At Cannington Performance we take Custom Exhaust & Repairs seriously so you get the best possible exhaust system for your vehicle.
Your exhaust system is made up of a number of components that contribute to your vehicles overall performance. The noise your exhaust makes can tell you a lot about its general condition.
A loud roar could signify a hole in your exhaust system
A persistent rattle may mean part of the exhaust is loose
A tinkling sound could be a problem with your silencer
Cannington Performance Custom Exhaust & Repairs in Perth, WA can repair your exhaust whether it be a standard replacement or performance.
What System will Best Suit my Car?
When choosing an exhaust system, you should know that size does matter. Some cars perform with small exhausts, some with big exhausts. A common misconception is that the larger the exhaust diameter the better the system. Systems that are too large can actually reduce performance levels with their lack of correct back pressure.
As a general rule, switching to a sports exhaust that is 1/4 inch to 1/2 inch larger than standard will provide the best horsepower gain. Most new vehicles can provide a 10% increase in horsepower with a few changes to the exhaust system. This is due to the internal design of the original mufflers, the number of mufflers and resonators used, pipe diameter, the crushing of the original pipework to clear the body of the vehicle, a restrictive catalytic converter and standard manifolds. These will create horsepower robbing back pressure to your engine.
|For double overhead cam (DOHC) cars||For double overhead cam (DOHC) vehicles it becomes a little trickier. These engines have a raspy note and we recommend that a large resonator and sports muffler be fitted to a 2-inch system. The resonator will create an expansion chamber under your vehicle that will help with the noise level associated with DOHC vehicles.|
|4-cylinder cars||A lot of vehicle owners wish to step up to a 2 ¼ inch sports system for their standard 4-cylinder car. This is not advisable, as it will only create drone in the cabin, particularly in automatics. We would recommend a 2 inch sports system from the catalytic converter back with a sports muffler.|
|V6 cars||For V6 motors a press bent 2 ½ inch system will perform the job well. Depending on your requirements of noise level we would choose from a straight-through muffler, a super turbo muffler or a system with both a muffler and resonator. Installing a muffler and resonator will result in a quieter sports note, still allowing performance gains.|
|V8 cars||For V8 motors there is not one answer to this question. A 253 and a 427 are both V8 motors and would require a completely different exhaust system. Given the motor size, the modifications to the motor, engine swaps, gearbox swaps, vehicle clearance, race or street, fuel tank placement, loud or quiet. The list goes on of questions we will ask to match the correct exhaust system to your vehicle and your requirements. The list of different exhaust systems can be endless, single 2 ½ inch, twin 2 ½ inch, single 3 inch, twin 3 inch, high flow catalytic converters, press bent, mandrel bent and so on. Please call to discuss your needs so we can match the exhaust to your vehicle.|
|Turbo Vehicles||When it comes to exhaust systems for turbo vehicles, there is a large choice. Do you want noise and power or quiet and power? A rule of thumb is a mandrel-bent dump pipe off the back of the turbo will give the biggest power gain and a high catalytic converter will handle the gains with ease. A 3-inch sports system after the catalytic converter will again give power gains with a sports note. You may choose only to have one muffler to gain the note you want. You may ask for a hot dog to be included to help with cabin noise – the choice is endless. In all, we would need to know your requirements to achieve the best exhaust system to suit your car and your needs. We will assess your needs and supply the best possible exhaust system for your vehicle – with a large range of exhausts, we are sure to have the answer.|
When it comes to catalytic converters, Cannington Performance Exhaust use and recommend Magna Flow high flow systems. Their internal design has no lips and does not create turbulence and with a larger surface area of the high flow catalytic offers higher flow rate than standard body catalytic converters. Magna Flow have introduced a stainless steel fire ring within their converters, this holds the core in place and offers far better protection from heat melt down over the standard ring found in other catalytic converters.
Cannington Performance Exhaust does not recommend high-flow catalytic converters for every vehicle. To place a high-flow catalytic converter on a small four cylinder (non turbo) car would be a total waste of effort and money. Your money would be better spent elsewhere on your vehicle.
Cannington Performance use and recommend Pacemaker extractors (headers) whenever possible. Typically, these headers provide a power increase on cars of between 10-25% . Pacemaker does not make headers for every application so we do use other brands such as Lukey, Hitech and Hurricane, to name a few.
Cannington Performance Exhaust have found that with the correct exhaust system fitted to your vehicle, exhaust gasses escape the engine cyliners with greater ease. With less exhaust gas in the cycliner, a greater intake of air/fuel mixture is acheived. When you combine this air induction with a K&N Filter, your vehicle breathes properly and as mentioned the cycliners are empty allowing in more air/fuel mixture on the intake stroke of the engine. With more fuel/air mixture in the cyclinder, you gain more power.
To determine what size system will suit your needs, contact Cannington Performance today.
