Originally Posted by Jeff92se

Actually I'm not sure if you will be able to fit without some serious bends. If you choices are ONLY those two, get the 1st one. The X will help with rasp a bit due to it's inherit design.

But if you goal is combat rasp, then I'd get a resonated X pipe. It will do a better job at reducing rasp while not giving up any performance.

Originally Posted by B5I8

Magnaflow makes a resonated x-pipe that would probably be a lot easier to weld in.

http://www.magnaflow.com/02product/d...rtnumber=14386

Originally Posted by Darkness75

is there a redonated stright pipe i can get ? so i can link a resonated pipe to each down-pipe in my TrueDual exhaust ?

am i making any sence to you guys !!!
i`m realy pissed-off coz i bought the wrong exhaust for my needs and i`m trying to fix that (and in my country i couldn`t find any one would like to buy it ... and for now i can`t buy another one )

Originally Posted by Jeff92se

Phreakdout:

While I agree with your assements regarding the sound portion of these items, I disagree with your conclusions about the performance aspects. Hot Rodders have been debating the characteristics of H / X / no crossovers for many years. Although specific applications may differ, the general consensus is that some type of cross over is better than nothing and the X is probably superior to all.
http://www.pontiacstreetperformance....p/exhaust.html

http://www.carcraft.com/techarticles...ion/index.html

There are probably tons more examples but this is what I've found with a quick google.

Originally Posted by T_K

The examples only hold true for cross-plane V8s (90 degree crank). Uneven firing order causes 2 cylinders to fire in succession on the same side, this happens once per side on both banks, during the entire cycle. If the headers/extractors are of standard arrangement, and not a 180 degree header, theres an uneven build up of pressure from bank to bank. Most other crank configurations don't suffer from this effect.

TK

Originally Posted by Jeff92se

Interesting but not sure how it applies here. But do you have a picture of these 180 deg header? I assume the example you are talking about is a pretty rare beast.

Originally Posted by Darkness75

i went to exhaust shop with pic`s of my APS 2.5 and the three magnaflow X-Pipe models to see which one will fit !
and it`s confirm ......non of them will fit and it must be costumed
so i`ll take it to him next week and get it done and i`ll post thread about it before and after with dayno`s
c ya

Originally Posted by kylerumsey

Here is one 4 everyone.my hf cats dont have the mounts for for that "c" bracket that mounts under under the tranny and to the cats.any solutions?is this an easy fix for an exhaust shop? i can feel my shifter shaking sometimes because of this.let me know please.

Originally Posted by T_K

It's definitely not a common part, I don't think there are many of these available if at all. Most are custom made.



TK

Originally Posted by Phreakdout

There's a big misconception about the intended function of the X-Pipe versus the H-Pipe.

The H-Pipe does balance out the pressures and slightly helps start the scavange effect on the next exhaust pulse. But it's most effective use when properly placed and sized is for it's tuning function. Sound waves enter the tube changing to a specific frequency that was found to be a problem. Prehaps a droaning noise at highway speeds. With the correct placement in the system and correct inside diameter, sound waves entering the tub shift to the problem frequency. When like frequencies collide, they cancel.

The power comes from opening up the exhaust. A slight add comes from the scavenge effect but ultimately the H-pipe is to counter the noise from opening up the exhaust.

The X-Pipe on the other hand is more effective in sound cancellation. By forcing the exhaust streams to collide, some sound frequencies are cancelled. (In a much larger range than the H-Pipe.) You would think the two exhaust paths colliding would cause more backpressure. In reality, the exhaust flow mass follows the path down the same side. (Bending around the inside of the X.)

The sound frequencies cross paths of the exhaust. Cancellation of like frequencies occur even though the mass of the exhaust flow hits and deflects into the same side pipe.

This is all assuming WOT condition or near full mass flow rate. At lower flow rate, the X-pipe does make the low frequency idle sound a little irratic. Something desireable in a Mustang or Corvette. But a Cadillac wouldn't care for it.

This is used as a band aid in tuning high performance vehicles to meet the legal pass-by requirements. Something that is difficult to do on a car like the Viper Roadster or Corvette.

The X-pipe idea was tried on the Viper roadster but ultimately they used the H-pipe design. If you've ever seen the OE system on a Viper Roadster, the exhaust exits the headers, enters an un-Godly hot converter that I have seen damage body panels and melt basalt packing back into a crystal solid. It runs down the side of the car into the main muffler and then to the rear axle. Then it turns to the opposite side and hits the H-pipe which is over the axle and exits out before the axle on the opposite side of the car. If it were not for the Pass-By requirements, this would be an easy design.

Designs like this and the birth of the X-pipe all stem from the need to meet the requirement. Again, the X-pipe just allows the exhaust to be opened up more while tuning out undesireable frequencies. It's ability to "add" power is a debate most drawn up by aftermarket marketing managers. Everyone loves a gadget.