boom tube exhaust. Keep em coming. I think the origin of the X pipe was to get the same scavenging effect as 180 degree V8 headers without the nightmare of packaging the primary tubing from one bank of the engine to the other bank. If you look at old pics of V8 naturally aspirated Indy and F1 cars , you'll see that the primary tube of a cylinder that was on its exhaust cycle was paired with a corresponding cylinder that was on valve overlap. This would in effect help scavenge the incoming fuel/air charge for better cylinder filling in hopes of more power. Just wondering if that big flat exhaust pipe has some sort of an aero aid under the car for smoother air flow? Looking forward to more of your videos.
Agree with your analogy on the #4 pipe. If it was prone to cracking and served no purpose being hollow? They would have reintroduced it made from solid pipe,bar stock, or whatever.
Here is the first baseline test with the #4 X pipe setup!
ruclips.net/video/hp0zMPVJs8g/видео.html
I’m already Subscribed but I do know someone that has more exhausting you guys from early 90s NASCAR because he is to do destructive engine testing for NASCAR he actually has the number three piston from the Dale Earnhardt car
Tri y headers definitely without a doubt sound different, someone described mine as fierce compared to normal headers and I think that's what I'm going with. Also timing the exhaust cam is critical with tri-ys I think you'll find you can advance them a couple degrees more than 4 into 1s for maximum power. You can hear the exhaust pulses bouncing around like ping pong balls with those headers you'll get the sound your looking for with tri-y it sucks that your running a blower because that is changing the depth of the tone.
@@E1320_ Engine masters on motortrend has a good episode where they test all different headers from tri-y to lake to gasser fender style dumps
@@gregoryballestero4369 I love Engine Masters thanks, I'll check my recordings I haven't seen them all yet. I'm building an NA 5cylinder motor at the moment.
Would like to see dyno with and without a slip stream applied boom tubes. At 190mph im sure its SUCKING the exhaust out
I remember hearing about this tip regarding where the X pipe should be when designing an exhaust system, supposedly passed down from one generation of gear-heads to another. You take a crayon and draw a line down the length of your exhaust, then start the engine and get it nice and hot. Then, look at your pipes and find the exact point where the crayon stopped burning off, that's where your X pipe needs to go for best performance. Exhaust gasses lose speed as they cool, so the idea is to find where exactly they start to lose that heat energy the most, then with the X pipe mounted in that spot the pulses from the opposing sides maintain that heat, giving you a nice hot stream of fast moving exhaust for maximum performance.
Very clever
It works best when closest to the collector. If it is too far then the benefits aren't really there. The paint burning thing is an old timers myth. Different paint burns at different temperatures too lmao
My understanding is xpipes do little for power and performance they are designed as restrictors and for sound, as most cars dont run mufflers they needed to increase back pressure for the engines. The best thing for power is less obstacles so straight pipe and high flow mufflers the quicker you add air and fuel the quicker you need to get the exhaust gasses out
@@BEYOND_HELP X pipes actually do increase power and performance, by way of equalizing the exhaust pulses and reducing the delay between them, and through enhancing the "scavenging effect" which helps pull exhaust gasses out of the cylinders more effectively. The X pipe is only part of the equation though, you need a set of equal length headers (preferably long tubes, as these flow the best) that feed into an unrestricted exhaust system, and a camshaft with specs that grant you valve overlap which will let you take advantage of scavenging. With all other variables constant, your car will feel noticeably more lively than it was before.
@@FordGTmaniac ive watched a few videos on performance and power, and spoken to exhaust builders and it was shown in those that the x pipe lost power but as you said header length cam specs all come into play so that may have altered the outcome, time for more reasearch as i told with the same header length would then have exhaust at peak flow so an x pipe would be useless as in the origional boom tube designs that didnt have it, but they where used to give the exhaust gas a point to merge and allow one sound for both exhausts rather than 2 different sounds, if it was for equalization why would the extra pipes for "sturdiness" then have been drilled out as that would disrupt the flow of the x pipe thus making it less effective
#4 is definitely my favorite, the super speedway cars were the most wicked sounding. I grew up helping my dad and his friend run Porsches in HSR/SVRA so I was always around the history stock cars and you could definitely tell a difference in which exhaust the car had, even just idling/wrapping through the paddock
That’s awesome man. They just make the hairs on my arms stand up every time
@@Stapleton42 I,like the ones on thems plastic body cars, they remind me of big macronis with ziti's shoved onto them,with fire coming outta them
As I'm sure many NASCAR fans already know: throughout a good part of the 90's, the Morgan/McClure team was a major force to be reckoned with on the super speedways.......without a doubt. Everyone knew they were coming to Daytona or Talladega with one of the very fastest cars.
