Exhaust system selection

Group E, 16-2 Automotive Technology

Sren Bach, Jakub Kopiec, Ferdinand Havlik and Michal Bohus
Supervised teacher - Lars Keinicke
AAMS/BAAA 6th June 2017
Abstract

Our project started out with conversations about the purpose of making a straight
pipe conversion. We see people making their cars much louder this way and claiming to
improve the output of the engine. We thought it would be fun to prove that these people
may be wrong, and that is why we put a car on the dyno tester. When we got the test
results we were not able to prove them wrong. After consideration we agreed to still use
the data. We tried to put ourselves in the roles of real workshop using the data we got to
be able to guide a customer in the direction we wanted to. We choose to challenge
ourselves by trying to design the best possible exhaust system for the car we had used on
the dyno.

2
Table of content
ABSTRACT ............................................................................................................................. 2
INTRODUCTION ..................................................................................................................... 4
PROBLEM STATEMENT .......................................................................................................... 5
HYUNDAI SANTA FES EXHAUST ............................................................................................. 6
EXHAUST BEHAVIOUR AND GUIDE FOR OEM ......................................................................... 6
NA ENGINE ................................................................................................................................. 6
FI ENGINE ................................................................................................................................... 7
GUIDANCE FOR CUSTOMER ................................................................................................... 7
REMOVING EXHAUSTS PARTS AND GUIDE FOR STRAIGHT PIPE CONVERSION ...................... 11
PERFORMANCE EXHAUST .................................................................................................... 14
MATERIALS ............................................................................................................................... 14
EXHAUST DIMENSIONS ................................................................................................................ 15
CATALYTIC CONVERTERS .............................................................................................................. 19
CONCLUSION ....................................................................................................................... 22
PERSPECTIVES ..................................................................................................................... 23
JAKUB KOPIEC ............................................................................................................................ 23
SREN BACH ............................................................................................................................. 23
MICHAL BOHUS ......................................................................................................................... 24
FERDINAND HAVLIK .................................................................................................................... 24
APPENDIX AND REFERRAL SOURCES .................................................................................... 25

3
Introduction
This report you are about to read, we as a group tried to put ourselves in the role of
workshop owners. We wanted to show that we can guide a costumer using the theory we
have been taught, combining that with technical knowledge and putting it to practice.

We have three possible scenarios:

First possible option is to cut off third catalytic convertor and weld straight pipe
on. This solution is the easiest and cheapest one, but it will cause higher emissions
and louder sound. It is illegal and the most interesting part is that it may cause loss
of power which we try to demonstrate on the dyno tests where our results were
more than surprising. The test when we disconnected catalytic convertor with tail
pipe has shown that the car has more horse power than old OEM exhaust. This
test will be explained in following.

Second option we offer, is to change the whole exhaust system for OEM. That is
a good option for the customer since the exhaust was rusted a lot and it has also
some repairs done. The exhaust was leaking due to long operating time. It is not
the cheapest option but it is a good option for durability and it is not the most
expensive option either.

Third option will be describing and designing performance exhaust system. We

will talk about different materials, shapes, length, diameters and how these
features affect an exhaust system and overall performance. We will describe all
the improvements and additional costs.

We will find the best solution for the customer and for our workshop. We will
illustrate possible scenarios on our vehicle. All these three options we tried to draw
similarities to real life applications.

4
Problem Statement

We want to guide a customer who comes to our workshop with a broken exhaust
system. He is considering different solutions. We want to guide him according to test
results we have done on his car. The advantages, disadvantages and try to guide him in
the best possible direction. This includes doing test on his car with different settings,
making a service for guiding, selling and budgeting.

5
Hyundai Santa Fes exhaust

For some people exhaust is just a steel pipe that is connected to the engine, with
a purpose to let the exhaust gases run away to the atmosphere. The truth is that these days
it is another advanced part of powertrain, designed precisely by the engineers. Each
parameter, like its length, diameter and shape has influence over torque, and power in the
engine. The way how it is designed depends on the cars main application. In civil cars,
it is good when engine is behaving in predictable ways. That means the power should rise
gradually and not make unpredictable jumps that could cause for example loss of control.
Different situation is in motorsport industry, where engineers are trying to get the
maximum torque and power at very specified moments depending on the type of
competition and track type we can prepare car to behave in desired way. For example, if
the track has many corners and surface is not giving us maximum grip it is good idea to
reduce mid-range power, to not struggle with lack of grip in the middle and out of corners.
The power taken from mid-range is moved to top-end in order to use it on straight. Similar
situation can be on high speed tracks. Almost all the time drivers are pushing full throttle
and are using the maximum potential of the engine so there is no point in adding power
to low and mid-range RPM.

