CAI for R-Spec

[forzza1]

The drone is bad. I don't have a full catback, but replaced the stock mufflers with Magnaflows. I think the 8 speed and the low RPM it keeps the motor at makes it worse. It isn't an unpleasant sound, but it can be extremely loud at low RPM's under load. The lower the RPM the louder it gets. On the other hand at freeway speeds around 80 MPH it isn't as bad. Around town when behind slow pokes it can get very loud and uncontrolable unless you keep it in a lower gear manually. It is the worse between 1000 and 2000 rpms which is where this tranny likes to keep it for MPG's. Somebody did mention that if you remove the resonators it will not be as droney, but my guess is it would be very raspy. It sounds wonderful when under full throttle!

Does Magnaflow make mufflers for our cars?

 

[scottdk]

Does Magnaflow make mufflers for our cars?

They make a catback system specifically for the Genesis 2009-2011, although I would think it would work on the 2012 if you cut off the tips since the Genesis has the built in tips.

I put together an exhaust setup prior to any company making a system for the Genesis, and I purchased 2 magnaflow universal mufflers and tips. See my YouTube link in my signature if you're interested.....

 

[Holdmeback]

Does Magnaflow make mufflers for our cars?

They don't make them specifically for our car, but a good muffler shop can take a universal muffler and make it work. Mine actually used the same tips and it looks completely stock. I think Scott did something similar to what I did. I need to take video and post it up so we can compare.

 

[forzza1]

Dynomax claims to make drone-free catbacks, I do not think they make anything for our cars, I'll have to do some research
Question: what is the purpose of resonators?

 

[krazyfiend]

Sorry to interject into this discussion and bring it full-circle back to the OP's subj matter/following Rey's tutorial...I'm usually not one to argue semantics, but...

Quick question, in my prior sport cars... options like what Rey put together and what I see from Abel as another option-- are these not really DIY 'Short Ram Intakes' aka SRI's?

SRI's...basically tubing coming off Throttle Body .. a place to plug in the MAS, if applicable, and then an end joint to connect a cone filter (I prefer dry one's..I believe in the stmts in the thread against oil treated filters) that will be placed usually where the stock airbox was removed (sometimes the stock snorkle or inlet air tube stays, the one that runs down into the fender to collect fresh air at some inlet point in the bumper/fender). For example, Takeda SRI's.

CAI's are basically the same thing as SRI's to me, but the tubing is meant to go beyond the engine bay where exuded heat after the motor gets up to temp is not a factor. CAI's go into the fender, replacing the stock air intake ducting and places the filter in an area behind the bumper/fender that promotes more fresh air, more true gains (as slight as they might be) and holds those gains even while the engine is up to temp. The problem w/ CAI's is usually in areas prone to precipitation/flooding is that there is the possibility or 'sucking' water in through the intake and leading to some nasty engine issues if that water makes it way through the throttle body, hence why additional bypass valves are offered from CAI manufacturers like AEM.

I understand..some cold air still makes it up that ducting to the cone filter (but from what I read..that ducting is pretty reliant on the air box that is removed, in terms of mounting--I don't want to really duct tape that into place..lol)

So, is what people have been fashioning currently, where the cone or oval filter truly a SRI .. or is the status quo on DIY tubing/intake creation as well as the Abel option accepted as what is the only possibility because its too tight of a fit down in the fender to where the air intake tube begins to develop a true CAI for the Genesis (in particular the R-spec/5.0) ?

In the end, I guess sticking w/ just the MSA cat deletes and turning ESC off (less nanny mode) and all the way off w/ the fuse switch option sounds like it will be plenty to tear up lots of 19" rubber. Granted..the sound from a SRI (considered an engine bay 'noise maker' prone to heat soak by some) off a beefy 5.0 V8 I'm sure is a sweet symphony to the ears of the owner.

 

[jnc2000]

Exhausts have to be tuned. You must maintain back pressure while correctly scavenging (pulling) exhaust gasses from the headers. With each stroke of the piston the exhaust valves are opened and hot gasses pour out through the headers into your primary cats. From there they go to the secondary cats (if they are still there) - continue on to the resonator and onto the muffler before exiting through the tailpipe. Through careful tuning of the headers resonators and mufflers [including pipe diameter] peak power is delivered, with the tuned exhaust note specific to each OEM.

Yes this is a dumbed down answer... but I'm considering the audience. It's quite evident by the basic questions being asked here there seems to be a lack of mechanical knowledge in the first place.