"Naca ducts" are those triangle/oval cuts in the chamber. Now imagine flow as suction. They were tried by a few teams and if you remember Jeff Gordon taking those ridiculous pit stops lol...he was playing the fuel game. They had it down to a science on how much they could tweak and tune the carb with help from exhaust scavenging on the cam grind and using the exhaust to maximize the performance. I've read comments about some cars sounding totally different...those were the teams who fine tuned the cam grind for that specific track and had tuned there exhaust for that extra few horsepower and torque. Smart fellas back in the day.
Back when it was a team who won a race, not just a driver
The content you two put out on a regular basis is second to none.
Thanks man. We do our best
@@Stapleton42 which ones would you recommend for a 78 ford ranchero with the 400 m with mild work done to it has true duals now but I want boom tubes on that mf it screams merica 😂
@@Stapleton42 lexus lfa also do this cross exhuast soudn thing? how to make harmonics. 2 cyilnder concept car in mind, u said 2 instances of sound mix paths to make harmonic, so a 4 cyilnder verion of my thing could sound like v8 or something dunno. lexus lc500 vs other v8s, wat u like?
Subscribed, good info! I built my first X pipe back in the early 90’s when I saw a cup car flying through the air in a crash, I loved their sound, I built my exhaust from 3” and used turbo tube mufflers. Received lots of compliments on the sound of the exhaust. 11.5/1 compression also helped. Keep the awesome content coming!
That’s awesome welcome to the team Paul!
Dude. You are the MAN. ive never encountered someone obsessed with these as much as me. Good to know there's more of us out there!!
You have them all anyway. Pick a few cars and do videos. Show what they sound like on a 4 cylinder, a v6 or I6 then a V8. Etc. throw them on a diesel truck. Would love to see a few videos showing the different sounds.
That’s to logical and rational and work for minimal pay off
No youtuber would ever do that unless it paid millions
I’m planning on throwing one on an old Cressida I got for cheap
As the owner of a Slant Six with "Tuned Length Headers", which all have an equal length from the flange to the collector, hearing your description about the exhaust pulses,..... It's stuff that a lot of people just don't get, and you've done a nice easy to follow explanation.
The same goes with understanding how the pulse waves intersecting can reduce overall performance, and how having them all exit evenly spaced can vastly improve performance and lead to true Exhaust Scavenging, with the suction of the exiting pulse creating more vacuum in the cylinder to pull more inlet charge in (and even pull some directly in to the exhaust) leading to more power made - Add that to the reproduction HyperPak inlet on my Valiant, based off the unit designed to get a "Ram Charging" effect,... Getting inlet and exhaust pulses occurring correctly makes more power, and makes for a cleaner and more economical engine at the same time.
Works well on a HyperPak Slant, just as it did on the Cross-Ram 413 in the 1960 Chrysler 300F
I think I'll need to import one of them there Boom Tubes :)
When he said he asked Ray about the 3" vs 3.5" power difference I was laughing.. you would have to test yourself to know, cuz he ain't tellin!
Question is a little loaded. Engines are air pumps. How many times did NASCAR change the plate size. There I think it was like 1/2in to 57/64th plate sizes. You cut that much air down going into your engine. Better have some trick camshaft timing
Something You guys are not talking about are the anti reversionary cones. My Grandma bought me a Cyclone exhaust Header (Christsmas 1982 from sears) for my 1979 Toyota Truck with a 20R, I had built the Engine and port matched the Intake to the head using the gasket, lightly Ported it and cut the exhaust fuel recirculation pipes out of the exhaust side with a chisel. The Cyclone Header had ceramic coat and it also had Anti reversionary cones just inside the header pipes where it mounted to the head. No joking, My top end speed went from 85mph to 100mph! They were designed to help exhaust gas scavenging so the incoming fuel/air plug would have less leftover carbon dioxide, and they work, you can buy them off ebay dirt cheap and install them yourself into any Headers you own, but looking at those superspeedway Boom pipes I got the idea, there is no rule saying you would have to have it near the header flange, you could move it down the pipe or have one at the flange and have another in the collector?, or have four in the collector? I don't know how they effect the sound, but I gained 15mph. Anti reversionary cones WORK!!
@@TheGforcead I can see how they work, and I wouldn't use them.
Reason being is that the cone is a restriction in the size of the exhaust, if the exhaust and the port are the same size, so would cause a slow down in the gas flow, possibly to the detriment of the pulse wave scavenging on a Tuned Length header.