In creating the power to drive most piston engine vehicles, the engine produces extremely hot exhaust gases, up to 1300 ° C from each cylinder. These gases flow in turn from each cylinder as its exhaust valve opens, into the manifold, which is bolted to the engine’s cylinder head. The exhaust manifold, usually made of cast iron, comprises several individual passageways having one for each exhaust valve’s exhaust port. These individual passageways merge into one, forming the outlet.
The engine pipe connects the exhaust system to the engine via the exhaust manifold. Exhaust gas temperature in the engine can reach over 1000 degrees Celsius when a vehicle is climbing or accelerating hard. Cracks due to fatigue or reduced wall thickness and eventual perforation due to heat erosion are more likely causes of failure in the engine pipe.
The catalytic converter is usually located in the engine pipe in close proximity to the exhaust manifold and is now a compulsory component on all vehicles. It converts harmful pollutants contained in the exhaust gas into harmless emissions. Catalytic converters are designed to provide an extended service life. However correct operation of the converter relies on proper engine tuning, the use of lead free fuel and the appropriate maintenance of the overall exhaust system.
The function of the resonator is to remove exhaust resonance or “boom” at particular engine loads without restricting exhaust gas flow affecting engine performance. Failure of the resonator may be caused by the same conditions that effect the engine pipe. Cracks due to fatigue, or reduced wall thickness and eventual perforation due to heat erosion are more likely causes of failure.
The front muffler is the first component that treats engine-generated sound waves to reduce noise to acceptable levels and ensure correct gas flow through the exhaust system. Most exhaust systems have two mufflers, although some vehicles have up to four. Failure may be caused by fatigue cracking due to severe vibration and aggressive internal corrosion from the condensation of water vapour contained in the exhaust gas forming highly acidic liquid
The intermediate pipe, sometimes called a connector pipe, joins the front muffler to the rear muffler. Corrosion in this component is more aggressive because lower temperatures in this part of the system do not evaporate the acidic condensation as rapidly.
The rear muffler is similar to the front muffler in function, but has different internal construction. This produces the final exhaust note and ensures that noise emissions comply with government legislation. The rear muffler can be positioned either in front or behind the rear suspension.
The tail pipe is an extremely important exhaust system component as it must ensure that the exhaust gas is emitted past the end of the vehicle, preventing exhaust gas entering the luggage compartment and ultimately, the vehicle’s cabin. The current trend is to position the rear muffler toward the end of the traditional tail pipe, behind the rear suspension.
Extractors, also known as headers, are one of the easiest bolt-on accessories you can use to improve an engine’s performance. Its goal is to make it easier for the engine to push the exhaust gases out of the engine cylinders.
There are two main reasons car companies don’t fit extractors as standard. Firstly, vehicles are made to a standard and a cost. The cast iron standard manifold will always be the cheapest way of producing an exhaust manifold. Secondly, cast iron manifolds can be cast into awkward and different shapes to accommodate steering boxes, etc, and can be installed onto the engine along with all the other necessary bolt on components during engine assembly and with the engine still able to be slotted into the body during the vehicle build. Headers however will generally take on a different proportion and often can wind themselves around steering components, etc, which in turn would slow down the vehicle build time process and hence cost.
In most cases, the fuel economy of the engine will improve. This is due to the scavenging effects of an efficient design of headers (more clean air fuel mixture being delivered into the cylinder bore resulting in a more powerful power stroke). Quite simply this means that the engine does not have to work as hard to deliver the same power. The typical way in which fuel economy will decrease is when the increase in engine power changes the driver’s driving habits, pushing the engine harder and therefore using more fuel than normal.
One important thing to note is that extractors do not by nature make an engine sound louder by themselves. The main reason for any exhaust system to increase the sound level is
found in the choice of mufflers.
There are a number of key reasons Cannington Performance Exhaust use and recommend Pacemaker extractors/headers:
Mandrel is a type of bending system allows the tube to be bent, without altering its original shape and size, which in turn enhances flow and appearance.Some header manufacturers do not have access to this system while others mix and match mandrel bends with ordinary press bends. All Pacemaker headers/extractors use mandrel bends
There are two ways pipes can be welded to a flange on a header. The correct way is to have the pipe set through the flange, welded around the top to seal the pipe, mould the pipe to the correct size and shape and then finally, machining off the access. The other way is to simply butt weld the pipe onto the top of the flange. This may seem to be the easiest way of welding pipes to a flange but unfortunately, this means the flange port needs to be cut smaller than the pipe and not necessarily to the right size and shape to match the cylinder head. All Pacemaker headers/extractors use pipes set through the flange, which is another reason why Cannington Performance use and recommend Pacemaker products.
Pacemaker headers haveceramic coatings, which is a thermal skin applied internally and externally to the header. This skin or coat, apart from other properties, consists of ceramic and aluminium. This combination provides very high thermal resistance and is an ideal coating for headers, pistons and other high temperature components. A by-product of ceramic coating is its high lustre or finish, and should increase the life of the product.
These and a multitude of other reasons are why Cannington Performance use Pacemaker products wherever possible.