Stop Saying Car Exhausts Need Back Pressure | Danh Sách nội dung liên quan đến back pressure là gì đúng nhất

Bạn cần làm nội dung liên quan back pressure là gì. Các bạn chuẩn bị những thông tin nói về đến chủ đề bạn thực hiện, Post này chính là dành cho bạn, với một số thông tin, câu hỏi được nêu lên phù hợp nhất cho chủ đề này. Giúp Mọi người có thể thực hiện chủ đề một cách tốt nhất.

Tìm hiểu những Tin Tức về back pressure là gì với Stop Saying Car Exhausts Need Back Pressure Mới Nhất

Ngoài xem những Chia sẻ về back pressure là gì này, bạn có thể xem nhiều chủ đề có ích khác do chúng mình cập nhật ngay đây nhé

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Stop Saying Car Exhausts Need Back Pressure và các hình ảnh liên quan đến nội dung này.

Stop Saying Car Exhausts Need Back Pressure

back pressure là gì và các Bảng Tin có nhắc đến chuyên mục.

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Từ khoá liên quan đến từ khoá back pressure là gì.

#Stop #Car #Exhausts #Pressure.

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Stop Saying Car Exhausts Need Back Pressure.

back pressure là gì.

Rất mong với những TIN TỨC về back pressure là gì này sẽ có giá trị cho bạn. Thật Sự Mong với các tài liệu này sẽ giúp mọi người thực hiện đề tài nhanh nhất và tốt nhất. Cảm ơn bạn rất nhiều.

42 thoughts on “Stop Saying Car Exhausts Need Back Pressure | Danh Sách nội dung liên quan đến back pressure là gì đúng nhất

  1. Eric B. says:

    Thank you for explaining that IC Engines are "air pumps". Why would you wasn't to interrupt that flow with anything but a turbo? Let your engine BREATHE.

  2. Rotor Blade says:

    So if you remove a restrictive muffler you will remove the back pressure caused by the muffler.
    I have searched for my car and some report that the mid rpm torque seems slightly reduced.
    So I if you remove the muffler you will probably modify the length of the exhaust and I understand that you may get unwanted back waves. So with less restriction maybe at high power it could compensate for the back waves but at low rpm the restrictions maybe it’s less important but the back wave is noticeable
    Otherwise, owners say that the reason is it needs a remap. The system is 3 way catalyst. So does it need a remap and if yes why?
    I’m planning to do an exhaust mod basically I’m thinking of a double perforated pipe (engine has 2 banks) right through the muffler box instead so the noise increase is minimal

  3. Levi Lemke says:

    2cycle/piston ported engines need back pressure at a very specific time in order to run at maximum efficiency as it will actually push fuel/air back into the cylinder as compression starts. Anything with actual valves can run fine without but the back pressure can help smooth out the exhaust tones making the engine sound better

  4. Derek from Tauranga says:

    I remember when I used to do club circuit racing events back in the 70’s in my 1600 Escort Mexico rally car. I would take off the full length rally exhaust and fit a shortened exhaust from the headers with a straight pipe that exited out the side just in front of the rear wheels. It had more power, lot more noise and torque down lower in the revs but seemed a bit flat at full 6500rpm rev limiter. The full system felt smoother over the full rev range.
    I’m sure a naturally aspirated car exhaust size and length is a lot more critical than a turbo or supercharged system. The cylinder pressure is so much higher so the exhaust gas gets pumped out at a high pressure.

  5. Glowie says:

    what if they build a reverse turbo installed at the exhaust? would that increase performance even more? thing is the impeller would neet to produce vacuum bigger than the engine's pressure

  6. mungtor says:

    It seems to me that it's really just a bit of confusing cause and effect. The real takeaway here is that exhausts need to be tuned for an appropriate flow velocity, and back pressure is a side effect of achieving that requirement. So you don't need back pressure for it's own sake, but trying to reduce back pressure can have a negative effect on velocity – hence the "you need some back pressure" statement. So you don't need it, but a well tuned exhaust will have it.