Now, on a regular header, you could achieve the same anti-reversion by stepping up the header size partway down the pipe - So, matched port size at the flange, then step up to larger exhaust with more flow - the step would break up the pulse wave on a Non 'tuned' header.
Breaking up the pulse on a Tuned header would reduce the effects of the tuning to zero, destroying the purpose those headers are designed for.
Gotta ask, on your Cyclone, were the cones you used the same size as the exhaust ports, in to a larger diameter pipe? If so, that would definitely function as you described, and the same as a large step up in size of the pipe, such as is seen on many forms of race engines.
All I know is blackjack and Cyclone header where awesome back in the day barley leaked
I have to say I really appreciate you and the videos you do on the Nascar history. It is refreshing to see someone of your age that is interested in the history and willing to take the time to share it with the world. You are inquisitive, informative, respectful and driven to find out the history and stories behind Nascar. Keep up the good work!
Thanks William we do our best
He gives no sound to hear. COME ON
I don't know who did Stirling Marlin's exhaust, back in the day... but they had that it down to a science. Stirling always had the most unique sounding car on the track.
www.insideracingtechnology.com/drgas.html
Depends on the year. He drove for a bunch of different owners.
Sheldon “”Runt” Pittman!! He started it all! A legend and someone who was WAY AHEAD of his time! When he brought those out. Sterling Marlin and Morgan-McClure was unbeatable at Daytona and Talladega. I remember they called sterling Nigel Marlin!😂
Super stoked to see the different sounds each one of these make.. keep up the awesome work
Thanks steven💪🏻
I agree with #4 being the best design and sounding.
The Tri-Y headers have a unique sound of their own like tuning an exhaust system, they have their own unique sound over standard headers.
I remember when Sterling Marlin and Morgan McClure Racing were a force to be reckoned with on Superspeedway's in 95 and 96. Great video Stapleton 😁🏁
Thanks Mike!!
@@Stapleton42 your welcome
18:28 I would theorize that the little "brace" tubes helped performance at the lower RPM range and then essentially at higher rpm levels the exhaust passes them as volume and pressure goes up. Helps with scavenging and back pressure needed at the lower rpm levels.
That makes sense to me
yeah i was thinking along the same lines then maybe nascar quietly outlawed it when they figured out it wasn't actually a "brace".
That is exactly what I was thinking also. There is no reason to have hollow bracing unless it is helping performance in some way.
@@mjc8248 I think maybe they create a little jet of high velocity gas at the far side of the X that helps pull the gasses through it?
@@markscully2342 that was my thought also because of the smaller diameter the pressure difference would pull the gases through at different velocities. More like a vacuum effect, I'd like to see a smoke test done on it. A computer model would be cool also.
i'm 34 and been wrenching around on old cars since i was 15. you make some of, if not the best videos i've watched. keep doing your thing man, love it.
We appreciate that!
Informed, fan of Louis Armstrong, and willing to share knowledge. You rock harder than a 502 with broke motor mounts . Rock on!!!!!!
Lmao thank you Matthew
They are all designed to keep the exhaust gasses moving as fast as possible. And the shortness of them is because of the heat loss at that length. Any longer and the gasses slow down and cause the following impulses to build up. The angle at the exits try to uses passing wind to pull on those impulses.
The "X" or "h" design is to balance each bank of the engine. The more equal each impulse is controlled, The more consistent the a/f ratio can be achieved.
Iam building a boom tube now that represents a reverse flow tesla valve.
The first one your going to test is what ford uses on factory mustangs. Your test will be most productive with the dual into a single flat design. It runs the hottest and creates the most dynamic flow.
Pretty interesting.
Not a Nascar guy but am a racing fan.
Never knew of such a technology.
Thanks for making the vid!
Right same!
Hey Mitchell. I'm late but have some info for you on the headers you showed. your correct on how it organizes the pulses. The main reason for that is the first pulse through the collector will start to suck the next one into the collector. so on and so forth. by doing that you lower the temperature in the header, therefore reducing the heat at the head. letting you turn more rpm with a ton less back pressure.
The sound of the boom tubes will change dramatically with load and rpm. Speedway tubes where designed to allow that vacuum effect to help at higher speed. Where road course headers will allow for more torque a little back pressure will help with that.
The reason speedway tubes where cut at a steeper angle, was to use the aero dynamics of the car to help pull the air out of the tubes. (why they still use side exhaust over rear exit)
Great stuff. Your experiment will be cool. make sure to rev match at several different RPMs to determine the sound of each.
You should head over and talk to Calvin Elston in Matthews NC...... he knows more about exhaust than anybody in the world and was the driving force behind the use of 4-2-1 headers and X pipes in Cup. He still builds headers and exhaust but is semi retired.