Exhaust behaviour and guide for OEM

NA Engine
Previously mentioned parameters have an impact on the manner of how fast the
exhausts gases are moving through the pipe. On this volumetric flow equation, we can
prove that depending on inner diameter of pipe the velocity of exhaust gases is changing.
8 Q=Volumetric flow
= ;
9 D=Inner diameter of pipe
9=
= V=Velocity
8> ?

From http://web2.clarkson.edu/projects/subramanian/ch330/notes/Pipe%20Flow%20Calculations.pdf

It is noticeable that by increasing the diameter, velocity is dropping significantly (if we

increase the inner diameter two times, the velocity is going to be four times smaller than
before).

6
 The process where exhausts gases are being pushed out of combustion chamber
and being replaced with air or air/fuel mixture is called scavenging process. Isaac
Newtons first law describes inertia as one of the primary manifestations of mass.
Keeping in mind this law, and remembering that gases also have their own mass, we can
improve scavenging process and in result volumetric efficiency. Exhausts gases in motion
are creating a partial vacuum that helps with sucking air or air/fuel mixture to the cylinder.
If the scavenging process is not done well, there can be too much exhaust gases left in the
combustion chamber and not much of a fresh mixture, so the power will decrease due to
the lack of the oxygen. To have this process as efficient as possible we should avoid
backpressure that is appearing because of the resistance in the exhaust pipe. To not
interrupt the correct flow, the entire path from the cylinder head to the tail pipe tip, it
ought to contain as less bends as possible and the surface in the interior shouldnt be
rough.
FI engine
When we use a turbocharger, there is a very big barrier between the headers and
the muffler the turbocharger. As it is spinning very fast and is creating a swirl the
exhaust design should be different. What we want to use in turbocharged engine is low
backpressure exhaust (less restrictive, bigger diameter, shorter) to move the gasses from
the turbo fast away so we do not lower the efficiency of the turbo. That means, if we
remove an exhaust in turbocharged car, the power can increase, because the gasses are
not slowing down the turbine and so the turbine can move faster and can deliver more
energy to the fresh air on the compressor side of the turbocharger.
That is one of the reasons why we wanted to work with NA engine, because we
could compare the data with and without exhaust easier that with turbocharger. Another
problem with the turbocharged engine would be different boost. As we have mentioned
above, the back pressure wouldnt slow down the turbine, so the compressor would make
bigger boost. Then we would have dyno runs with different boosts and we couldnt
compare the data so clearly. Therefore, the NA engine was better choice.

Guidance for customer

Below you will see one of the guidelines we have made, in the form of an
overview our workshop would be able to hand out to our customers. This is done in such
manners that it will be easy for the customer to quickly get an overview of the three
options we are offering him. We took into consideration that not all customers will be able

7
to understand the technical terms of a vehicle, and thats why most of it is described with
more common words. But also with this overview we are trying to guide our customer to
buy what we think is the best solution, this will make us seem trustworthy as experts since
we are trying to make our customer feel save about what is going to happen. The idea for
making overviews came after reading in Basic Selling Skills 1 where it is stated
Communication skills are the tool the we use to remove the barriers to effective
communication which fit our example beautifully. Because in this example we have a
customer who comes to our workshop with low knowledge about engines and vehicles,
and by showing him that we can translate the technical stuff into understandable language
for him, might make him feel more safe in taking the option we would like him to. Also
in our overview we decided to focus on the Unique Selling Points for the different options.
For example, price, values, benefits and much more. We did like this so the overview also
can work as a guideline for the employees selling to the customer, here it can be easily
seen in which direction to turn the sales pitch.
To make the overview as close to real life as possible, we decided to make it
with an estimated budget plan. Therefore, we started to look into the average cost of
labour hour for mechanics, finding the prices for steel pipe with the right diameter and
length. For the OEM option we decided the to call the authorised Hyundai workshop here
in Aarhus and asked them to make us an offer with all the prices included. The
performance option was a bit more challenging for us to estimate, we had to find the
prices of each part and then, give an estimate to how long it would take to design and
weld the pieces together. For all the options we used the same cost of labour hour that we
had found, therefore, three options are comparable.

