ekzos myvi manual
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ekzos myvi manualClick here for solutions. But at the rear no need to put any muffler la. Just put a pipe there.exhaust sound garang abit Wanna do a complete exhaust system for your car. Proven exhaust systems from drag to track racing Just put a pipe there.exhaust sound garang abit Wanna do a complete exhaust system for your car. Proven exhaust systems from drag to track racing har?? u means the rear there cannot put muffler.?? then is it like stock rear car??? hmm. i'm keeping money for exhaust modification.Can put but then your car will use 3 boxes la.a little too quiet Like my Satria 1.8 mivec, I'm running on a stock GTi extractor, 2 inch pipe, 2 midbox and 2 inch pipe all the way to the back. While idling, car damn quiet wei haha but once mivec opens, the sound This setup is done by Exss Work.gained whp and torque, dyno proven His pricing might shock you abit.but his workmanship damn chun. Give him a call for pricing OEM means factory fitted while aftermarket means modified Best setup that I found out is 1.7 inches This post has been edited by egiewan: Aug 3 2009, 12:01 AM When wanna go sepang tracking again? But for turbo, no point edy haha When wanna go sepang tracking again.Where got sifu.me also learn from exhaust specialist one Your leaking since last year wei.ape cerita? Sepang track getting cold wei haha.To get the car going, you need to really gun the car to move because if there is not enough backpressure. Backpressure is needed but not too much.if too much, your top end will feel 'sangkut' coz exhaust is blocked too much. It's a gamble to mod exhaust.some setup might work and some might not The MyVi that followed my setup sounds pretty sporty. Your garang and my garang maybe different maa haha. My fren's drag Waja exhaust until the middle only.now that is my garang LOL This post has been edited by egiewan: Aug 4 2009, 08:33 PM Sounds bullshit, crap rite. Tell you what, I was in the car while it was doing that speed If you guys wanna do your exhaust system.http://petpetmates.com/files/editor/danby-designer-portable-air-conditioner-manual.xml
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can do at my sifu's place in setapak called EXSS WORK. His number is 0123085152-shahrom. I've done all my exhaust systems with him for my evo and track spec Satria. Damn satisfied This post has been edited by egiewan: Aug 8 2009, 11:32 PM Tell you what, I was in the car while it was doing that speed If you guys wanna do your exhaust system.can do at my sifu's place in setapak called EXSS WORK. His number is 0123602861-shahrom. I've done all my exhaust systems with him for my evo and track spec Satria. Damn satisfied thanks sifu copy and save Tell you what, I was in the car while it was doing that speed If you guys wanna do your exhaust system.can do at my sifu's place in setapak called EXSS WORK. His number is 0123085152-shahrom. I've done all my exhaust systems with him for my evo and track spec Satria. Damn satisfied 3rd gear 180kmh.Muffler use chambered type la Compression was leaking between cylinder 2 and 3 but I dunno. Top speed can only reach 160kph. So I tried the current setup.even with my compression leaking, my car went beyond 180kph. 5th gear less den half throttle only This post has been edited by egiewan: Aug 9 2009, 01:05 AM You can always get other mid box if you find his stuff expensive.essentially, youre paying more for his concept Not to say straight flow is not good.its more suited for racing only. Coz at the tracks you hantam, then corner, hantam again, corner again. We are using on the road car.instead of the tracks, we hantam on the highway.constant top speed and we need more low end torque for stop and go. If you go there, I'm sure he explained to you everything.pay more attention next time hehehe I dunno lah bro.so many people dun agree with with shahrom's backpressure concept.but still, so many cars do with him and they were really happy. I was there just now.a guy driving a 4AGE 20V did one set. Straight away go DUKE highway test. Came back with a huge smile on his face You can always get other mid box if you find his stuff expensive.http://mpti.ru/userfiles/danby-designer-refrigerator-manual.xmlessentially, youre paying more for his concept Not to say straight flow is not good.its more suited for racing only. Coz at the tracks you hantam, then corner, hantam again, corner