Aftermarket Exhaust = No Low End Torque?? - Page 3

Aftermarket Exhaust = No Low End Torque??

This is a discussion on Aftermarket Exhaust = No Low End Torque?? within the F150 Ecoboost Chat forums, part of the F150 Ecoboost Forum category; First thing that comes to mind is the .035" plug gap. With extra (maybe) velocity or different turbulence, you may be blowing out spark at ...

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Thread: Aftermarket Exhaust = No Low End Torque??

  1. #21
    Ecoboost Veteran TCP2's Avatar

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    First thing that comes to mind is the .035" plug gap. With extra (maybe) velocity or different turbulence, you may be blowing out spark at higher boost. Common thinking is to gap them at 0.028" stock or tuned. I would re-gap and see what happens first.
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  2. #22
    Gold Supporting Member snakebitten's Avatar
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    Quote Originally Posted by TCP2 View Post
    First thing that comes to mind is the .035" plug gap. With extra (maybe) velocity or different turbulence, you may be blowing out spark at higher boost. Common thinking is to gap them at 0.028" stock or tuned. I would re-gap and see what happens first.
    I'm surprised nobody jumped on that earlier. I thought to but got distracted.

    That's a big gap to start a fresh set with on these motors for sure.

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  3. #23
    Eco-Beast meaz93's Avatar

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    Too late!-lol> I'm on the Keystone RV Forum from time to time.....and already had a few "discussions" on what a 1/2 ton (Ford F150 Ecoboost) should and should not tow?
    Oh, and those same diesel boys don't and or have not overloaded their rigs?....umm yeah right.
    My advice to them is....go out and test drive one, than get back to me.

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  5. #24
    Ecoboost Pro Mitchf150's Avatar

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    Quote Originally Posted by snakebitten View Post
    I'm surprised nobody jumped on that earlier. I thought to but got distracted.

    That's a big gap to start a fresh set with on these motors for sure.

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    Heck, even with my totally stock rig, I gaped my plugs to .030 on the last 2 plug changes I've done.. I monitor my ODBII sensors now with a Torque Pro app for my phone and have found that even with 3.73 gears and only towing a #5000 TT, it does much better just leaving it in 5th gear while going on level ground... I'll pop it into 6th when coasting or going down a long grade where my speed is not increasing, but for the most part, I'm going to tow my little TT in 5th gear at around 2200 rpms going around 63 mph.. The temps stay lower, the boost stays lower and I get a tad better mpg..

    Power wise, if I need to accelerate to hwy speeds on a hwy on ramp.. NO problem... Just mat it, it goes onto 3rd and revs like crazy, but it's up to 60 mph in an instant and works for me..

    I like how quiet this beast is... I'm an old V8 guy from the Muscle car days and love a good 'ol exhaust tone.. From a V8... But there is just no way to get that from a V6, so I just go with the quiet and low torque power these things have and enjoy..

    Sorry I can't help with your specific mods.... I left the game when they stopped using carbs and points distributers... ha, ha...

    Mitch
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  6. #25
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    Quote Originally Posted by tobyw View Post
    Interesting... I will admit I didn't do a million hours of research on the subject, but I can honestly say I never came across this opinion. Can you elaborate a bit on what the well-known reason is, exactly? Is my suspicion regarding too much exhaust flow/too little backpressure on point?

    You lose low-end torque but gain higher rpm hp. There are plenty of threads and posts on multiple forums regarding this issue.

    https://www.f150ecoboost.net/forum/6...egativity.html
    https://www.f150online.com/forums/ex...-vs-sound.html
    https://www.f150forum.com/f70/best-p...oboost-287813/

    https://www.google.com/search?rlz=1C...60.iS6PNGYSZI4
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    Quote Originally Posted by noodles
    Sometimes, a fool should trust what the wise say, instead of coming out yelling Totally Not True... because you couldn't find it on google. The wise usually know what they are talking about, because of either hands on experience, or maybe they've just been around long enough to know what's what.



    Check out the following threads for most of the questions regarding the F150 Ecoboost:
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    https://www.f150ecoboost.net/forum/6...ts-2015-a.html


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  7. #26
    Ecoboost Regular tobyw's Avatar

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    Quote Originally Posted by milesej05 View Post
    Great stuff there, thank you!

    I'm going to put a call into 5-Star this morning...
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  8. #27
    Ecoboost Regular tobyw's Avatar

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    Just got off the phone with 5-Star. GREAT customer service, talked about several things but the bottom line is they don't think a tune can/will necessarily fix the "mechanical" issues brought about with the larger diameter exhaust path... What they suggested is to remove the MBPR pipe from the collector back to the muffler and reinstall the factory piece, which is not only smaller in diameter but also includes the resonator. They feel this could possibly reintroduce enough backpressure to bring good mechanical balance back to the system, and then we can look into tweaking my tune from there.

    So... Back on the rack she goes!!

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  9. #28
    Ecoboost Master GearHead_1's Avatar

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    I’m interested to see how this turns out for you. We see quite a few members that install exhaust systems and extol the virtues of the new hardware. After all it’s a sizable investment and everyone wants to recognize a performance improvement. We also see a lot of recommendations made to those who are looking for more HP, to avoid installing an exhaust system. These recommendations are often made by those who have never experienced the situation first hand. This all said, we haven’t seen (to my knowledge) anyone who has felt like the exhaust, once installed robbed them of ponies and pulled the exhaust to see if they could rectify the problem. Your’s will be the first and I curious to read your results.
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  10. #29
    Ecoboost Regular Fstrnyou's Avatar

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    FWIW, back pressure is ALWAYS bad. Nothing good comes from backpressure. That is a blanket term wildly thrown around incorrectly.
    Abruptly changing from a 2.5" pipe to a 3" pipe for example could create a reversion pulse wave which could negatively affect performance. Not because you want "backpressure" from the original 2.5"pipe.

    And if you have a pair of 3" downpipes for example, you would want the outlet of the collector to be 4.25" to maintain the same total cross sectional area which would maintain exhaust gas velocity which should minimize any reversion pulses.

    If exhaust tuning is your thing, you can purposefully introduce reversion pulses to actually increase power in a certain rpm range. Stepped headers come to mind. Or 4-2-1 headers as the collector itself will cause reversion pulses and placement of the collector can change how the exhaust pulses react with each other.
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  11. #30
    Eco-Beast mass-hole's Avatar

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    Quote Originally Posted by Fstrnyou View Post
    FWIW, back pressure is ALWAYS bad. Nothing good comes from backpressure. That is a blanket term wildly thrown around incorrectly.
    Abruptly changing from a 2.5" pipe to a 3" pipe for example could create a reversion pulse wave which could negatively affect performance. Not because you want "backpressure" from the original 2.5"pipe.

    And if you have a pair of 3" downpipes for example, you would want the outlet of the collector to be 4.25" to maintain the same total cross sectional area which would maintain exhaust gas velocity which should minimize any reversion pulses.

    If exhaust tuning is your thing, you can purposefully introduce reversion pulses to actually increase power in a certain rpm range. Stepped headers come to mind. Or 4-2-1 headers as the collector itself will cause reversion pulses and placement of the collector can change how the exhaust pulses react with each other.
    With turbos, i would think minimal backpressure is always the best answer, so that preturbine pressure is lower and you can run more wastegate. I cannot possibly imagine how a bigger exhaust, 5ft down from the exit of the turbine(after the stock dp’s and cats) would ever effect performance
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