1
Basic Selling Skills, MTD Training, Chapter 3.3 - ISBN 978-87-7681-607-0

8
 OEM Exhaust for Hyundai Santa Fe (type SM, 19992006)
Vehicle:
Hyundai Santa Fe (type SM) 2003
Euro Emission Standards: 3

Technical Data
- Numbers of catalytic converts: 3
o Two at manifold one after manifolds, this option only contains the one
cat. after manifolds
- Numbers of silencer/muffler: 2
o One right after catalytic converter and one muffler at the end
- Material: Probably Steel (409) 2 mm. thickness

Overview

Here our customer has the safe choice, the original exhaust system (from end of
manifold to end of system), this system was originally developed according to engine
size, rpm and application. The diameter, length, weight and pipe bends were all
developed carefully to make a system that suited the Hyundais purpose, price and
sound.
Another big advantage for the OEM exhaust is that according to Danish law and
legislation, the customer wont have to go to technical inspection to get it accepted. As
the OEM has already been approved by law and legislation.
This system was not made for the best power or sound, it was developed to fulfil the
laws of emissions and noise level, but also such things as fuel consumption. It was
made according to the Euro 3 (European emission standards).
That leads us to the customers drive cycle. Where this OEM system has the biggest
advantage if the customer just needs a car that can take him from A to B with the
standard/promised fuel consumption (if everything is kept stock), or if the customer for
example needs a car that is allowed to pull up to 2300 kg on trailer.
The customer has to keep in mind that this is not the cheapest solution right now, but
over time this will be a much better solution than straight pipe.
1. See appendix Text box footnotes

9
 Also worth mentioning, if the customer is wishing to use the car on public roads, the
OEM exhaust is the best solution to go through technical inspection which is every 2
years for customers current car.
The biggest disadvantage about the system is that the piping is made of steel (409)
which have tendencies to rust after some years in Danish climate. This means that the
expected life span will be lower than our option with a system from stainless steel
(304).

- Easy to get through technical inspection

o OEM part will already be approved
- Good choice for a normal drive cycle
- Approved by law and legislation

Parts PCS Price before moms

(DKK)
1x Labour hour 375.00 375.00
1x Exhaust part 13378.00 13378.00
1x Gasket 75.90 75.90
2x Bolts, after manifold to 19.55 39.10
exhaust pipe
4x Bolts 37.95 151.80
1x Gasket 97.75 97.75

TOTAL before moms (25%) 14117.55

Based on appendix Fig 1
2. Based on hourly cost at work shop in Aarhus N - https://www.autobutler.dk/blog/kaempeforskel-paa-vaerkstedernes-timepriser

10
Removing exhausts parts and guide for straight pipe conversion

Since each part of exhaust system has its own task, and they are designed to
cooperate, usually it is not a good idea to remove any parts and replace them with for
example straight pipe. In some scenarios removing only catalytic converter and replacing
it with a pipe can disturb the correct gas flow and create backpressure that will influence
scavenging process and in result power should drop. But it is not happening always.
To get constant results we have planned to do three tests with each setting. First,
we wanted to do it with mounted exhaust and then other with disconnected exhaust.
Unfortunately, the owner of the car did not let us do so many runs because he was afraid
of possible damaging of the car. The reason we wanted to do more tests is to be as precise
as possible and to get consistent data from the dyno. There are always different factors
(pressure, temperature, etc.) that affect the results. That is why it is a good idea to do more
tests and then use average values to be sure what is going on. Overall, we did just three
tests. Two with fully mounted exhaust and the third one without exhaust. We also wanted
to measure the backpressure, as it is one of the most important factors in exhaust design,
but as we have already mentioned, we werent able to do so many dyno runs.
However, our expectations were different than reality. After completing the run
without exhaust the power output increased 5%. There are two graphs (graph 1&2) made
from the data that we got from the dyno. Unfortunately, we only did one test but the
difference was too big to say that it was due to inaccuracy from the dyno. Acceptable
inaccuracy on this dyno tester is around 2%. In our opinion it looks like the Hyundai
engineers werent focused on developing the best possible exhaust system, but more on
its durability with as low costs as possible. On the internet we have searched for more
tests similar to ours so we could be sure, that with poor exhaust design, the power can in
fact increase just by removing some parts of the exhaust. What got our attention was the
Motor Trend Chanel test where Engine masters have tested three different exhaust
settings on Chevy 454 (link and graph 3 in appendix). When we compare our data, the
results are similar. They also obtained higher power without exhaust as we have. There
are many answers to this problem, in our case we are taking poor design of original
exhaust or richer mixture as the most possible.