again. We are using on the road car.instead of the tracks, we hantam on the highway.constant top speed and we need more low end torque for stop and go. If you go there, I'm sure he explained to you everything.pay more attention next time hehehe I dunno lah bro.so many people dun agree with with shahrom's backpressure concept.but still, so many cars do with him and they were really happy. I was there just now.a guy driving a 4AGE 20V did one set. Straight away go DUKE highway test. Came back with a huge smile on his face cool But the pipe size also cannot be too big or too small.You can always get other mid box if you find his stuff expensive.essentially, youre paying more for his concept Not to say straight flow is not good.its more suited for racing only. Coz at the tracks you hantam, then corner, hantam again, corner again. We are using on the road car.instead of the tracks, we hantam on the highway.constant top speed and we need more low end torque for stop and go. If you go there, I'm sure he explained to you everything.pay more attention next time hehehe I dunno lah bro.so many people dun agree with with shahrom's backpressure concept.but still, so many cars do with him and they were really happy. I was there just now.a guy driving a 4AGE 20V did one set. Straight away go DUKE highway test.Well it's pretty baseless edy.for me Well it's pretty baseless edy.for me it's pretty baseless for u. but dyno says otherwise.None of them can match the feeling of Mr. Shahrom's system here. I dunno how and why.his spec memang cun gila for my car. I've studied all of those 4-1, 4-2-1 systems myself. Up till how the pipes should be joint, the length, collector size, everything. You can read from alot of sites in the US.https://skazkina.com/ru/boss-db-30-manual I knew all of these pakai ratio close gear kut, takkan la suka2 cakap, dah pakai oversize piston kut will come up hahaha. But then again bro, like alot of people say.modding cars can be haunting(berhantu) lols Anything can happen But Mr. Shahrom here is not some normal guy who talks nonsense also la.he used to make extractors for cars since the late 80's with Hotbits Australia.Pose as a buyer or something This post has been edited by egiewan: Aug 12 2009, 02:11 PM This post has been edited by Oly: Aug 12 2009, 01:47 PM Let's say it's on your left.go straight till you see a row of shoplots on your left. There is a Shell and a Petronas side by side. His shop is around there.back row This post has been edited by egiewan: Aug 13 2009, 01:53 AM PM me for more details.A guy came in a Waja to have a look lols I was like.maybe its termignoni. PM me for more details.Why need to be secretive. Just share it here la If youre free, PM to me lor. Majulah sukan motorsports di Malaysia! A new setup sounds good.need to explore more myself. But no backpressure needed at all. Sounds interesting Why need to be secretive. Just share it here la If youre free, PM to me lor. Majulah sukan motorsports di Malaysia! LOL.yarr, majulah sukan Motorsports di Malaysia.No need back pressure??? lol. y don't u try to remove ur dsport center bullet and see what happen. Based on my experience, without backpressure at all, you are actually damaging the engine and torque will be sacrificed quite alot but horsepower might be gained. No prob for track cars coz engine rebuilds are common before the start of any race. I've seen one modded 4G93 Satria with stock GTi extractor and 2 inch pipe all the way to the back. Horsepower was about 170whp but his torque was only 125nm. A similar Satria with the same engine specs but using one oval mid box in the middle got 160whp with 170nm of torque. Same dyno same fuel same extractor and quite similar engine specs.http://dieter-sauter.com/images/casio-ctk-491-manual.pdf Maybe for your system, you compensate the backpressure with some fancy u-turn bends or pipe bending. Just share with us lor.no prob one. Healthy discussion No prob for track cars coz engine rebuilds are common before the start of any race. I've seen one modded 4G93 Satria with stock GTi extractor and 2 inch pipe all the way to the back. Horsepower was about 170whp but his torque was only 125nm. A similar Satria with the same engine specs but using one oval mid box in the middle got 160whp with 170nm of torque. Same dyno same fuel same extractor and quite similar engine specs. Maybe for your system, you compensate the backpressure with some fancy u-turn bends or pipe