Late Z06 Exhaust backdate
Has anyone here, swapped the exhaust mid-section on a '12 or '13 for the no-cat mid-section on an '11?
|
Good question as I was wondering the same.
But, wouldn't you have to change the manifolds and downpipes as well? The H pipe section between the years are different. |
My understanding is that 06-10 Z06 uses an H-pipe but 11-13 uses an X-pipe and 12-13 has four cats.
Also Jason Harding at Katech told me he thought backdating to an 11 midsection was a bolt on but then Justin Abbott at Zip Products told me it was not. What we need is a photo of an 11 mid-section. Anyone have one? |
In July 2010 the 2011 GMX-245 LS7 was SAE J1349 re-certified at 505/470, but made the 470 at 4400 rpm vs. 4800 rpm and the 505 HP at 5800 rpm vs. 6300 rpm.
GM claimed wave mixing and back pressure change in the exhaust (mid-pipe change) as their reason for the updated certification. Obviously the mid pipe "wave mixing" resulted in the same certified power as the 2005 dyno of the GMX-245 LS7 SAE J1349, but at 400 rpm sooner for torque and 500 rpm sooner for horsepower. You have to wonder what the horsepower number was at 6300 rpm, since I have verified that the cams for 2006 and 2011 are the same part number. (Thanks to Glass Slipper) For a mere $1000 you could have the full dyno pull for your wall.:D By the way, the SAE Re-Certification stated 505@4800 rpm for the HP!! Obviously a typo. Had to be 5800 rpm. I'm not sure, but did the extra cats happen in 2011 or 2012? |
Originally Posted by Bedouin
(Post 1583918263)
(snip)
However, I believe the real issue is the '12-'13 flanges where the x-pipe & cat'd down pipes connect. When they added the 2 cats in '12, I think they also reversed the flange/stud interface, making an '11 & earlier LS7 x-pipe incompatible with the '12-'13 LS7 cat'd down pipes....don't take my word for it, but do get confirm/pics before you buy. (snip) Not buying until I see pics. Might have to go back to Plan A which was Sawzall the 2nd set of cats out then weld in sections of 3-in tubing. |
Originally Posted by Hib Halverson
(Post 1583915188)
Has anyone here, swapped the exhaust mid-section on a '12 or '13 for the no-cat mid-section on an '11?
Here's a link to an article that explains the revisions, and there's a picture (second picture) that shows how the mid-pipe wont mate up to the newer cats. http://api.viglink.com/api/click?for...13687564409017 |
It could be as simple as measure and cut the extra length out and weld the ends that bolt up back on the 2011 pipe.
z51vett Doug |
Originally Posted by Hib Halverson
(Post 1583919060)
That's one of the statements I've heard before...from Zip Products.
Not buying until I see pics. Might have to go back to Plan A which was Sawzall the 2nd set of cats out then weld in sections of 3-in tubing. z51vett:hide: |
The second set of cats are not monitered.
If I made a claim they'd not notice the two missing cats but my engine will not suffer valve guide issues. |
Originally Posted by Halltech
(Post 1583919036)
In July 2010 the 2011 GMX-245 LS7 was SAE J1349 re-certified at 505/470, but made the 470 at 4400 rpm vs. 4800 rpm and the 505 HP at 5800 rpm vs. 6300 rpm.
I'm interested in confirming that with GM Powertrain PR as my '12. FYI, my 12 made peak power at 6100 on one run and 6200 on the other. GM claimed wave mixing and back pressure change in the exhaust (mid-pipe change) as their reason for the updated certification. I'm not sure, but did the extra cats happen in 2011 or 2012? |
Originally Posted by MTPZ06
(Post 1583919612)
(snip)
Here's a link to an article that explains the revisions, and there's a picture (second picture) that shows how the mid-pipe wont mate up to the newer cats. http://api.viglink.com/api/click?for...13687564409017 An 11 mid-section won't fit, even if the connections were right. Case closed Back to my plan A. |
Originally Posted by Hib Halverson
(Post 1583919060)
That's one of the statements I've heard before...from Zip Products.
Not buying until I see pics. Might have to go back to Plan A which was Sawzall the 2nd set of cats out then weld in sections of 3-in tubing. Now see the bottom pic of the pre-'12 system where the bolt flange is on the header/downpipe side & the female flange is on the h/x-pipe side. The bottom pic is an h-pipe, but I'm almost certain the pre-'12/13 x-pipes had the same flange set-up as earlier the earlier h-pipes. http://www.corvettenewsblog.com/wp-c...-Exhaust-1.jpg http://i28.photobucket.com/albums/c2...2/IMG_3110.jpg Here's another close up of a pre-'12 system; http://s9.postimg.org/ge8xvys7j/PART...G_1646_jpg.jpg Last clarification...I don't think the more important ball & socket interface has changed, just the clamps have been reversed. The cork-type gasket is still on the 'Ball' end of the cat'd downpipe, & the x-pipe still has the 'Socket' end on it. In short, you could still sawzall & add clamps, but at least now you know what you're dealing with. |
Sae
Originally Posted by Hib Halverson
(Post 1583924284)
What's your source for that information?