11
Graph 1.

Maximum power 111 kW (148,85 HP), Maximum torque 208,3 Nm

Graph 2.

Maximum power 116,9 kW (156,77 HP), Maximum torque 215,4 Nm

All measurements were done according to following standards: DIN 70020, EEC 80/1269,
ISO 1585, JIS D 1001, SAE J 1349. All these standards are dealing with the accuracies
of power measurements.

12
 Replace of third catalytic convertor with steel pipe for Hyundai Santa Fe (type
SM, 19992006)
Vehicle:
Hyundai Santa Fe (type SM) 2003
Euro Emission Standards: 3
Technical Data
- Emissions: Increase
- Power/torque: 5% more
- Technical inspection:
o Will not be approved for road use
- Material:
o 2 mm. thickness
o Steel (409)
Overview
This car has three catalytic convertors, two at the manifolds and one in the exhaust
pipe. The problem that occurs on our customers case can be fixed by replacing third
catalytic convertor with steel pipe. It is very easy, cheap and quick option. We tested
the car on dyno without catalytic convertor and tail pipe. We could see a power increase
of 8 BHP, this is one of the main advantages of this modification.
Our customer may also experience slightly different sound coming out of the exhaust.
For some this can be an advantage but for regular use of the vehicle on public roads it
might not be a suitable sound. If we take a look at legislative we can find that vehicle
can be fitted only by OEM parts, identical replacement or approved parts2. If we replace
catalytic convertor with pipe it is not OEM therefore it will not be approved, that means
the car will not pass technical inspection so the car is not suitable for driving on public
roads. Function of catalytic convertor is to reduce exhaust gasses emissions of the car.
Without catalytic convertor emission level of the car will raise a lot. This Hyundai
Santa Fe official figure by manufacturer of CO2 emissions is 274 g/km. Unfortunately,
we were not able to measure emissions without catalytic convertor for comparison.
And then again we get back to the technical and emission inspection which the car will
not be approved by because of too high emissions. In conclusion, this option is the best
for off road usage. In most of the workshops this option will be provided only on
customers demand and own responsibility.

13
 Parts PCS Price before
moms(DKK)
2x Labour hours 375.00 750.00
0.5x meter stainless steel 150.00 (1m) 75.00

TOTAL before moms (25%) 825.00

Performance exhaust

Now we all know how important part of powertrain exhaust is. Some
manufactures are focused more on performance and engineers are putting more effort into
developing exhaust systems to reach previously intended goals. Such as higher maximum
power, higher torque in lower RPM or just more characteristic sound. On the other hand,
in most of the civil cars exhaust system should do its job, which is to let the exhaust
gasses escape from the engine simultaneously while meeting special requirements
concerning for example emissions or sound level. It is good for our company because
there is still room for improvement and we will create a new exhaust system that may
change performance of our car. Another matter that should be mentioned is that our
customer is planning to change only the exhaust system, he does not want to interfere
with the engine, so both camshaft and inlet system will stay stock.
Materials
Designing a new exhaust system, we start by choosing the proper material.
Different materials have different properties and of course prices. Steel, that is commonly
used in automotive industry has grade 409. Exhaust made of this steel has decent price
and it offers relatively trouble-free usage for years. The biggest problem is the fact that it
is exposed to heating up and cooling down cycles. Because of the phenomenon called
condensation, when system is cooling down water is appearing on the exhaust pipes
walls. That water is reacting with sulphur and a product of this reaction is acid, this is
provoking faster oxidation of metal, in other words rust. How fast the oxidation process
is taking place also depends on how the owner is using the vehicle. When a car is being
used for long distances, water that is accumulated in the exhaust system has possibility to
evaporate, in contrast to city-use only where the engine is working for shorter