  7. Simon Bertioli says:

    Hence megaphones on older racing bikes, bit like a venturi.
    Pressure in the, then reaching the exit enlarged helps draw out the burnt gases..
    Well that was in the 50s..
    l think the police did not know what, 'excessive noise' was…or today, 'noise pollution'..
    We all had noise…on our bikes…Great days..😂👍
    Good video…would like to know a bit more…..please👍

  8. Greg Lyle says:

    This has been a myth since I was learning racing in the 1970s. "You gotta have some back pressure to make maximum power!" I never bought that BS. There are several reasons to alter header length and diameter but none of them involve creating more back pressure. Back pressure KILLS power and it is pretty simple to understand why. This guy does a pretty good job explaining what it took HOT ROD magazine entire articles to explain. You never want to create BACK PRESSURE when designing an exhaust system. There are many changes that can be made to an exhaust system that will improve performance but creating back pressure is not one of them. HOT ROD and CIRCLE TRACK magazines were repeatably clear on this point and had dyno data to back it up. Know very little racers insisted "You gotta have some back pressure!" WRONG!

  9. Scott Morgan says:

    If you eliminate backpressure, you lose low-end (pre 3000 rpm) efficiency in engines without variable cam timing. Anyone can see this when they put a larger exhaust on their car that loses torque.

    No pack pressure makes peak hp numbers higher, with less power in low rpm. Otherwise, everyone could put 5" exhaust on their rides with a Freightliner muffler and always have max power available all the time.

    It is a fact of life and physics. I thought this guy was good until this video…

  10. 808 Big Island says:

    He is talking about a possible 2hp gain on a 1.5l Miata. The solution is an SBC AC Cobra with headers and short, open sidepipes. Fun starts at 400hp/900kg. Removing 10kg of carpet in his Miata gives better performance than the superheavy 2000$ stainless steel exhaust in an underpowered and overweight Japanese commuter.

  11. professionalantagonist says:

    Not quite right, maybe if you had a better understanding. Though you are correct , it is not “back pressure” that is being created by mufflers and other devices, but resistance to exhaust flow. What you are trying to prevent is the revision pulse from meeting the exhaust valve when it opens. The revision pulse is from the column of exhaust racing out the pipe, pulling a vacuum for an instant, then that vacuum pulling that column of exhaust back into the pipe, creating pressure wave at the valve. The idea of creating “back pressure”, or resistance to exhaust flow, is to slow the exhaust gasses escaping, so that the vacuum pulled at the valve will last for a longer period of time, thereby making a vacuum at the exhaust valve available to scavenge the cylinder over a wider range of rpm. “Back pressure” hurts maximum power, but that maximum power will only be at one specific rpm, “back pressure’” or resistance to flow, helps to produce better power over a wide range of rpm’s , making a car more drivable.

  12. JR Smith says:

    In my experience I ran a truck with no back pressure correct diameter straight piped. One thing you missed was how the back pressure pulse affect piston rings. Unless you have a turbo(which produces back pressure).

  13. David Luger says:

    Only one number on the board, very easy to understand and learn new stuff.
    Does anyone out there know if vacuum pumps are used on car exhaust system pipes?
    Question 2: do any engines push fresh air into the combustion chamber
    at the end of the exhaust stroke to help clean it out?

  14. Mike S says:

    I was taught you need backpressure, what they meant was too large an exhaust will not improve performance. 3 years late to the party but is it semantics? We also read about resonance yet different terms are used here.

  15. Justin Miller says:

    This is all true. You don't NEED back pressure, unfortunately, it's something you have to have, not for the engine, but for laws. Most states in the US require intact and functional catalytic converters and mufflers, which are points of restriction that create back pressure. Higher flow equipment is available to help alleviate this issue and, with a good setup that helps promote better scavenging, that can help even more, but then it's a question of a given locations emission laws and whether a particular setup complies or not

  16. Donald Hess says:

    You get a shock wave with a p0/p1 ratio at about .52. that's certainly something you want to avoid. So the lesson is try to cool that exhaust as much as possible before it hits atmosphere. Pressure drop can be modulated by expanding the exhaust size and channeling it though passages to even out and cancel sound waves. P0 = P1 + .5pV*V

  17. Mike O'Neil says:

    I may be wrong, but isn't tube length also designed to help timing of exhaust pulses. make sure cylinder 1 negative pressure helps pull cylinder 2 exhaust and make sure two pulses don't meet at collector at the same time?

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