Got the Turbonetic kit on the Z.. They suggest to keep OEM exhaust and piping.. but We will upgrade all internal and boost things up to 600 hp next year..

Ive searched everywhere and I don't see any manufacturer that make 3" exhaust.

What do you suggest to save headeache..

I was looking at the Invidia Dual exhaust .. too restrictive ??

Let me know.. thank you!

 

many people making dual 3" exhaust for f/i, including myself. here is one link to a review on mine.

https://my350z.com/forum/forced-induction/174811-svrtechnologies-3-dual-exhaust-review-and-pics.html

i also have a sound clip available too. many other reviews and pics on my system. a little search will show all of them.

 

Damn.. $1675 + shipping to canada..

Nothing cheaper around ??

The invidia g200 dual will be too restrictive you think ?

 

actually it is still cheaper than all the other dual 3" systems by the time you buy 3" test pipes too. mine come with the front sections too. but would need to be modded to work with the turbonetics.
a 3" dual isn't mandatory on normal boost levels, but once you go built and 600rwhp, you will need it.

 

I don't think the turbonetics kit would be the most efficient way to getting 600 whp... I think you should be looking to APS Twin turbo or Greddy TT. You'll need a modified Y pipe to get a dual exhaust system to work with the ST.

 

So you tell me, even If I buy the Invidia exhaust system, that I wont be able to install it bolt on.. ?? Isn't a true dual ?

That I need a Y pipe..

Can you point to me exactly what I need..

 

call AAM they have a conversion for the T-netics so that it can use a Trual Dual and they sell a nice TD (I'm getting it) but I don't know if it's in your price range. www.alteredatmosphere.com is the link so check it out and if the conversion isn't on the website then just give them a call 301 330 8835.

 

why not? Stage II TN kit will easily make 600whp.

 

Becuase high power Single turbos have to much lag

 

since when ? and what exact experience do you have on this subject kiddo?

 

1. you have to run high boost pressure to get higher power(15+)
2. the high boost means a high lag time,
3. TTsytem runnin 15psi will boost up faster that a ST runnin 15psi

 

once again, I'm asking you what exact experience you have with this.

What's that? NONE?

Didn't think so.

Doesn't help much that you haven't even listed a large single turbo specifically (size wise) as an example.

So I'd say, shut up, because you're blowing smoke out your ***. Thanks!!

 

Unfortunately he said he has the turbonetics kit on his car now, so that means stage I, and in no way would I expect the stage I kit to hit 600 hp. If that was his goal before he bought the TN kit, and someone said he could hit that HP level, he was sadly mislead.

 

Rarely would I defend Zivman... but he has a TT setup... simple research on this board should show that yes while single turbos have little lag compared to a TT setup, its still there. For the TN stage 1 turbo to even come close to 600whp you'd have to install a bigger turbo, bigger turbo = bigger lag. The stock single turbo itself kicks in at 3200-3500 RPM of boost, if you put a bigger turbo full boost won't kick in till 3800-4000 RPM. A TT setup would be @ full boost in the 2500-3000 RPM, & can hit 500-600 whp without changing turbo sizes.

 

1) this isn't Zivman, this is Zilvia.
2) Zilvia doesn't own a Z, it's his mothers.
3) He's not allowed to drive it.
4) He doesn't have any personal, first hand experience with turbocharged cars like this.
5) I mentioned the TN Stage II. Reading comprehension>you.
6) the TN stage II will make 700whp with ease.
7) No TT setup is at full boost at 2500-3000rpm. I know, because I've got experience riding in a few different TT Z's. The Greddy setup, at 8psi, doesn't hit full boost until AFTER my 8psi turbonetics single does. HUH? Doesn't that blow your theory out of the water? Darn.

 

Lag
A lag is sometimes felt by the driver of a turbocharged vehicle as a delay between pushing on the accelerator pedal and feeling the turbo kick-in. This is symptomatic of the time taken for the exhaust system driving the turbine to come to high pressure and for the turbine rotor to overcome its rotational inertia and reach the speed necessary to supply boost pressure. The directly-driven compressor in a positive-displacement supercharger does not suffer this problem. (Centrifugal superchargers do not build boost at low RPM's like a positive displacement supercharger will). Conversely on light loads or at low rpm a turbocharger supplies less boost and the engine is more efficient than a supercharged engine.

