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SRT exhaust

7K views 36 replies 7 participants last post by  signore 
#1 ·
I know another stupid question!! Will a 2014 SRT8 exhaust fit a 2015 V6 Limited?? Thanks guys!!:)
 
#7 ·
Lots of folks have changed to cat-back dual stock hemi exhausts.
The SRT stock exhaust will sound and look good on your V6. You'll have to decide if the cost is worth it.
It's basically bolt on. You'll need to add some hangers and swap the lower rear bumper fascia for one with dual cutouts.
 
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#14 · (Edited)
What do dyno numbers have to do with sounding perfect?

I really doubt that there would be much, if any, loss of torque at low RPM. There might even be power gains at high RPM from better flow.
 
#15 ·
I think you misunderstood what SilverBullet was talking about. When.......

signoe states "No torque loss and sounds perfect"
SilverBullet states "Dyno numbers before and after install?"

And SilverBullet is correct. If signoe doesn't have before or after dyno results to compare, how can he/she determine "no torque loss"

And sounds perfect is relative to the individual.

I hope this helps
Michael Plummer
 
#16 ·
What do dyno numbers have to do with sounding perfect?
Nothing.

Those were two separate statements.

I really doubt that there would be much, if any, loss of torque at low RPM. There might even be power gains at high RPM from better flow.
"Better flow" doesn't always equate HP/Torque. It really depends on the application and in this case if there's no dyno numbers to prove the difference that members statement of "no loss of torque" is just a hypothesis.
 
#19 ·
#18 ·
It doesn't much matter since signore already installed the SRT exhaust on his V6, and he's happy!

Michael, the piping after the muffler is a bit larger. I've never heard if the suitcase mufflers are much different from one model to another?

I know that you were mentioning the AR long headers might benefit the hemi. Did you ever pursue it? Ive been looking into them, but they won't mate to my Corsa system. They're designed to mate with stock or their own AR exhaust.

I'm thinking that the Whipple might be the best solution for me ...
 
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#20 · (Edited)
It doesn't much matter since signore already installed the SRT exhaust on his V6, and he's happy! ...
That's all that matters, his/her Jeep and his/her money, they can do whatever they like.

Michael, the piping after the muffler is a bit larger. I've never heard if the suitcase mufflers are much different from one model to another?
Thank you

I know that you were mentioning the AR long headers might benefit the hemi. Did you ever pursue it?
No. I decided to drive my 5.7L for now but I'll either trade or sell my 5.7L for a 2014-2016 Jeep SRT when prices drop a little this winter. But an aftermarket header should make more power.

I'm thinking that the Whipple might be the best solution for me ...
Nice :thumbsup:

Thanks again
Michael Plummer
 
#21 · (Edited)
An OEM designed exhaust system does a couple things really well and they are scavenging, quite down exhaust noise and heat management. So what happens when you have a stock engine and you add a larger diameter exhaust system.

First off, more flow does not equate to more HP especially on a stk. engine. On a stk. engine, a larger diameter exhaust tubing will cool the exhaust pulses making them heavier because they are more denise. If it's heavier, you'll need more power to push in a column of air thru the exhaust that runs the entire length of the truck. This is where you'll see losses in TQ and HP.

So what happens when you mate this bigger cat-back system to your stk. manifolds.......Entropy. Entropy is interpreted as the degree of disorder. The exhaust pulses will not line up as they normally would in a smaller diameter pipe. This may cause issues with velocity in your exhaust system. This in most cases this will cause a reduction in low rpm torque.

The one area that would be beneficial is replacing the exhaust manifolds with an aftermarket header. The aftermarket header will be lighter and it has smoother bends in the tubing. While the stk. header design is heavier and it has short or close bends right after the exhaust exits the engine. This closesness makes it hard for the exhaust to turn thus it will take more HP to move it.

Things to remember, an exhaust system is a system that was DESIGNED to work together. It's always best to stick with one vendor instead of having mis-matched components. Always ask if the vendor or manufacturer if they have before and after dyno information. Granted you'll get the best of the best run and it may be hard to duplicate but it's better than "FLOWS 180% greater than your stk. OEM blah, blah, blah. Flows more means nothing unless you need it.

I could go into more detail but it would be long. I hope this sheds some light.
Michael Plummer
 
#22 ·
Woooooow guys, I have to say, never expected such a big debate over such a light comment.