14
periods of time. Because of the difficulties with predicting durability of exhausts,
manufacturers are not giving warranty on them.
Many modern cars and performance exhausts are made of stainless steel (grade
304) to avoid problems with rust. Another advantage of this material is visual effect, of
course normally we can see only tail pipe tip, but when it is made of stainless steel it
improves the final look. Another material that could be used is titanium. Its biggest
advantage is strength to weight ratio. The titanium alpha alloy is 40% lighter and almost
twice as strong as stainless steel. Since it is a material used in space and aviation industry
the price is appropriately expensive and welding is more complicated. In table 1 we can
look at density, strength and price of each material.
table 1
Steel (409) Stainless Steel (304) Titanium (Alpha)
Density (kg/m3) 7800 8030 4500
UTS Strength (MPa) 450 586 1000
Price (USD/MT) 221,45 2088,66 17912,54

Knowing the difference in density we can estimate the change in weight. If the
original thickness of exhaust wall is 2mm, by changing the steel with stronger and much
lighter titanium alloy we can save some kilograms, which is very important in racing
industry. Another advantage for performance exhaust is the sound. Thanks to lower
density of titanium comparing to steel (409 or 304), sound is more metallic, and is
improving final sound effect. But on the other hand, there is a price. Titanium exhaust
system delivers the absolute best performance but costs way more. Knowing our
customers needs, we will stick to the stainless steel option which has the best quality to
price ratio.
Exhaust dimensions
Our Hyundai Santa Fe with 2,7l V6 engine originally has 6 into 2 into 1 system.
This means that there are 2 exhaust manifolds made of 3 pipes coming out of cylinder
head connected into 1 pipe ending with catalytic converter. These 2 manifolds are joined
together to one pipe with third catalytic converter and 2 mufflers. The pipe from the
cylinder head to the first connector (first meeting of the 3 pipes, before catalytic converter)
is called primary pipe and the pipe that is from first connector to second connector
(meeting of 2 pipes, before third catalytic converter) is called secondary pipe.
By modifying parameters like length and diameter of each pipe, we can reshape the torque

15
and power curve in our car. Of course, that will be appropriate for the way how our
customer would like to use the car. We are going to focus on street application, it means
that we are going to tune exhaust system to run at maximum torque RPM. Originally,
when the car left the factory, engine had torque peak at 4000 RPM (245 Nm) and
maximum power at 6000 RPM (172 HP).
According to A. Graham Bells Four-stroke performance tuning book, by
setting the diameter of header pipe, we are dealing with the exhaust gas velocity through
the pipe. When the pipe diameter is large relatively to cylinder volume, the gas flow will
be slower. Since normally engines reach the torque peak when the exhaust gases are
moving around 250 ft/s (76,2 m/s), by changing the diameter we are moving the torque
peak on the graph.
Before calculating we did measurements on original exhaust system. The
primary pipe diameter (outside) was 1,7 in, the secondary pipe diameter was 2 in and the
thickness of the wall was 2 mm.

; =
2240

1,5
; =
2240
;
= 2


Using the formulas above, we found out that engineers tuned exhaust manifold
to work not at maximum torque, but at maximum power (excel sheet 1). As we mentioned
above, we are going to tune the exhaust to operate at maximum torque, that means
4000 RPM. In this scenario, the diameters should be accordingly 1,4 in and 1,7 in. (excel
sheet 2).
Next parameter that needs to be properly designed is the length of the header
pipes (primary + secondary pipe). In the workshop, we measured them and in total the
length of one header pipe is 73 cm. Once again this result proves that engineers optimized
engine for maximum power at 6000 RPM (excel sheet 3), not for maximum torque at
4000 RPM as we would like to do.

abc d> ED = number of degrees the exhaust valve

= 3 opens before TDC (taken from Hyundai
efg
manual, see appendix)