bending. Just share with us lor.no prob one. Healthy discussion 100 agreed with u bro.Dsport setup are 99fully mandrel bend 4-1 extractor, 1.78inch piping all the way until a long big straight flow bullet, until rear straight flow single muffler.This post has been edited by apeq: Aug 13 2009, 10:24 PM When come to exhaust backpressure in NA car is all about wat u wan to achieve.better mid to top or better low to mid. The more back pressure more better low to mid but too much kill off everything, the lesser back pressure better mid to high. Mid to high have better response. Bro apeq, no offence, Dsport exhaust look nice and no doubt quality is good, but the price is not worth it as local brand like Marco or Everco setup can match well with Dsport. At the end of the day, exhaust is just a tool to release whatever power ur car currently has and not producing power. The more back pressure more better low to mid but too much kill off everything, the lesser back pressure better mid to high. Mid to high have better response. Bro apeq, no offence, Dsport exhaust look nice and no doubt quality is good, but the price is not worth it as local brand like Marco or Everco setup can match well with Dsport. At the end of the day, exhaust is just a tool to release whatever power ur car currently has and not producing power. LOL. no problem bro. as for me, i choose Dsport rather than other brand bcos of high quality and dont have any worries to use it for up to 5 years by saw how it looks rite now.i m using it almost a year rite now, and dont have any single part that it turn to be bad at all by saw the outlook from extractor till rear.Subscribe to this forum Receive email notification when a new topic is posted in this forum and you are not active on the board. For a better experience, please enable JavaScript in your browser before proceeding. It may not display this or other websites correctly. You should upgrade or use an alternative browser. I've used that in my satria for over 8 years and there isn't any noticable crack, holes. Think twice b4 you regret. Or you can just throw away the original CatCon. Think twice b4 you regret. Or you can just throw away the original CatCon. If you agree to our use of cookies, please continue to use our site. Or Learn more Continue Nismoclub Login Join HOME Nismoclub Nissan Motoring Club of Malaysia. Forum created since 17Jan2005. Moderators: amar, 9224253, MissX Share Share with: Link: Copy link Switch to Print View - OK Join Information. Yes No Choose Display Mode Original Dark DONE. Create an account in a few clicks or log in to continue.My question is, you you guys have idea how to get that kind of sound. Namun begitu, minat mengatasi segalanya dan untuk Mohamad Izdiyan Md Kami atau lebih mesra dengan panggilan Dee, Axia beliau perlu mantap sepenuhnya. Di bawah ialah senarai modifikasi yang dilakukan beliau: Dan apakah kereta idaman Dee? Enter to link to the front page. Enter to display link text only.Preview. Apakah setup terbaik utk exhaust keta saya.Is this useful for a NA car say Wira 4G62. Thank you and I find you’re really helpful. I’ll let those guys at D’pro to work on it. Kalau nak ekzos S flow yg bising bile tarik, pakai muffler dgn tip dia yg mempunyai lubang yg besar spt 3inci ke atas. Seelok2nye paip ikut lar longkang asal dimana flow nye adalah yg optimum utk pick up dan top. Dia flexible, kalau takde nenas, gegaran enjin boleh memberi risiko kepatahan dan kebocoran pada piping ekzos, extractor atau pada batang bolt extractor.Kalau tak patah, boleh bengkok.Panas pada piping ekzos dtg dari enjin dan outlet gas dia.Material mana yg tak mempunyai suhu yg tinggi ni aku tak pasti, tak ingat dah samada carbon steel atau titanium. Longkang asal ekzos takde yg straigt semata2.Material yg berlainan menentukan cantik tak bile tgk, ade yg macam besi biasa, ada yg kilat berkilat. tu jer. Plz explain 4 me. TQ Depending on their design and purpose, all exhaust systems compromise something to achieve something else. Without careful thought about these variables, an exhaust system can yield very disappointing results. On the other hand, a properly designed and tuned exhaust system that is well-matched to the engine can provide outstanding power gains. The distinction between “maximum power” and “maximum performance” is significant beyond general discussion. Realistically, one exhaust system may not produce both maximum power and maximum performance. For a