Video Clip of Intimidator Exhaust on the G
#61
06-08-2006, 02:09 PM
I still have yet to see the performance advatage of test-pipes over high-flow cats. Anyone have information on this?
As I've mentioned before, I used to drive a '55 Bel Air with a carb'd 468ci big-block... ...so I owe the enviroment for a few more years. Crawford cats have been just fine for me so far... ...and I know people behind me appreciate the additional exhaust scrubbing.
As I've mentioned before, I used to drive a '55 Bel Air with a carb'd 468ci big-block... ...so I owe the enviroment for a few more years. Crawford cats have been just fine for me so far... ...and I know people behind me appreciate the additional exhaust scrubbing.
#62
06-08-2006, 02:15 PM
Originally Posted by GT-Ron
I still have yet to see the performance advatage of test-pipes over high-flow cats. Anyone have information on this?
As I've mentioned before, I used to drive a '55 Bel Air with a carb'd 468ci big-block... ...so I owe the enviroment for a few more years. Crawford cats have been just fine for me so far... ...and I know people behind me appreciate the additional exhaust scrubbing.
As I've mentioned before, I used to drive a '55 Bel Air with a carb'd 468ci big-block... ...so I owe the enviroment for a few more years. Crawford cats have been just fine for me so far... ...and I know people behind me appreciate the additional exhaust scrubbing.
Flow in general is far better for a resonated testpipe that a cat as there is no blockage whatsoever. I know my car and others perform better as well. The overall may only be a few points higher for testpipes - but they are cheaper as well - the primary advantage.
Rick
#63
06-08-2006, 02:25 PM
Good point about the price. I think Crawford claims about 10-12HP or so. Can't recall for certain.
I know you've done a lot of work on your AT and that you've run some good numbers in the 1/4. Any interest in the CF driveshaft, or would it hurt your 60' enough that you wouldn't consider it?
Still enjoying the shorter gears?
I know you've done a lot of work on your AT and that you've run some good numbers in the 1/4. Any interest in the CF driveshaft, or would it hurt your 60' enough that you wouldn't consider it?
Still enjoying the shorter gears?
#64
06-08-2006, 02:29 PM
Originally Posted by GT-Ron
Good point about the price. I think Crawford claims about 10-12HP or so. Can't recall for certain.
I know you've done a lot of work on your AT and that you've run some good numbers in the 1/4. Any interest in the CF driveshaft, or would it hurt your 60' enough that you wouldn't consider it?
Still enjoying the shorter gears?
I know you've done a lot of work on your AT and that you've run some good numbers in the 1/4. Any interest in the CF driveshaft, or would it hurt your 60' enough that you wouldn't consider it?
Still enjoying the shorter gears?
Drive shaft is a possibility...PM me some info...I'll research.
Love them gears man!!!
Rick
#65
06-08-2006, 04:43 PM
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Originally Posted by GT-Ron
...I know you've done a lot of work on your AT and that you've run some good numbers in the 1/4. Any interest in the CF driveshaft, or would it hurt your 60' enough that you wouldn't consider it?
The only thing I can guess is carbon fiber, but why would that hurt his 60' time? Unless it's because the CF doesn't bend at all and you can't spring out of the hole???
Curious...
#67
06-08-2006, 05:21 PM
_jb - You are correct, I was talking about a carbon-fiber driveshaft... ...which is not currently available for the G. I'm making an assumption about it hurting the 60' time because it should have a similar impact as a lightweight flywheel. With ISM having such a modified AT, it shouldn't be much of negative impact, but I thought I'd ask anyway.
ACPT will make one for the G, but they first need an OEM driveshaft to use as a template. Turnaround would be nearly a month, so sending my OEM driveshaft isn't feasible. I've considered buying an OEM driveshaft ($500 new) and sending it to ACPT. The CF driveshaft alone is about $1200.
FWIW, the CF will provide the typical twist that metal does, but it's memory characteristics will always have it unwind back to the normal spot. Metal driveshafts will eventually have a bit of that twist set in and remain. There are safety benefits to the CF as well as any potential weight savings from the rotating mass.
Sorry to derail the thread.
ACPT will make one for the G, but they first need an OEM driveshaft to use as a template. Turnaround would be nearly a month, so sending my OEM driveshaft isn't feasible. I've considered buying an OEM driveshaft ($500 new) and sending it to ACPT. The CF driveshaft alone is about $1200.
FWIW, the CF will provide the typical twist that metal does, but it's memory characteristics will always have it unwind back to the normal spot. Metal driveshafts will eventually have a bit of that twist set in and remain. There are safety benefits to the CF as well as any potential weight savings from the rotating mass.
Sorry to derail the thread.
#68
06-08-2006, 11:57 PM
#69
06-11-2006, 10:51 AM
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