Morgan McClure fer sure! #4 is the real deal. I still go back and listen to sound clips of Sterling Marlin qualifying that car.🏁
Same man I love that
The loudest Winston cup car I ever heard was Wally Dallenbach’s Keystone Ford. Back in 92’ that thing came by during a Qualifying run while I was up against the fence at Michigan. Man that thing was Loud!
Dig what you’ve got going on here! I’ve been around motor sports, mostly drag racing since I was a kid. Spent many years as a drag race announcer in the Pacific Northwest for quite a few years. I road raced and raced outboard hydros to boot.
As a racer, one becomes concerned about winning the race at hand, but as an announcer the competition is an important aspect but ultimately it’s not what draws me into hot rods and race cars. What really makes my hair stand on end is much more primal and raw. Sounds are paramount and rank #1. #2 is the smells of certain fuels, which make a mark in the subconscious mind memory bank. And #3 on the list is how the car reacts or dances. Of course my list is geared mostly towards drag racing in particular, but ultimately these top three can be applied to any form of internal combustion sport. That being said, one of the best sounding and performing exhaust systems is the 360* headers. The scavenging effects on the trailing exhaust pulses seems to smooth out the notes, but in turn gives a v8 the ability the tickle an eardrum like no other. It sounds like 15,000 rpm and the frequency is higher, naturally and really makes the motor act like it has less work to do, freeing up hp and getting with the program. Indy cars used em in the 60’s and I’m sure that you could tell me when the Cup cars used em. On the flip side of that coin, they’re a real SOB the create and deal with and maintain. Probably the main reason they are hardly ever seen in the wild.
The subject truly a rabbit whole to go down. In particular if you go down the two stroke exhaust magic. Resonance, pipe diameter, length, convergent cones, expansion cone angles, scavenging effects and packing effects all can be applied to and combustion engine with varying amounts of success. Then theres the intake runners lengths and stacks and valve/cam timing can on certain engines at certain rpms actually have the air/fuel charge slam off of the piston and action become visible to the naked eye above the stacks like a fog if I remember correctly. Why do I bring that up? Sounds!
Jeezus, you’ve got me going now!
Once, moons ago, I had puffed a wee bit of pot before hitting the track. Sometimes your perspective changes or the doors open for different styles of thinking, or maybe being a little more relaxed….whatever, this next Tis bit came to me organically.
In the pits, one of the alcohol or nitro funny cars had just finished doing the every round maintenances or rebuild and the crew fires the car up while on jack stands. At this point in towards the rear of the car and once the motor has temp, baRRRUUUMMMPPH! My psyche dissecting the sensations and made note of the sound waves but also this strange feeling that came along with it that came from that pipe angled towards me, related to sound but more ominous. Minutes later after that team shut down, my stoned butt goes to the trailer next door as they fired up their racecar. This time I found myself on the opposite end of the motor. Upto temp and baRRUUMMPPHH!!! Like a hammer, but so radically different. The sound waves being pushed out the back for the most part, the sensation that swept across me almost felt like it came from behind me, but definitely had a direction towards that injector hat! Wtf?! Putting the two experiences together left me with the hypothesis that the sensations are similar to what is experienced with tornadoes. It’s a brief yet sizable barometric pressure change within its local ten or fifteen ft area. Sounds directly related to movement of air, move tons of air rapidly, big sounds, pressure drops/raises respectively.
I could be completely wrong, but for that day, I was pretty sure that I was Sir Isaac Newton reincarnated.
That or I was stoned!🥴🤘🏻😁
The violence of a nitro car is its only completely different animal but youd be shocked about how much sound you actually get from the intake of an engine. Automakers put a ton of R&D making things quiet from both ends of the machine.
@@DimMakTen Oh absolutely there’s a ton of noise that comes from the intake side! Im not for sure on this but the less an intake can flow ie; head design, the more intake noise that can be heard. I could be completely full of shit on this, but a friend and I would sit at a straight away at Portland International Raceway listening to the sounds of road race cars exiting turn 9. Of course a wide variety of cars running around the track at different levels of performance mods. In particular we were drawn to a Datsun 510 because of its guttural sounds belching from the front of the car and the lack of hp and ripping exhaust. And the two of us deduced the main issue was head design. Normally aspirated, intake and exhaust are both on the same side. Like a slant six or a myriad of others in-line motors. Withe airflow having to do a complete u-turn from intake to exhaust, on top of in and out motions in the cylinders that that would go against a more natural flow of across more like a hemi or other in-line motors with intake and exhaust on opposite sides of the head. With that deduction, there’d be a fair amount of deflection sonically producing more noise. At least in my minds eye it makes sense.