Lag can be reduced by lowering the rotational inertia of the turbine, for example by using lighter parts to allow the spool-up to happen more quickly. Ceramic turbines are a big help in this direction. Unfortunately, their relative fragility limits the maximum boost they can supply. Another way to reduce lag is to change the aspect ratio of the turbine by reducing the diameter and increasing the gas-flow path-length. Increasing the upper-deck air pressure and improving the wastegate response help but there are cost increases and reliability disadvantages that car manufacturers are not happy about. Lag is also reduced by using a precision bearing rather than a fluid bearing, this reduces friction rather than rotational inertia but contributes to faster acceleration of the turbo's rotating assembly.

Another common method of equalizing turbo lag, is to have the turbine wheel "clipped", or to reduce the surface area of the turbine wheel's rotating blades. By clipping a minute portion off the tip of each blade of the turbine wheel, less restriction is imposed upon the escaping exhaust gases. This imparts less impedance onto the flow of exhaust gasses at low rpm, allowing the vehicle to retain more of its low-end torque, but also pushes the effective boost rpm to a slightly higher level. The amount a turbine wheel is and can be clipped is highly application-specific. Turbine clipping is measured and specified in degrees.

Other setups, most notably in V-type engines, utilize two identically-sized but smaller turbos, each fed by a separate set of exhaust streams from the engine. The two smaller turbos produce the same (or more) aggregate amount of boost as a larger single turbo, but since they are smaller they reach their optimal rpm, and thus optimal boost delivery, faster. Such an arrangement of turbos is typically referred to as a "twin turbo" setup.

Some car makers combat lag by using two small turbos (like Toyota, Subaru, Maserati, Mazda, and Audi). A typical arrangement for this is to have one turbo active across the entire rev range of the engine and one coming on-line at higher rpm. Early designs would have one turbocharger active up to a certain rpm, after which both turbochargers are active. Below this rpm, both exhaust and air inlet of the secondary turbo are closed . Being individually smaller they do not suffer from excessive lag and having the second turbo operating at a higher rpm range allows it to get to full rotational speed before it is required. Such combinations are referred to as "sequential turbos". Sequential turbochargers are usually much more complicated than single or twin-turbocharger systems because they require what amounts to three sets of pipes-intake and wastegate pipes for the two turbochargers as well as valves to control the direction of the exhaust gases. An example of this is the current BMW E60 5-Series 535d. Many new diesel engines use this technology to not only eliminate lag but also to reduce fuel consumption and produce cleaner emissions. An example of this would be the Ford Power Stroke engine.

Lag is not to be confused with the boost threshold, however many publications still make this basic mistake. The boost threshold of a turbo system describes the minimum turbo rpm at which the turbo is physically able to supply the requested boost level. Newer turbocharger and engine developments have caused boost thresholds to steadily decline to where day-to-day use feels perfectly natural. Putting your foot down at 1200 engine rpm and having no boost until 2000 engine rpm is an example of boost threshold and not lag.

Race cars often utilise anti-lag to completely eliminate lag at the cost of reduced turbocharger life.

On modern diesel engines, this problem is virtually eliminated by utilising a variable geometry turbocharger. The newly presented Porsche 911 Turbo has eliminated this problem for gasoline engines as well.

LOL

 

You aren't going to want the invidia dual. Search out a 3" or larger single exhaust, or wait for a company like AAM to put out an application of their exhaust for a TN setup. Your downpipe is only 3", so I think that will end up being your limiting factor. Like I said, find a GOOD 3" or 3.5" single and see what you can do with that. the dual setups are going to require custom fabrication to bolt up to the TN down pipe and any time you do custom work, you have questionable results.

 

If you're going to internals etc. Don't do an exhaust now.. Do it when you get everything else put in next year... and fabricate something from scratch.

It's pointless to buy an exhaust now.

If you want an exhaust because you still want to mod with the TN kit etc, look into Nismo/Fuji both are 3" dual tip.

 

First of all did you even read the user's thread? He said he had a Turbonetics kit on his car now, so he has stage I.

Secondly your belief in the TN stage II is disgusting to say the least...
Mia stated in the other thread, its specs is to do 550whp @15 psi with a built bottom end w/8:5:1 compression pistons. Easy 700 whp? You're living in a dream world buddy. You'd probably have to hit 25+ PSI just to even get close to 700 whp, I bet your engine gives before you get there even with it built.

 

Yep, AAM makes their maxflow dual exhaust, i just got it put on my car. Sick looking twin 3 inch exhaust w/ a y pipe for the TN dp