16
 We used this formula to calculate optimal header pipe length. Our result is 113
cm (excel sheet 4), it means that the performance header will be 55% longer than stock
one. Originally primary pipe length equals 15 cm and secondary 58 cm. Responding to A.
Graham Bells book (page 321) by making the primaries longer, we are adding
top-end power, and by lengthening the secondaries we will favour mid-range. What is
more, author claims that the length of the primaries always should be more than 15 in (38
cm). The dyno test with stock exhaust system shows almost linear rise in power through
the RPM, mainly thanks to unequal length of primary pipes (page 324). To add even more
to the top-end, we will be around previously mentioned 15 in, so the secondaries will be
29,5 in (75 cm) long. To not lose the linear shape of graph we will stay with unequal
lengths, and as it is written in book, we can change length from minus 2 in to plus 4 in.
Since it is V6 engine with 3 exhaust ports in one header, the lengths of primary pipes will
be accordingly 19 in (48cm), 13 in (33cm) and 19 in (48cm).
But here we come across a problem with space in the engine department. This
may be the reason why Hyundai engineers tuned engine for different RPM range to be
able to fit all necessary exhaust parts in the engine department without too complicated
design. Another reason why they chose this option might be the third catalytic converter
which should be as close to engine as possible to have the highest possible temperature
and so efficiency. But here comes another physical property of different
materials - thermal conductivity. Lets compare both types of steel that are commonly
used in exhausts systems:
table 2
Thermal Conductivity (W/m*K) Steel (409) Stainless Steel (304)
At 100C 25,8 16,2
At 500C 27,5 21,4

It is noticeable that the better steel with grade 304 has lower thermal conductivity
than steel with grade 409. This property is important when we are talking about catalytic
converter efficiency that is dependent and proportional on the temperature. Most of them
are achieving best possible efficiency at temperature around 400C, so it is in our interest
to heat up catalytic converter as fast as possible (picture 1). By using the material with

17
lower thermal conductivity
(Stainless steel 304) we will
lose less thermal energy
through the pipe so the exhaust
gases will be warmer in
catalytic converter than using
one with higher value (Steel
409). picture 1

Collectors that connect the individual pipes also influence the gas flow. In order
to improve the flow, we should use collector which does not create swirls in the pipe.
Main purpose of these collectors is to keep the gas flow in direction out of the exhaust
and distribute vacuum that was created by these moving gasses to other primary pipes so
they can support the scavenging process. As our car has stock 2,7 V6 engine without
racing cams and performance inlet we are not going to use racing collector but one that
fits more to street application.
Using the Four-stroke
performance tuning we have
decided to use a Baffle collector
design (picture 2). It is the best
compromise because other
collector designs use modified
engine to work well. The biggest
picture 2
difference is the opening
duration of exhaust valve. In racing engines, the exhaust valve is opened for longer time
so there are more exhaust gasses to work with.
Last part of the exhaust system that need to be well designed is tail pipe. Once
again by changing the diameter of the tail pipe, we are influencing velocity of exhaust
gases. According to Four-stroke performance tuning, tail pipe diameter should be
calculated properly to cooperate well with header pipes.

0,42
; =
2240

18
 We used formula above to calculate optimal cross section area for the tail pipe
and so diameter. Our result (excel sheet 5) corresponds to the stock exhaust that we have
measured in the workshop.
Catalytic converters
To pass emission tests with our performance exhaust, we need to use catalytic
converters. We decided to use three of them, as in original Hyundais design, so our
customer can be sure that he wont have any problems during the technical inspection.
There are different catalytic converter designs. Poorly designed converters can
cause inconvenient turbulences, which interrupt the exhaust gas flow. In the picture 3
(taken from Four-stroke performance) there is shown how the optimal shape of entry
and exit pipe should look like,
to get higher flow rate.
Catalytic converter modified
in this manner, can have up to
double the flow rate than the
original converter. It is
achieved thanks to proper
angle values (10-12 on the
picture 3
entry part and 12-15 on the
exit part) that allow the exhaust gasses to expand and converge into the pipe properly -
without turbulences.
Since stock catalytic converters are not made of stainless steel, and the third one
is broken, we decided to order brand new ones instead of improving the two original ones.
We have chosen British company Demon-tweeks 2 that is known for selling parts for
motorsport applications. Theirs catalytic converters are increasing flow rate, reducing
back pressure while maintaining emission levels.