What I found truly jaw dropping about the intake side of a supercharged fuel car is a feeling. There’s no doubt a shit ton of noise happening simultaneously, and these moments happen very quickly and startling even the best of them. But if you relax and zen out on the physics occurring, there is a large sensation that is heading towards the intake. Or possibly the explosion of sound going away from the pipes creates a vacuum of sorts as the expanding waves creates a scavenging effect. Honestly not sure of the science of it all. The first thing that came to my mind was barometric pressure drops from the vast amount of air moved. As an engine is an air pump ultimately, and 500ci making 11-12000 hp making noise that can be heard for miles and miles is moving a ton of air. Hence my baro theory.
As George Carlin once explained radio. In general use AM and FM frequencies. AM stands for average magic, and FM stands for Fucking Magic!
It’s all FM to me!😁🤘🏻
@@Headerflame ive only seen nitro cars in person 2 or 3 times. They def rattle you in a way you can really describe. I totally get what you mean on head design affecting the intake noise. It would make since with higher intake and port velocity that it would suppress the sound waves more.
Here’s the bonus channel for those interested! If you wanna hear some of those stories this is the place for it💪🏻
Boom tube shirt link: stapletonautoworks.com
How's Logan's garden doing? Any watermelons yet?
I’ve been watching your videos from day 1 and I’m definitely an exhaust enthusiast like you! I’ve been going back and forth about which exhaust to run on my 82 c10 sbc! I’m leaning towards the H pipe because of the low compression!! My favorite here is number 4!!
Thanks man!
Great video budd just simply great this stuff need to be historical copyed an in museum my son is 4 an he loves it I hope his kids can watch it
Thanks to you an her 👍👍👍👍
Definitely a great collection of exhausts and memorabilia you are gathering, and sharing great stories and knowledge from yesteryear 👌💯
I'm 9 days late but the tech I'm loving. I've always wanted to know more about exhaust. Anything I can learn more then I know.
I can’t stop looking at that engine hoist 😂😂😂
Hell yeah! The Aero's are a big damn win! Great video about an often misunderstood concept.
Growing up in hillhack-ass Kansas in the 80's, I developed an extreme hatred for non crossed over, straight piped farm trucks. Still hate them to this day. In about 3 weeks I will be swapping in my new 468 with 3" duals, cat's, x-pipe and black widow 300 mufflers and handmade boom tube style tips in my squarebody crew dually. I can't wait.
Boyd Butler aka Dr. Gas of Salt Lake City, Utah changed NASCAR forever with one phone call to Sterling Marlin’s team informing them he could add 5hp to the car. The sound was iconic!
#4 for sure but would be neat to see a combo of the H/X setup of 4 with different tube exit setups, specifically B. but would be neat to see a combo of different internal porting, triangles, circles, combo of the two etc.. Sweet vidya yet again.... Hope Uncle Geroge is going to get some BOOM TUBES with that new BP BB...
I know these were/are made for V-8s, but I wonder how these would work on a small displacement turbo 4. Would need a resonator to cut the rasp that 4 cyls have, but it might be possible to get a good sound out of them.
Keep the good work up!
Made one for a 1800cc four at fontana it sounded like a nascar
The sound would be slightly tractorish. Uel header sounds neat though. Honda 1320 uel header with Corvette muffler.
@@marshmower Just got around to searching the 1320 UELs on a Honda, and that sounds so good! Part of why I love turbo Subarus. Most had UELs from the factory.
Also, I kind of understand how it could sound tractorish. Still would be an interesting test though! Then again, that's me and loving to experiment (even though I don't have the ability to)
Gen 4 superspeedway cars definitely had the best sound. These new next gen cars aren’t bad though
New cars sound terrible. No H, no X. They sound like a pulp wood truck
So obviously x pipe makes the high pitched raspy "Nascar" sound we all love. Number 4 is the only one imo. Btw you need a Cup car engine for the Monte Carlo, high compression, high air flow, high reving small blocks sound the best!
absolutely!
You are excellent at explaining why exhaust sound different, it made so much sense as you were explaining it. So well spoken.
Thanks man. I tried my best 😂
Boomtubes are one of the best inventions in NASCAR. Hate the cup series doesn’t use them anymore because of their new car. Good thing Xfinity, truck and ARCA keep them alive. Thanks Stapleton
We were just at the xfinity race yesterday and the cars definitely don’t sound as good as they did 20 years ago with the signature wide flat boom tube. They use something like #5 on this video
@@Stapleton42 oh ok. I didn’t know that
Those little steps in the triple Y header is called a 'kerf'. We use them occasionally on gliders and very light rc planes to energize slow moving air and dictate where the boundary layer separates, thereby decreasing stall speed. I imagine it keeps boundary layer separation from walking back up too far in the header. Pulses likely can get backed up at certain engine speeds from unwanted harmonies or disharmonies, which might do stuff like increase perceived back pressure.