First of all, if you've driven your Jeep for over 3 years in all conditions and you are such a car enthusiast you've modified your Jeep in several ways, NO, you don't need a dyno to tell if you've lost torque!!! And if you have lost torque in a way you can ONLY tell through dyno numbers... who cares?!?! Hahaha


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#26 ·
Woooooow guys, I have to say, never expected such a big debate over such a light comment.

First of all, if you've driven your Jeep for over 3 years in all conditions and you are such a car enthusiast you've modified your Jeep in several ways, NO, you don't need a dyno to tell if you've lost torque!!! And if you have lost torque in a way you can ONLY tell through dyno numbers... who cares?!?! Hahaha

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You bring up a good point "WHO CARES". When adding or deleting exhaust components the owner may not care if they lost TQ or HP because they are after more exhaust sound. You can't feel a 10-20HP increase from your butt dyno trust me it's very misleading, so people use some means to verify if they have gained or loss HP and TQ. Heck, I've waxed my Mustang and can swear it picked up HP. But back to the topic. Then we have others who may care and forums like this one in my opinion are a great place to learn something or help educate others.

Granted, there will be mis-information but there are others who will post good information with data (dyno numbers or ET times) to support what they are writing about or reporting.

Then we have those who have experience in engine management protocols and engine modifications who are willing to share their knowledge. Seeing that this forum is dedicated to performance, I'm not sure what your beef is.

Thanks
Michael Plummer
 
#27 ·
On the other hand, Michael, very nice explanation and calculations... are you aware the SRT exhaust has an Active Exhaust Valve in each side? That restricts the flow and only opens fully with enough pressure.
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Yes, I'm aware. If the exhaust diameter on the SRT is larger than the exhaust diameter on the 5.7L then I stand by the information I posted above.

Thanks
Michael Plummer
 
#28 ·
I come from a family that has been involved with cars and car racing for more than 3 generations. Representing brands like Subaru in Peru. All engineers. An example of our passion, hand built bolt by bolt, the attached pictures below. That is my beef. Depending on your experience, for example, when racing profesional go karts, you can even tell when you are not fast enough even by the slightest change in tire pressure. I guess it all depends on the sensitivity you developed in life to perceive things in cars for example. Motor vehicle Vehicle Car Muscle car Classic car
Land vehicle Vehicle Car Steering part Steering wheel
Vehicle Engine Car Auto part Motor vehicle



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#33 · (Edited)
I come from a family that has been involved with cars and car racing for more than 3 generations. Representing brands like Subaru in Peru. All engineers. An example of our passion, hand built bolt by bolt, the attached pictures below. That is my beef. Depending on your experience, for example, when racing profesional go karts, you can even tell when you are not fast enough even by the slightest change in tire pressure. I guess it all depends on the sensitivity you developed in life to perceive things in cars for example.[iurl="http://www.jeepgarage.org/attachment.php?attachmentid=144610&d=1500758521"]
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You come from a family of uneducated wrench monkeys is what it sounds like.... it's ****ing science, stop trying to fight it. You lost torque end of story. If you're happy with the exhaust that's fine but Jesus stop feeding people bullshit. Anyone who knows anything about cars clearly knows that what you did without supporting mods and a tune you 100% lost power.

Just be happy with the SRT exhaust that stop talking about the power. You have zero proof to back it up and you sound absolutely ridiculous trying to justify it.
 
#35 ·
Perhaps there is an assumption everyone is missing here. When people mod their cars, it is usually because they are spirited drivers and they are looking for "improvements" while driving under those conditions.

Everyone here has been assuming too many things by saying you gain or lost HP and or TQ. For me it is about spirited driving and my comments go accordingly.

There are different sections of an exhaust; manifold, downpipe/cat, resonator and mufflers. All the scientific explanations everyone is trying to explain here apply differently to the different sections in the exhaust.

Talking about mods after the manifold and downpipe/cat-converter, there is absolutely no doubt that by freeing exhaust gases you gain more hp/tq as you go up the rev line.

Hope this clears any misunderstandings...


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#36 ·
Maybe you didn't read the piece earlier which explained why you are still wrong in your assumption. You seem to be stuck in the 60's. A freer flowing exhaust does not lead to more power and tq. There are so many more factors you just blatantly continue to disregard.


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