2
http://www.demon-tweeks.co.uk

19
 Performance exhaust for Hyundai Santa Fe (type SM, 19992006)
Vehicle:
Hyundai Santa Fe (type SM) 2003
Euro Emission Standards: 3
Technical Data

- Numbers of catalytic converts: 3

o Two at manifolds and one after manifolds, this option contains all 3
- Numbers of silencer/muffler: 2
o One right after catalytic converter and one muffler at the end
- Material:
o Stainless steel (309)
- Density (kg/m3) = 8030
- UTS Strength (MPa) = 586
- Raw material price (USD/MT) = 2088,66

Overview
This is the option for a customer who would like to have an exhaust system with
very good lifespan while also having a good-looking one. Our workshop has been
working on designing the best possible exhaust system, using calculations on
properties such as length, diameter, material and heating. We have made a system
that will give a new feel to our customer vehicle.
When comparing the new system to the old one, it is easy to point out the main
differences:
- Stainless steel
o Much longer life time for the metal
o Best option for regular use in Danish climate
- Lower thermal conductivity
o Better heating of catalytic converter, resulting in higher efficiency.
- Better looking exhaust
o Nice finish for the vehicle
Since the system we have designed for our customers vehicle, is not a stock system,
it will require to be approved by a technical inspection. This will not be a problem as

20
 we are not increasing the engine output that much, rather this system is making
the catalytic convertors heat up faster.
Since this is an exhaust system made and designed in our workshop, price will of
course raise. Comparing to the price of the OEM system the customer will notice the
difference in price is not that big. Here its important to keep in mind that our
customer will have a system with a much longer expected life span.

Parts PCS Price before moms (DKK)

25x Labour hours 375.00 9375.00
1x Flowmaster Stainless HP2 1176.31 1176.31
muffler1
2x Miltek Hi-Flow Sports 934.20 1868.40
Catalyst1
1x Scorpion Sports Replacement 2169.68 2169.68
Catalys1
5x Stainless steel pipe2 1m 150.00 750.00

TOTAL before moms (25%) 15339.39

2. Based on price of stainless steel from the Danish tuning shop Qualitec - http://www.qualitec.dk/rustfri-rr-lige
1.Based on prices from English tuning shop Demon Tweeks - www.demon-tweeoks.co.uk

21
Conclusion

Before we started writing this assignment we thought we had a good idea about
the outcome of the dyno test we were going to do. But just as in the real world workplace,
we ran into unforeseen problems, but as we all know, the best thing is to learn from
mistakes or problems, is knowledge. With the problems that occurred in this process, we
as a group figured out how to overcome them and still be able to extract the knowledge
we could use in this assignment.
To advice our customer to make a good decision by choosing the right exhaust
system for his vehicle we need to conclude all options we can offer. We can replace
the whole system for new original Hyundai system. The customer can consider this as a
safe option because it was designed exactly for this car. It is quite expensive due to fact
that it is made by Hyundai manufacture. If we compare it to the price of the better
performance exhaust we developed, it becomes clear which option we think is absolutely
the best for our customer. Our system is good for public roads, long life span and passing
technical inspection. As discussed before, the price is comparable to OEM. We also need
to add cost for getting our system approved so it can be used on public roads. This option
might take longer time to design, manufacture and mount compared to the original, but it
is well worth it because of all the advantages it offers.
The last option is removing the third non-working catalytic convertor. This option is good
for customers who want to use their vehicle for off road racing or driving. Due to
legislation and emission restrictions the vehicle will not be allowed to run on public roads.
This option improves performance of the vehicle as we saw from our dyno tests. But we
as a company cannot take responsibility and will not recommend this optimization.

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Perspectives

Jakub Kopiec
My name is Jakub Kopiec and I will start with ensuring that from the beginning
I was looking forward to writing this project. I saw in it great chance to learn something
new and gain also some experience.
In this project, I focused mainly on technical part. I started with writing quick
technical introduction according to our 3 scenarios and then successive I was going
deeper to describe in-depth problems. For removing catalytic converter option and
replacing old one with OEM part I described the behaviour of exhaust system, explained
processes with physical laws. In performance exhaust part I presented different
properties of the materials and went together with Ferdinand through the process of
designing new exhaust that would cooperate properly and use maximum potential from
engine.
Before, when as a group we were trying to choose projects topic and wrote
down our problem statement, I found exhaust matching very interesting for me since
there is a room for math and physics explanations and of course I offered my help with
this part. During the whole process of writing, while we were sitting together in study
rooms I was sharing knowledge in personal way or using Facebook/Google drive/phone
when we were working on our own.
From this project. I learnt how by changing exhaust parameters like length,
diameter or material, we can change power and torque graph or total weight of system
so in conclusion how car behaves. What is more, I also improved my skills in teamwork
what is going to be effective in future job.
All knowledge I used to write this project I have taken directly from classes with
teachers and materials that were using like A. Graham Bells Four stroke performance
tuning book. Another source is of course internet, and specialized web pages with
materials properties, equations or just other tuners experience.