I like #4 just because of the look. You are 100% correct that so many things go into creating the best flow, let alone attempting to create some sort of sound note. Also, if people don't have enough skin to not let the little things bother them, they really need to watch the Kenny Wallace videos. Getting butt hurt over stupid stuff is just a waste of time & energy. You guys keep it real & throw in a bunch of fun along the way. Keep doing what you do & don't let anybody's garbage get you down.
Thanks man we appreciate you
You should build a custom set of 180 headers for the monte just to be different because it gives such a unique sound that you don't ever hear out on the street
I feel the best way to make an exhaust is to connect opposing cylinder firing order. Two from one side two from to other and run them all the way back to the exit tip. Obviously you'll need two exit tips to complete the other 4 cylinders. It make more power, revs faster, and sounds almost like a flat plain crank. You have a nice shop, I respect your moves man!!!
Thanks man!
Boom tubes are awesome! Thanks for a very informative video, I never realized that they were that diverse in design. Now I can sound not so dumb! Thanks guys!
You’re welcome Matt! We are glad you’re here with us 💪🏻
Boo yah and boom tubes. They all sound like a great time. Sounds like a banger video. No more dad jokes great video guys on all the funky shapes that make that beautiful sound. You guys are the best
Thanks Jeremiah 💪🏻
Another well done video you two. If you were to go outside and film the grass growing I would still watch.
Thanks Greg 💪🏻
The fact that you have direct contact with Ray Evernham 🤯
I usually watch Japanese drifting and motorsport videos, but I enjoy some of the classic Nascar history and it's pretty awesome that you have some of these parts!
On the number 4 pipe I think if the small “brace” tubes had a higher pressure coming though it may pull the air though the X. Like a carburetor venturi effect.
Awesome video. I’ll definitely be checking out some of the other videos.
Nothing wrong with a 502 monte....even if it idled like a boat, every Joe dirt 15 year old kid is in love...... Back in the day I put flat rectangle 2x10 exhaust tips on the back of a small block with a mild cam, even with a Ballance tube it sounded like I had cowbells hanging off of it. Same tips on a 02 Corvette sounded fine, Any more I like the sleeper, no drone, nobody knows what's happening until it's over....and you can talk to your passenger.
pardon the intrusion sir, that pronounced dir te'
@@willievanhoesen4455 classy guy....classy guy
As an OG fan, I wanted to let you know I'm now retired and going on a 3-4 year RV trip. Mostly in Canada but will eventually make it to the US. If you don't see my comments it means I'm in a remote location without internet. I truly enjoy your videos and I say #3 for exhaust tubes. "If it's too loud, your too old"!
Another great video ! Very informative about the different examples of boom tubes. I think your theory on the H pipe for the X pipe is right, it makes sense. Keep up the great work !
Thanks Tim!
My pick is number 4. I do know from building my own for local short track cars that the divider is 1 for strength and 2 that they don't crack from resonation 3 for tuning. The holes I would surmise are for weight as for the shape of the holes were probably for flow still allowing weight reduction.
I agree number 4 is the coolest one. Make the Monte howl
Love learning stuff like this and glad there's guys like you out there that care enough about it to explain it to people like me thanks dude
Thanks man
I'm an import guy and I love how nascar exhausts sound. If I was building a cross plane v8 that would be the sound I would go for
The Toyota 1UZ is the a wonderful v8. Like a Japanese LS but better.
@@stinkycheeseman1723 I'm aware of that engine
2 years later and this comes across my feed, very interesting content!
Glad you’re here!
I’m convinced that those boom tubes are basically like a lot longer set of tuned headers, and they are going to be a engineered to match up with a specific internal set up for optimal air flow and power balances
As a exhaust fabricator for over 25 years I must say good job on the video and info . If I may the only thing I didn’t hear or see in this vid is … 1 D ports (I’m seeing many)
You're a freaking boom tube connoisseur. 😂
And I thought I knew a little bit about boom tubes 😆
Awesome video. Poll vote for #4
I'm getting a set from Dr.Gas for my 94 Caprice....I'm doing a stock car replica....keeping it the rare Purple Pearl Metallic...chrome / silver Bassetts....custom made rear spoiler you name it it's getting done!...love the channel and the builds and the knowledge!...and can't wait to start my build!