motorcycle to cover “X” distance as quickly as possible, it is not the highest peak power generated by the engine that is most critical. It is the highest average power generated across the distance that typically produces the quickest time. When comparing two horsepower curves on a dynamometer chart (assuming other factors remain constant), the curve containing the greatest average power is the one that will typically cover the distance in the least time and that curve may, or may not, contain the highest possible peak power. In the strictest technical sense, an exhaust system cannot produce more power on its own. The potential power of an engine is determined by the proper amount of fuel available for combustion. However, the efficiency of combustion and engine pumping processes is profoundly influenced by the exhaust system. A properly designed exhaust system can reduce engine pumping losses. Therefore, the design objective for a high performance exhaust is (or should be) to reduce engine-pumping losses, and by so doing, increase volumetric efficiency. The net result of reduced pumping losses is more power available to move the motorcycle. As volumetric efficiency increases, potential fuel mileage also increases because less throttle opening is required to move the motorcycle at the same velocity. Much controversy (and apparent confusion) surrounds the issue of exhaust “back-pressure”. It is true that some engines are mechanically tuned to “X” amount of backpressure and can show a loss of low-end torque when that backpressure is reduced. It is also true that the same engine that lost low-end torque with reduced back-pressure can be mechanically re-tuned to show an increase of low-end torque with the same reduction of back-pressure. More importantly, maximum mid-to-high RPM power will be achieved with the lowest possible backpressure. Period! The objective of most engine modifications is to maximize the proper air and fuel flow into, and exhaust flow out of the engine. Gasoline requires oxygen to burn. By volume, dry, ambient air at sea level contains about 21 oxygen, 78 Nitrogen and trace amounts of Argon, CO2 and other gases. If we introduce an oxygen-bearing additive such as nitrous oxide, or use an oxygen-bearing fuel such as nitromethane, we can make much more power from the same displacement because both additives bring more oxygen to the combustion chamber to support the combustion of more fuel.Theoretically, in a normally aspirated state of tune without fuel or oxygen-rich additives, an engine’s maximum power potential is directly proportional with the volume of air it flows. This means that an engine of 80 cubic inches has the same maximum power potential as an engine of 100 cubic inches, if they both flow the same volume of air. In this example, the powerband characteristics of the two engines will be quite different but the peak attainable power is essentially the same. An engine needs the highest flow velocity possible for quick throttle response and torque throughout the low-to-mid range portion of the power band. The same engine also needs the highest flow volume possible throughout the mid-to-high range portion of the powerband for maximum performance. This is where a fundamental conflict arises. For “X” amount of exhaust pressure at an exhaust valve, a smaller diameter exhaust pipe will provide higher flow velocity than a larger diameter pipe. Unfortunately, the laws of physics will not allow that same small diameter pipe to flow sufficient volume to realize maximum possible power at higher RPM. If we install a larger diameter pipe, we will have enough flow volume for maximum power at mid-to-high RPM, but the flow velocity will decrease and low-to-mid range throttle response and torque will suffer. This is the primary paradox of exhaust flow dynamics and the solution is usually a design compromise that produces an acceptable amount of throttle response, torque and horsepower across the entire powerband. A very common mistake made by some performance people is the selection of an exhaust system with pipes that are too large in diameter for their engine’s state of tune. Bigger is not necessarily better and is often worse. Equal Length Exhaust The effectiveness of equal length exhaust is widely debated. Assuming that an exhaust system is otherwise properly designed, equal length pipes offer some benefits that are not present with unequal length pipes. These benefits