Sren Bach
My name is Sren, in this project, I have been using my background from the
business college. It has been challenging to try and use the theory from my old education
and the new from this education. It was great to set up the guidelines and try to create real
life scenarios. While the technical part is not my strong side I feel I have learned a lot

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about the importants of an exhaust system, how it works and how it can be optimized.
Using calculations our group have been able to making the best exhaust system for our
customers vehicle.
We as a group have been working great together, writing mostly together and
sharing knowledge as we advanced in this project. The different roles and background in
our group have been perfect for making a project like this, some come with technical
knowledge others with management, but all with an interest for learning more about cars
and the industry behind.
Michal Bohus
My name is Michal Bohus. When we started working on this project I was very
excited that I am going to learn more about exhaust systems, get hands on real car in real
situations, which I have. In this project I have worked on management part together with
Sren. In our team we all are equal so we planned and discussed everything together.
Most of the time we worked together in school so we could share and discussed our
knowledge and ideas. All knowledge I used is from lessons in school, from teachers
presentations and additionally some knowledge is used from our books which professors
also recommended. This project thought me how we can optimize powertrain output only
by small changes like diameter, length etc. Also I learnt how to work with group of
people, how to share and discussed mine and others ideas.
Ferdinand Havlik
My name is Ferdinand Havlk and since I have started this education I have been
more interested in technical part more than management. Thats why I focused on the
same in our project. I described the dyno procedure and the difference between NA and
FI engine so it can easily be seen why we have chosen the NA engine. Then I focused
with Jakub on creating new performance exhaust system for our customer using the
knowledge from hours during the two semesters and also using the book Four-stroke
performance tuning. I created most of the excel sheets as I enjoy working in the program.
We always sat and wrote together so we could discuss questions immediately together.
As I saw the Engine masters video about exhaust I wanted to learn more about it so it was
great opportunity to write a project about it. After this project I have better understanding
of how important exhaust really is and how can we move the torque and power curve just
by using different shapes, diameters and lengths of exhaust. I worked a lot with the book
which was the main source of information for our project.

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Appendix and referral sources

GANTT CHART

Book:
A. Graham Bell Four-stroke performance tuning
Fourth edition, year 2012
ISBN 978 0 85733 125 0
Table 1 & 2
Metals and alloys properties: http://www.azom.com http://www.aksteel.com
https://www.yourmechanic.com
http://www.tech.plym.ac.uk/sme/desnotes/titanium.htm
Prices for April 2016: https://www.metalprices.com
Titanium exhaust https://www.agency-power.com
Picture 1 taken from: https://gsf165.wordpress.com/2013/06/26/catalytic-converter/
YouTube test:
https://www.youtube.com/watch?v=_PVXvHkr-Vs&t=2s
Graph 3.

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Catalytic converters for performance exhaust will be ordered on: http://www.demon-
tweeks.co.uk
Flow Equation -
http://web2.clarkson.edu/projects/subramanian/ch330/notes/Pipe%20Flow%20Calculati
ons.pdf

Dyno standards: http://www.maha.de/communication-desk-lps-3000-desk.htm

Excel sheet 1.

Excel sheet 2.

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Excel sheet 3.

Excel sheet 4.

Excel sheet 5

The price for 1 hour at a workshop in rhus N:

https://www.autobutler.dk/blog/kaempeforskel-paa-vaerkstedernes-timepriser

Text-box footnotes:
1. Bekendtgrelse af lov om godkendelse og syn af kretjer - 22. -
https://www.retsinformation.dk/Forms/R0710.aspx?id=142064#Kap1

2. Bekendtgrelse af lov om godkendelse og syn af kretjer - 22. -

https://www.retsinformation.dk/Forms/R0710.aspx?id=142064#Kap1

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Fig. 1

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Hyundai workshop manual

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