I was always told the "braces" on the x-pipe design(4) made the inner X act like a resignation chamber giving it more of a carrying howl. But idk I've never had a boom tube before.
Interesting. Where’d you hear that from?
@@Stapleton42 i used work at a performance shop when I was in college. And there was an older man named Ed. And I can't think of his last name to save my life. But the rumor was around the shop was that he did the exhausts for DEI back in the day. I assume back in the late 80s and early 90's. And talking about a wealth of knowledge about exhaust systems he knew everything pretty much. Ed was one of those people that just let people believe what they wanted to so now one really questioned him on it. But that what he told me and I dont have a reason to think anyway different.
Fascinating…I’ll do some digging!
BOOM TUBES!! 3 & 4 would be wild to hear! Big blocks rock, but way out of this guys budget. Living vicariously through you channel and love the content!
Thanks man we will make you proud!
Boom tubes are..to me... the best sounding exhaust. I've put a few on my builds and there is nothing like the sound of a high compression, high lift cam with some big port heads going through 2in primary tube headers and then out the boom tubes.
Also I do the same thing to weight my hanging banners..old wrenches, bent rods..ect..lol..
You know the deal 💪🏻
That’s pre cool that Logan knew about the firing order, I was thinking about about 3 minutes right before she said that.
You two continue to bring really interesting content on things that nobody would know about otherwise. Don't worry about the haters -- it takes a cowardly pea-brain to give out nasty comments, knowing that there's little you can do about it! Hang in there, both of you, BOTH of your channels are really great!!!! 🙏💪✌
Thanks man
I want to comment on the tri-y headers. I used to race a Suzuki drag bike and I was able to procure a discontinued racing exhaust made by Yoshimura from a race team in England for their European racing series with the 4 into 2 into 1 setup (the newer less expensive systems for sale in the US were all 4 into 1). My motor consistently made 8-10 more peak ft/lbs of torque at around 8k rpm than the exact same motors with the 4 into 1 exhaust that peaked about 1krpms lower, horsepower numbers were similar around 150hp at 11,000rpms. I was even accused of changing cams since that is such a significant improvement when you're only making 90ft/lbs of torque.
Nothing there is applicable to the NexGen Cup Series Car that's used today. The glory days of engineers and engine builders spending hours in the dyno room, with all of those different exhaust systems are long gone. NASCAR has taken complete control of virtually every part on the new cars, and has them shipped to the team's from 1 supplier, and the team's bolt them together, virtually eliminating the team's "Ingenuity" and exceptionalism.
it still goes on even to this day. just because the rules are tightened doesn't mean teams aren't throwing millions of dollars at trying to find any possible gray area advantage within those rules.
@@sirmonkey1985 .
There are no grey areas with this new car, just ask RFK, their penalty will likely cost them a place in the Chase. Once the penalty becomes more severe than any possible gain from the infraction, the grey areas suddenly disappears, and that's where NASCAR announced the sport is finally at with this new erecter set car.
Tri Y headers and X pipe boom tube like number 4 on the Uncle George will be awesome.
Logan still needs her own T shirt.
She will get one!
*_Time to get one installed on my civic._*
Bro you have Logan talking just like you. It's so funny. It looks like best friends that know what your thinking. She really seems to imitate you that is one of the ways animals and humans show true love that is bonding and unconcious. Love your content. I'm glad your out there learning and preserving and sharing. Keep it up. Build faster lol.
just starting the video. Mitchell have you become a boom tube collector?? if so that a sweet collection 🤙
Pretty much. More so the x pipe variants 😂
@@Stapleton42 well I must say it's a sick looking collection n after U test them all out they'll make sum great wall art. Need to show them off.
I’m the same way with mufflers and pipes it’s amazing how all the different configurations sound different, I’d love to build my own mufflers
I personally prefer no.4 , partly because of the sound and partly because it looks better having one on each side as opposed to just 1 exit.
I gotta say Gen 4 is one of my top favorite nascar which is used from 1992 to 2007
Absolutely the best era in my eyes
Yeah dude I just found your videos a month ago and have been binge watching the uncle Rob videos with a sprinkle of current videos every so often. 🤘🏼
Thanks Luke welcome to the team!
Wonder how my yukon would sound with a set? 🤔 💭
Probably like a really loud Yukon 😂
@@Stapleton42 I dig it 😎 haha
#4 but, damn I love them all. They all just sounds so awesome and different. Love this video thanks
Boom lol
The way you explained everything and how it works was perfect I understood and now know. Thanks and keep doing your thing man! Btw the Monte Carlo is absolutely sick bro
Thank you Joey!