are smoother engine operation, tuning simplicity and increased low-to-mid range torque. If the pipes are not equal length, both inertial scavenging and wave scavenging will vary among engine cylinders, often dramatically. This, in turn, causes different tuning requirements for different cylinders. Equal length pipes eliminate these exhaust-induced difficulties. “Tuning”, in the context used here, does not mean installing new sparkplugs and an air filter. It means configuring a combination of mechanical components to maximum efficiency for a specific purpose and it can not be overemphasized that such tuning is the path to superior performance with a combination of parts that must work together in a complimentary manner. In an exhaust system that is properly designed for it’s application, equal length pipes are generally more efficient. The lengths of both the primary and main section of pipes strongly influence the location of the torque peak(s) within the powerband. In street and track performance engines with longer pipes typically produce more low-to-mid range torque than shorter pipes and it is torque that moves a motorcycle. Exhaust Scavenging and Energy Waves Inertial scavenging and wave scavenging are different phenomena but both impact exhaust system efficiency and affect one another. Scavenging is simply gas extraction. These two scavenging effects are directly influenced by pipe diameter, length, shape and the thermal properties of the pipe material (stainless, mild steel, thermal coatings, etc.). When the exhaust valve opens, two things immediately happen. An energy wave, or pulse, is created from the rapidly expanding combustion gases. This wave is pure energy, similar to a shock wave from an explosion. Since the energy wave is moving about 5 times faster than the exhaust gases, it will get where it is going faster than the gases. When the outbound energy wave encounters a lower pressure area such as a second or larger diameter section of pipe, the muffler or the ambient atmosphere, a reversion wave (a reversed or mirrored wave) is reflected back toward the exhaust valve without significant loss of velocity. The reversion wave moves back toward the exhaust valve on a collision course with the exiting gases whereupon they pass through one another, with some energy loss and turbulence, and continue in their respective directions. What happens when that reversion wave arrives at the exhaust valve depends on whether the valve is still open or closed. This is a critical moment in the exhaust cycle because the reversion wave can be beneficial or detrimental to exhaust flow, depending upon its arrival time at the exhaust valve. If the exhaust valve is closed when the reversion wave arrives, the wave is again reflected toward the exhaust outlet and eventually dissipates its energy in this back and forth motion. If the exhaust valve is open when the wave arrives, its effect upon exhaust gas flow depends on which part of the wave is hitting the open exhaust valve. A wave is comprised of two alternating and opposing pressures. In one part of the wave cycle, the gas molecules are compressed. In the other part of the wave, the gas molecules are rarefied. Therefore, each wave contains a compression area (node) of higher pressure and a rarefaction area (anti-node) of lower pressure. An exhaust pipe of the proper length (for a specific RPM range) will place the wave’s anti-node at the exhaust valve at the proper time for it’s lower pressure to help fill the combustion chamber with fresh incoming charge and to extract spent gases from the chamber. This is wave scavenging or “wave tuning”. From these cyclical engine events, one can deduce that the beneficial part of a rapidly traveling reversion wave can only be present at an exhaust port during portions of the powerband since it’s relative arrival time changes with RPM. This makes it difficult to tune an exhaust system to take advantage of reversion waves which is why there are various anti-reversion devices designed to improve performance. These anti-reversion devices are designed to weaken and disrupt the detrimental reversion waves (when the wave’s higher-pressure node impedes scavenging and intake draw-through). Specifically designed performance baffles can be extremely effective, as well as heads with D shaped ports. Unlike reversion waves that have no mass, exhaust gases do have mass. When the gases move outward as a gas