wanted to know if the dual muffler canister plays a big part in the exhaust design. wondering if they can do a single canister like stock. would it affect the expel of exhuast gases by much of it was onverted to a single less restrictive muffler like stock?

something for FI to answer

 

Take a look around. If I remember correctly Stillen has a single canister like stock.

Any particular reason you want that? Not that I am an expert by any stretch of the imagination but I understand that a dual system is better than a single canister system.

Can anyone back me up on that or am I mistaken?

 

If you want that design.. go with STILLEN it wont be a FI exhaust if its not the way theirs is now.. lol Any reason you want that design? I know FI went through extensive research to come up with the best power making set up and this is what they ended up with...

 

i never said i wanted it. i'm not modding my G37. been there, done that with the 350Z. it's a question after i was inspecting both stock and FI set ups...

don't you want to know WHY they went dual canister instead of single? i would think most of the exhaust benifits are from the larger diameter and the lessening of bends of the piping and not the muffler...again, i can be wrong...hence...the question.

 

sounds like you already know the answer.....Less bends = better flow = better power gains.....hence F.I exhaust > Stillen exhaust for life.

 

Stillen is not one Canister. Its 2 mufflers there just next to each other......

 

they have less bends which is why they produce more HP from their site compared to others. looks wise , sick ness

call them up they may surprise you

 

i know part of it, but not all....hence the question


right. it's dual pipes that lead to two canisters one after the other. just like how i had it on my Z. i wonder if the 90 degree bends to the canisters hurt it a little though.

 

There is no best design for an exhaust. It is possible to accomplish the same result in many different ways. From a performance aspect, you are looking to reduce the pressure drop while retaining the exhaust velocity at low rpm. Low pressure drop = max peak rpm HP, while good low rpm exhaust velocity scavenges the cylinders, keeping up the TQ. It all just fluid dynamics and resonance tuning. The exhaust gases don't know or care how many pipes. The only other tuning aspect is sound, which is the tough one. Ideally low pitch rumble at low to mid rpm, F1 shriek at high rpm and no droning at highway cruise.