sam430

iTrader: (10)

you got that right! I hope you make the 300!

evil00017

Couldnt have said it better myself.

GSJake

iTrader: (21)

Soo... what does the Tanabe replace when you get the Medalion Touring. For us with the 430, do we loose that 3rd cat?

jbrady how do you feel about this setup..?

The stock is waaay to quiet. I want to hear our V8's!

kit cat

iTrader: (6)

chop off resonators?

JBrady

Cost is of course based on many things but primarily volume. The Lexus V8 is a LOW volume aftermarket item.

The S&S is not designed to optimize resonant tuning. This would require long runners which cannot be packaged keeping the stock catalysts in place. The S&S was designed to provide good ONE WAY flow from the head by keeping velocity high while still alowing enough capacity for peak flow.

The S&S utilizes two thick cut flanges for the head surfaces, two thick cut flanges for the catalyst attachment and 2 oxygen sensor bosses. When you add those costs to the costs of manufacture and again add the cost of Jet Hot coating and consider HOW to make these parts with enough profit to pay your workers, overhead and enough extra to make it worth doing... it is going to be VERY unlikely to reach this for under $600 at the volume of less than 100 sets total production for the several years they have been available.

As I said, if you can build these in China with almost NO labor costs (effectively by slave labor) with material cost at rock bottom due to government subsidees... then yes, you could build these out of stainless and sell them for under $300. That said to do the same in this country would cost over $1000.

The S&S are a compromise. One that works pretty darn well. We need to remember these engines have virtually NO valve overlap so resonant tuning for valve overlap timing is not going to give much of a result. Now, with race cams the result with resonant tuning would be different.

For our applications the S&S design is a very good compromise. I would love (really) to see some testing with multiple designs to see what these engines are capable with the stock ECU. Anything past 350hp dyno (around 280rwhp) is going to be surprising.

Now, peak is one thing, mid range is another. I would rather have 270rwhp with a big fat midrange than 280rwhp and a sluggish feeling engine down in the daily driving RPMs. Heck, make that 260 vs 280 for a better feeling engine. Of course most newbeez will not take this advice... some things need to be learned the hard way. ...

JBrady

Not sure of your question. If you are asking what do I think of the system shown from Jeff on the ebay link? Nice looking parts and resonably priced. I havent hear the system so I cannot comment there. Since it is after the stock from Y pipe there will probably not be much or any loss in low end (as would happen with large pipes in the front Y section) but it is probably not going to make much power since the stock pipes flow fairly well at these power levels.

Frankdorn

iTrader: (7)

Oh boy...we got jbrady all worked up over his headers again...

I bet uncle Dave's already hiding in the weeds...

JBrady

Do you have something constructive to contribute here???

JBrady

I have not tested the Tanabe (or other brand replacement)

I am currently not recommending anything other than the stock Y pipe.

Although I get some abuse over recommending the headers... I make NO money by doing so... it just makes a real measurable and noticeable improvement especially on the 430 cars.

Everything else is about style and sound both of which are in the eye and ear of the beholder.

For power = headers

Possibly a future Y pipe option that will NOT be big diameter pipe... nothing over 2.25" and probably smaller. Stock is 1.97".

GSJake

iTrader: (21)

Ah ok. Thanks jbrady.

So maybe that why the man who has some of the most extensive time tunning the 4.3 Rod Millen only sells the exhaust mufflers... just a thought.