JUST FINISH MY HEADERS;;
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Junior Member
Joined: Apr 2008
Posts: 19
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From: taiwan
W203 C32AMG T-MODEL&w202 c230kompressor
JUST FINISH MY HEADERS;;
THIS IS THE HEADER I'L BEEN LOOKING FOR
!!finally its been done equal length
headers!!!awsome!!sharing with u!!!!! exh temp make lots of difference!!
i were using stock header without cat(4 total) in full load temp can reach up to app 900~1000 degress!!!now no more then 500 degress i were shock(the sensor its in the same same position as always!!!
)
!!finally its been done equal lengthheaders!!!awsome!!sharing with u!!!!! exh temp make lots of difference!!
i were using stock header without cat(4 total) in full load temp can reach up to app 900~1000 degress!!!now no more then 500 degress i were shock(the sensor its in the same same position as always!!!
)
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Joined: Jan 2007
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From: San Diego
MB
THIS IS THE HEADER I'L BEEN LOOKING FOR!!finally its been done equal length
headers!!!awsome!!sharing with u!!!!! exh temp make lots of difference!!
i were using stock header without cat(4 total) in full load temp can reach up to app 900~1000 degress!!!now no more then 500 degress i were shock(the sensor its in the same same position as always!!!)
!!finally its been done equal lengthheaders!!!awsome!!sharing with u!!!!! exh temp make lots of difference!!
i were using stock header without cat(4 total) in full load temp can reach up to app 900~1000 degress!!!now no more then 500 degress i were shock(the sensor its in the same same position as always!!!
)
MBWorld Fanatic!
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From: Philadelphia, PA
2008 A8L, 2002 996TT X50, 2009 X5
That entire exhaust system looks amazing... no cats at all though, so that wouldn't work here in PA (we have annual safety and emissions inspections) 
MBWorld Fanatic!
Joined: Apr 2005
Posts: 3,784
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From: SCV SoCal
2002 CLK430
I think he means external tubing temperature. No one intentionally tries to cool the exhaust itself. That’s because the cooler exhaust is, the more dense it is, and the slower it moves. Slower exhaust velocity reduces scavenging, and increased scavenging is what exhaust design is all about.
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Joined: Sep 2006
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From: So Cal
CLK Cabrio
what company makes the resonator and the rear muffler you are using? the whole system looks incredible i wish i had the skills to do that! i am going to take a welding class this summer.
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1996 C36 AMG
Two words: MANDREL BENDER
haha, jees, there are so many welds I can't even count them, they could have saved alot of hassle by just using a mandrel bender. Anyways excellent job, quality is definitely impressive, thats definitely a pricey setup and not for 90% of the drivers out there but very nice for the extreme performance enthusiast.
haha, jees, there are so many welds I can't even count them, they could have saved alot of hassle by just using a mandrel bender. Anyways excellent job, quality is definitely impressive, thats definitely a pricey setup and not for 90% of the drivers out there but very nice for the extreme performance enthusiast.
Thread Starter
Junior Member
Joined: Apr 2008
Posts: 19
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From: taiwan
W203 C32AMG T-MODEL&w202 c230kompressor
yaya me personally really digging with the welding coz its feeling hot
& sporty wanna push it no doubt!!!totally differ from the bender(but the fact its bender just can't provide the exact angle u want so doing by the old school way its the only solution!) the setting of my exhaust headers as att pics using 42.7mm tube---mid section 63mm------rear section 76mm, the muffller its striaght 2 piping out!!! with out any cat & disable the rear O2 signal!!!no immo problems!!(its fully custom made by the pros head to end!!!!)
as the ext temp i using DEFI to monitor it, its good to know that the temps during the fullload range!!!onece i got more develop pic from the pro i will post it asap,, so every knows!! an good stuff trying to share!!!!!!everyone cares the dyno run result the thing i know its take off the cat it can gian 15~20hp+ more so with its setting now should be more!!!i will do an run & let see how it rolls hahaha
Super Member
Joined: Mar 2008
Posts: 695
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From: Delran, NJ
05 C55
nice work!! grind it all down and Jet Hot it. youll keep the underhood temps down, and it will look VERY nice.
ot: Daniel, is that an Akita in your sig pic?
ot: Daniel, is that an Akita in your sig pic?
THIS IS THE HEADER I'L BEEN LOOKING FOR!!finally its been done equal length
headers!!!awsome!!sharing with u!!!!! exh temp make lots of difference!!
i were using stock header without cat(4 total) in full load temp can reach up to app 900~1000 degress!!!now no more then 500 degress i were shock(the sensor its in the same same position as always!!!)
!!finally its been done equal lengthheaders!!!awsome!!sharing with u!!!!! exh temp make lots of difference!!
i were using stock header without cat(4 total) in full load temp can reach up to app 900~1000 degress!!!now no more then 500 degress i were shock(the sensor its in the same same position as always!!!
)Last edited by mkonei; May 31, 2008 at 07:48 AM.
Super Member
Joined: Mar 2008
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From: Delran, NJ
05 C55
he is using using egt to tune it. rich/lean, advanced/retarded all affect egt. high exhaust gas temps melt parts. this was more popular method of tuning before wideband o2's were so inexpensive, and there wasnt a dynojet on every corner.
I think he means external tubing temperature. No one intentionally tries to cool the exhaust itself. That’s because the cooler exhaust is, the more dense it is, and the slower it moves. Slower exhaust velocity reduces scavenging, and increased scavenging is what exhaust design is all about.
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Joined: Apr 2005
Posts: 3,784
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From: SCV SoCal
2002 CLK430
Also, I've owned several rotaries. Rotaries have much higher exhaust temperatures than their piston engined counterparts. It's common for a rotary to produce an 1800˚F exhaust temp. Nothing melts. What would melt on a street driven piston engine?
Super Member
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From: Delran, NJ
05 C55
http://www.sdsefi.com/techegt.htm
first piece i googled. its not meant to be an all encompassing method to tune, just an aid. rotaries are a totally different game all together.
first piece i googled. its not meant to be an all encompassing method to tune, just an aid. rotaries are a totally different game all together.
I'd like to know a little more about this. How can someone tune an engine with an EGT? How does one determine what the *right* temperature is? If I retard the timing, the EGT will increase. Advancing timing will lower EGT. However, that doesn't tell me which timing change results in a higher power level. Changes in the A/F ratio affect EGT as well. Without a different measurement tool, such as a dyno or a qtr mile trap speed, how would I know what is better?
Also, I've owned several rotaries. Rotaries have much higher exhaust temperatures than their piston engined counterparts. It's common for a rotary to produce an 1800˚F exhaust temp. Nothing melts. What would melt on a street driven piston engine?
Also, I've owned several rotaries. Rotaries have much higher exhaust temperatures than their piston engined counterparts. It's common for a rotary to produce an 1800˚F exhaust temp. Nothing melts. What would melt on a street driven piston engine?