My further two cents... your motor is an air pump. If you want more power you must be willing to take the risks associated with stepping outside the "safe margin". Simply slapping on an intake and a pair of mufflers might be ok in the Honda world but there are number of things you can do on an NA platform to build power. Risk = Failure. You must be willing to break parts, try, learn, and fail along the way to succeed. I'm not trying to be mean... and yes there are no wrong questions - but sometimes a quick search on Google will yield hours of learning opportunity and save you money in the long run.

 

[OneFunGenesis]

Dynomax claims to make drone-free catbacks, I do not think they make anything for our cars, I'll have to do some research
Question: what is the purpose of resonators?

Resonators act like a glass pack muffler in the middle of the exhaust system. They exist to remove raspiness and higher end sounds from the exhaust. Typically, resonators reduce or eliminate in-cabin drone/sound. The bigger the resonator (typically) the quieter the exhaust.

 

[newman]

And what was this:



If you don't want to take the facts I posted seriously , it is your loss-------not mine.

Sorry, been away for awhile. What was my comment? Humor (or at least an attempt).

I am not looking for a fight but rather an exchange of information. I fully stipulate that I am not an engineer nor do I play one on TV. I do find that I am getting 1-2 MPG more efficiency since changing my air intake. On the same route, at the same speed (with cruise control). While I am ready to concede that this is not due to my change of air intake I would like to know the cause.

In doing some cursory research online one thing that I noticed is that Diesel engines have no throttle. And in Diesel engines efficiency is improved with more air flow. The R-Spec, being a GDI engine, seems to operate more like a diesel in this respect. Or at least to my untrained perspective. GDI engines still monitor and adjust fuel input and air input but they seem to be independent systems rather than being mixed in an intake manifold using the air throttle (air and fuel don't mix in a GDI engine until they both reach the cylinder).

I would love to hear from anyone if this might have something to do with the results that I am seeing.

Cheers,
Newman

 

[427435]

Sorry, been away for awhile. What was my comment? Humor (or at least an attempt).

I am not looking for a fight but rather an exchange of information. I fully stipulate that I am not an engineer nor do I play one on TV. I do find that I am getting 1-2 MPG more efficiency since changing my air intake. On the same route, at the same speed (with cruise control). While I am ready to concede that this is not due to my change of air intake I would like to know the cause.

In doing some cursory research online one thing that I noticed is that Diesel engines have no throttle. And in Diesel engines efficiency is improved with more air flow. The R-Spec, being a GDI engine, seems to operate more like a diesel in this respect. Or at least to my untrained perspective. GDI engines still monitor and adjust fuel input and air input but they seem to be independent systems rather than being mixed in an intake manifold using the air throttle (air and fuel don't mix in a GDI engine until they both reach the cylinder).

I would love to hear from anyone if this might have something to do with the results that I am seeing.

Cheers,
Newman

In another life, I was the chief engineer for a company that made logging equipment. Our engines came from Cat, Cummins, Detroit Diesel, and Deere. A diesel engine has a surplus of air for its rated hp (partly due to emission standards). Adding more air to these engines would have had little or no affect on hp or efficiency. Indeed, the surplus of air can be demonstrated by modifying the injection pump to inject more fuel. Even on naturally aspirated diesels (rare these days), some gain in hp is usually observed.

While the 5.0 is direct injected like modern diesels, it still needs a spark plug to fire. The compression ratio is not enough to fire the combustion.

Being direct injected doesn't change the integration of the fuel system with the air intake system and its various sensors. Only the fuel that can be efficiently burned for the conditions of air temp, mass air flow, and engine temp is injected. At WOT, some of the efficiency may be sacrificed for peak power, however.

By the way, the engine manufacturers, that we bought engines from, would send in an engineer to review our installation of "their" engine before production engines would be shipped to us. They would have laughed themselves silly if we had proposed an oil wetted air filter instead a "paper" element air filter of known flow and filtering capabilities.

Here's a picture of one of our machines:

 

[newman]

...
While the 5.0 is direct injected like modern diesels, it still needs a spark plug to fire. The compression ratio is not enough to fire the combustion.

Being direct injected doesn't change the integration of the fuel system with the air intake system and its various sensors. Only the fuel that can be efficiently burned for the conditions of air temp, mass air flow, and engine temp is injected. At WOT, some of the efficiency may be sacrificed for peak power, however.
...

Hey Mark - Thanks for the insight. Much appreciated. I am definitely a learner in this area.

Cheers,
Newman

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