This video caught my attention because my roommate in college had a S10 with a 383 crate and ARCA car exhaust. This was the late 90's. Really wish I had some pictures I could send you
Great video guys! Its not every day i learn something new about cars. Ive always liked how you've been an exhaust nut! Nobody ever talks about why things sound good or bad. I mean we all know equal length and an x is the way to go but it was nice to hear more of an explanation.
Can we also see an 8 to 1 sound test? Im totally confident you could build an 8 to 1
Maybe someday!
This is the second or third time I have heard MMR being brought up in a video in the last month or so. Sounds like it's a sign to go do a documentary on MMR soon. I am partial to the number 4 boom tubes since I am from the MMR area. It would bring back some memories.
A video all about MMR would be excellent. Their innovation and workmanship were top notch. Those cars didn’t sound the same or run the same as anyone else.
@@fourhillsfarmI agree
Defenitly looking forward to hearing all of them!! Loving all the new and different content, awesome job sincerely!!
Outstanding ! Your living my dream with a shop in Mooresville ( Race City USA ) and applying Cup parts to a Street car duty. Good tutorial on the Cup exhaust systems and the #4 is by far the coolest . I remember back in the day Sterling and the 4 car perked everyone's ears up with a sound of their own! I think they won back to back Daytona 500's mid 1990's . I would love to have a Cup X pipe system on my 79 2wd Blazer or the 87 Monte SS Aero Coupe. I ran a Race fan shop here in ICT from 1994 - 2004 , I still have a bunch of left over goodies. Some where I have a Allison / Miller Buick Tee shirt ! We may need to talk ?
Love the great info, get as technical as you want, I’m listening.built one set for my boss 302 and it sounds awesome. The compression ratio makes a big difference in the sound.
Great way of explaining how the exhaust manifolds work! The original designers that McClure's contracted with may have tried 1st principle fluid dynamics equations to calculate air flow along the entire piping, along with mixing equations. This could have been modeled via computer simulation. By 1987, there were desktops running special arithmetic chips tied to the CPUs to accelarate the math calculations, plus you could set up a bunch of the same desktops to crunch through simulations and let them rip overnight. The CPU's were all overclocked to speed up the number crunching. I am thinking if McClure was using wind tunnels for body design, they were possibly using someone with expert knowledge on fluid dynamics for exhaust design. You are doing a fantastic job diving into all the exhaust set-ups!
Love the channel I’m gen four nascar fan to time line the race I watched flag to flag was one hot night so I truly enjoy seeing someone showing the history of nascar
Yep have to say number 4. The amount of work that people put into just the exhaust is just amazing definitely some clever people out there.
Awesome and very interesting 👍👌😎🇦🇺
#4 for sure, the sound of that wail at high rpm just sends goosebumps up the neck.
Great job explaining all the differences in all the tubes and changes through the years!
Thanks glen!
I'd thing the #4 would be the best for performance OVERALL BUT, (BIG BUT Here) the 'SOUND performance' at the race track, a COMBINED (#1) pointing ALL that Exhaust noise at the crowds at super speedways, BUT LACK overall Efficiency of exhaust gases. BUT for the performance #4 would be the best. We're talking 2 things here - Sounds Performance for the Crowd & Sound FOR enginePerformance - Just My Opinion.
PLUS as always GREAT Information that you've talked about in the past and are NOW clarifying - Thanks as ALWAYS
Thanks man 💪🏻
Really like your videos of boom tube exhaust. Keep em coming. I think the origin of the X pipe was to get the same scavenging effect as 180 degree V8 headers without the nightmare of packaging the primary tubing from one bank of the engine to the other bank. If you look at old pics of V8 naturally aspirated Indy and F1 cars , you'll see that the primary tube of a cylinder that was on its exhaust cycle was paired with a corresponding cylinder that was on valve overlap. This would in effect help scavenge the incoming fuel/air charge for better cylinder filling in hopes of more power. Just wondering if that big flat exhaust pipe has some sort of an aero aid under the car for smoother air flow? Looking forward to more of your videos.
Very interesting video on the boom tubes! Thanks for posting this cool content, and it's appreciated!
I really Enjoy All your videos. This Old School Engineering before computers took over is so interesting
You two have content every die-hard NASCAR fan will enjoy, you got me to sub, and I am spreading the word, THANKS!!!
Thank you Jeff that means a lot to us!
Agree with your analogy on the #4 pipe. If it was prone to cracking and served no purpose being hollow? They would have reintroduced it made from solid pipe,bar stock, or whatever.
Thanks for the education. The Tri-Y is the coolest concept. The GT40 took that concept to the pinnacle, as you showed in your Holman Moody video.