column through the exhaust pipe, a decreasing pressure area is created in the pipe behind them. It may help to think of this lower pressure area as a partial vacuum and one can visualize the vacuous lower pressure “pulling” residual exhaust gases from the combustion chamber and exhaust port. This is inertial scavenging and it has a major effect upon engine power at low-to-mid range RPM. There are other factors that further complicate the behavior of exhaust gases. Wave harmonics, wave amplification and wave cancellation effects also play into the scheme of exhaust events. The interaction of all these variables is so abstractly complex that it is difficult to fully grasp. There does not appear to be any absolute formula that will produce the perfect exhaust design. Even super-computer designed exhaust systems must undergo dyno, track, and street testing to determine the necessary configuration for the desired results. Last but not least, the correct choices and combinations of carburetor, air cleaner, cam shaft, ignition, and exhaust used in the proper relationship to each other for the intended riding application will always produce the finest quality results. Most important of all, is to do your research prior to purchasing the combination of products and equipment best suited to your individual style of riding. Utk campro, tukar extractor 4-2-1 dan muffler s-flow. Lain x payah nak kacau. Kecuali nk upgrade lagi saiz piping. Piping asal kilang 1.6. Muffler HKS TRUMPET. Air Filter Jenis Drop In Brand Work. Betul ke kereta akan loss power and makan minyak ? Tapi rasa Tak Puas lagi Top, Pick up mmg cun gilaaa.Benda ni ikut bajet bro,masa zaman saya main Proton Knight dulu,mods enjin carburetor je mampu.memang senang laju,boleh la dapat 200kmj.Tapi zaman dah berubah,enjin moden semua pakai injection.kena belajarlah.tak susah pun nk bg laju.janji duit ada. Skang pakai ekzos standard kenari aja.Adakah ia akan memberi kesan pada kereta saya seperti temperature naik. Adakah straight flow sesuai untuk kereta saya. Terima kasih. Jgn tukar muffler. Saya ni newbie kubis lagi pasal kereta ni. Saya ada satria neo 1.6. Camne nak kasi bunyi perang eh. Ekzos nak kena buat apa je? Nak Tanya sikit. Saya Pakai Kancil Turbo auto l6 standard. Haritue saya ad tukar piping s-flow 2 inci Tapi kurang bunyi sikit. Macam mana nak kasi bunyi dengung and pickup sikit?? Nak tanya ok ke klau tukar 2 bullet depan blkg tu. Yg blkg utk apa ek? Ada yg ckp tukar depan je. Cuak plak dua2 dah kerat masuk bullet baru tp brand mahal punya la (apek kedai ckp dia recommend). Advice sikit tq! Dlm dia swivel. Muffler blakang straight flow brand apexi yg jenis leper tu. Bnyi mmg sedap la. Pickup ok tp top speed kurang. Sy ada trbaca dlm ni jgn pakai bullet jnis swivel tu. Sy kena tukar tabung tgh lain ke utk tambah top speed. Kalau kena tukar, sy kena pasang jenis yg mcm mana? Dia jenis kosong atau ada silencer? Drpd apa yg saya baca dlm forum ni, keta auto rekomen pakai S-flow muffler. Nak tanya pendpt otai2 sekalian.sya nak mantain muffler dual tips (mcm ori punye).S-flow muffler siap dual tips atau muffler yg tips yg di welding kemudian (tips yg boleh dbeli berasingan)? Boleh bagi pandangan kalau saya nk pakai muffler hks silent power and bullet. Atau ada pandangan yang lagi bernas. Harap brader semua boleh bantu tq Sya sendiri drive gen2 1.6 manual.campro.member,ada sebuah neo (cps). Kalau kes neo,dlm 2-4k rpm. Apa brand dan jenis back pressure ekzos yg sesuai di pasang dan Kos. Kalau nak tukar ekzos jenis mana yang paling ngam ye. Kalau boleh nak yang tambahkan pickup dengan long. Bunyi pun yang garang garang tu Lps tu tukar yg lain jenis Bulley tp mkn minyak. Lps tu tukar lg yg jenis leper yg pnjang n besar sket, tp still mkn minyak. Ade ape2 suggestion. N lepas tukar tabung tengah tu, kne tune balik ke kereta? Learn how your comment data is processed. —Image— When prompted to add a multi-site key, click Yes. Enter a license key for the new site. This step copies the new site's license keys to the database. Enter information about the new site's database. Follow the remaining screens in the wizard. Log in the Workarea. Click Content. Click the site root folder. Assign site folder properties as you did for the root folder. The Multi-site Configuration fields appear on the lower section of the screen. —Image— In the Staging Domain field, insert your staging domain. 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