yeah so it probably looks like this inside:

https://www.miataturbo.net/attachmen...ine=1342902217



http://www.boostedmiata.com/exhaust/exhaust015.jpg

Do you think my beat racing (racing beat) dual exit muffler looks like that??

probably. they are quite N/A mufflers.

I know that, but how much of a restriction do you think this causes in a turbo setup...I like that muffler/ sound. I think Paul uses the same one one his wife's car...or whatever she is.

Ahh... it all makes sense now. Thanks for taking the time to share.

Dual exhaust is great for weighting down the back of the car, lol.

You're asking all these questions because you already know the answer and just don't want to believe it. Staying in denial = spending less moneys.

If you like it and don't want to change it, don't. No one's forcing you to. But don't kid yourself that the difference is small or insignificant.

Exhaust restriction is just killer on a turbo because the turbine operates at a pressure ratio. So, whatever the exhaust restriction is, multiply it by the turbine PR to get what your engine has to pump against. It really is a big deal for power.

My muffler is chambered. Power is down because of that (but still a nice bump over stock). It's relatively quiet with a really nice sound, all burbly and stuff. It's a DD. You make compromises. You just need to find YOUR happy medium somewhere between stock and Faeflora's 5 minute MTBF ("Mean Time Between Failures").

Virtual Dyno got it pretty damn close! 5hp high and 8ft/lbs low. That's with a weight, as you can see, of 2100lbs, which is a very rough estimate. If I put in 2000lbs it gets the hp dead on, I doubt with my stock seats, roll bar, and turbo setup I'm that light.

https://www.miataturbo.net/attachmen...ine=1343113528

P.S. Down payment on Artech 3" exhaust just sent.

Nice! Thanks for the effort to get that done.

Awesome. Subscribed for the "after" dyno.

ARTech full 3" was the very last piece I added to my first setup. Never dyno'd it before I pulled it all off the car, but it was a really BIG kick in the pants, and I had to add a shitload of fuel (VEs increased about 15% when I was done tuning).

I had a tiny IHI turbo from an old BEGi setup, so spool didn't change a lot, but it kept pulling up top which was what I wanted. Broke the tires loose everywhere and commenced to own lightly modded Mustangs once I put on some real rubber.

I litterally blew up a coupler after I added my enthuza exhaust.

I blew my motor. wsup den

Biggest concern right thar.

My car's been great but my whole philosophy with this build is to keep it cheap(er). $500+ in exhaust doesn't quite reflect that, although I did cancel a $200+ track day to buy it.

Hopefully any added power won't require a forged engine. If and when I hit 200hp I'm stopping there.

200rwhp is HPDE/racing-solid on a stock engine, Curly?

Supposedly.

Mine was somewhere around 240whp when it blew.
Don't know if coincidence, but it was the same night I installed full exhaust and stepped up to 12psi. Picked up a big chunk of power before even turning it up to 12


IF you simply add exhaust to your setup and don't raise boost or timing, I think your car will actually run safer. Less backpressure, heat, det, etc. and make more power in the process

I immediately gained 5+ psi (without touching the controller) when I went from stock exhaust diameter to 2.5", so you might want to turn your boost down a bit after the install to prevent bad things from happening :)

Now . . . here is something else that is interesting about this exercise.

Curly's first efforts were directed to the piping immediately around the turbo, i.e., the manifold and the downpipe. Changing these by themselves did not have the expected power gain because of the restriction downstream (to be confirmed).

Turbine pressure ratio multiplication effect is the big deal here. Based upon that, it would appear that the most cost effective exhaust mods should focus on the exhaust from the downpipe on ("after the turbine"). The design of the exhaust manifold itself doesn't have much of an effect because it is not subject to the turbine "multiplier." I suspect all those springing for big, fancy tubular exhaust manifolds are mostly wasting their money, dealing with packaging issues and increasing engine compartment heat. It is not the same thing as exhaust headers on a NA engine . . . there is no scavenging effect when you've plugged up the exhaust with a turbine wheel.

So, sub'd for confirmation (actually, Brain's incredible results are already pretty clear I think).