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Extractors 

 

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 Post subject: extractors
Posted: Thu Dec 13, 2007 5:18 pm 
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yeah have made extractors before but for sigmas. They were with 75cc's off being tuned lenths. To me thats what I class as semi tuned thats what I use as max tolerance. I plan to do 6-3-1 or 6-2-1 don't know yet. This is my first time with 6 cylinders so new to me.

What size outlet should I put on as the out 3" or 2.5"??

all info will make a batter final product. If there is anyone in brisbane who has a set of just stock extractors I could get measurements off of make my life easier.
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Posted: Fri Dec 14, 2007 12:56 pm 
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just found this on ebay might give people a good idea of them

http://cgi.ebay.com.au/Falcon-EA-AU-6-C ... dZViewItem

 

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Posted: Fri Dec 14, 2007 1:01 pm 
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i wonder how long they would stay shiny for?

i know the stainless exhuast tips i got are going yellow, so imagine how stainless would go when its so close to the head
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Posted: Fri Dec 14, 2007 1:23 pm 
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Blue and purple really close to the head.
Looks kind of awesome actually.
They can still be polished up to a shine, they just have blue, purple and brown patches of discolouration through them.

 

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Posted: Fri Dec 14, 2007 1:53 pm 
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just hope they dont turn out like my polished (mild steel) headers :)

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Posted: Fri Dec 14, 2007 3:09 pm 
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FordFairmont wrote:
just hope they dont turn out like my polished (mild steel) headers :)

Image


I actualy like the look of those headers

 

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 Post subject: extractors
Posted: Fri Dec 14, 2007 4:27 pm 
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I dont know what they go like on a car only ever sold the stainless extractors on ebay.

Some one have a set on their car to pass on the info??
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Posted: Sun Dec 16, 2007 12:35 pm 
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They look like that, those are X-Force stainless ones, after I'd just hit them with some autosol.

This one is in the car, not long after I first got them in my old ED.
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Posted: Sun Dec 16, 2007 2:01 pm 
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FordFairmont wrote:
just hope they dont turn out like my polished (mild steel) headers :)

Image


Are they X-force extractors?? My X-force ones look the same and have fone that colour.. i reckon its kinda cool! haha :)
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Posted: Sun Dec 16, 2007 2:10 pm 
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lol no theyre motivator headers, mild steel that i sanded back and polished.

This is what they looked like BEFORE i sealed it with a "1600F clear coat". Needless to say, the rainbow colour only lasted a week before it flaked off....

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 Post subject: extractors
Posted: Thu Dec 27, 2007 11:15 am 
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All the extractors i have seen on here haven't been tuned length extractors. They seem to be alot more expensive it seems. If silly pda would let me on ebay i would find one like i want to build. Hope yas all had a good christmas and going to have a good new years.
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Posted: Thu Dec 27, 2007 11:37 am 
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From what i have been told from my exhaust shop when i got mine done was that the tuned length extractors are good for top-end (racing and boosted applications ) but the standard ones have got better low-down and mid-range which is suited to your street type application.

 

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Posted: Thu Dec 27, 2007 7:38 pm 
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From what i have been told from my exhaust shop when i got mine done was that the tuned length extractors are good for top-end (racing and boosted applications ) but the standard ones have got better low-down and mid-range which is suited to your street type application.

 

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 Post subject: extractors
Posted: Fri Dec 28, 2007 9:32 am 
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yes that's correct a tuned system will be mainly good for high end hp. I can build the standard ones if people rather those for an equivalent stainless tuned system from a few shops down here don't know models of exhausts cost round 700. Mainly due to fact only used on race engines
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Posted: Fri Dec 28, 2007 11:09 am 
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I recall from looking into this years ago you design your extractors to operate most effectively at a desired RPM with a particular valve timing. The better they work at that RPM the more sharply they drop off in performance as the revs go above or below it.
The so called comp pipes will be optimised for some high RPM where the engine can develop maximum power - output will be maximised but it will be peaky.
Another option is to design for efficiency and target the (say)1500 to 2500 RPM band where the I6 motors spend most of their time (well mine anyway) in normal driving and now the idea is best economy cruising and power when you have your foot down. The same principles apply to inlet gas flows as well. Fords BBM inlet manifold cleverly tries to work in both modes by changing effective length at is it 2700 RPM.
That said companies with a lot of time to experiment and experience on the dyno etc. have some proven designs on the market. Why not copy them?
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