The exhaust was changed in the 2011 Z06. You would think that if the extra cats came in 2012 that they would have asked for re-certification again. They did not. I'm interested in confirming that with GM Powertrain PR as my '12. FYI, my 12 made peak power at 6100 on one run and 6200 on the other. Who at GM made that claim? I have the actual GM Powertrain cerfication request and report. It was the July 13, 2010 SAE Certification Letter back to the originator of the request. It's all in the Level 1 report. Level 2 would have the full pull, including information on the manufacturer, engine, applications, testing location, certified maximum horsepower, certified maximum torque along with the certified curves of horsepower and torque over a wide range of engine RPM speeds. In addition, this product contains complete engine information such as displacement, cylinder configuration, valve train, combustion cycle, pressure charging, charge air cooling, bore, stroke, cylinder numbering convention, firing order, compression ratio, fuel system, fuel system pressure, ignition system, knock control, intake manifold, exhaust manifold, cooling system, coolant liquid, thermostat, cooling fan, lubricating oil, fuel, fuel shut off speed, etc. Also included are all measured test parameters outlined in J2723. |
Hib, SAE will not allow reproduction of their testing. I will be happy to provide you with my information offline.
Thanks, |
http://www.corvettenewsblog.com/wp-c...-Exhaust-1.jpg
That sucker must weigh a ton! The Akra mid pipe weighs 9lbs in Titanium. No cats though. |
Originally Posted by Halltech
(Post 1583919036)
In July 2010 the 2011 GMX-245 LS7 was SAE J1349 re-certified at 505/470, but made the 470 at 4400 rpm vs. 4800 rpm and the 505 HP at 5800 rpm vs. 6300 rpm.
GM claimed wave mixing and back pressure change in the exhaust (mid-pipe change) as their reason for the updated certification. Obviously the mid pipe "wave mixing" resulted in the same certified power as the 2005 dyno of the GMX-245 LS7 SAE J1349, but at 400 rpm sooner for torque and 500 rpm sooner for horsepower. You have to wonder what the horsepower number was at 6300 rpm, since I have verified that the cams for 2006 and 2011 are the same part number. (Thanks to Glass Slipper) For a mere $1000 you could have the full dyno pull for your wall.:D By the way, the SAE Re-Certification stated 505@4800 rpm for the HP!! Obviously a typo. Had to be 5800 rpm. I'm not sure, but did the extra cats happen in 2011 or 2012? |
Originally Posted by Minkster
(Post 1583925116)
Be great to know what the peak numbers were....:toetap:
The testing was for the 2011 Z06 platform for sure. |
Originally Posted by Halltech
(Post 1583925448)
I agree. The request made it clear that the "backpressure" had changed, which could only come from a couple more cats, and the "wave mixing" which was likely other mid pipe changes.
The testing was for the 2011 Z06 platform for sure. |
Originally Posted by Bedouin
(Post 1583924888)
Hib, look closely at the top pic of the '12-'13 system & see how the '12-'13 bolt flanges(square-ish) are mounted on the x-pipe, & the flanges with open bolt holes(roundish) are mounted on the header/downpipe side.
Now see the bottom pic of the pre-'12 system where the bolt flange is on the header/downpipe side & the female flange is on the h/x-pipe side. The bottom pic is an h-pipe, but I'm almost certain the pre-'12/13 x-pipes had the same flange set-up as earlier the earlier h-pipes. http://www.corvettenewsblog.com/wp-c...-Exhaust-1.jpg http://i28.photobucket.com/albums/c2...2/IMG_3110.jpg Here's another close up of a pre-'12 system; http://s9.postimg.org/ge8xvys7j/PART...G_1646_jpg.jpg Last clarification...I don't think the more important ball & socket interface has changed, just the clamps have been reversed. The cork-type gasket is still on the 'Ball' end of the cat'd downpipe, & the x-pipe still has the 'Socket' end on it. In short, you could still sawzall & add clamps, but at least now you know what you're dealing with. |
Originally Posted by Minkster
(Post 1583926014)
That's what I have, a '11 Z06/Z07.
In this case, 100% validation occurred but at 400 rpm and 500 rpm sooner. Just an educated guess would tell me 515 or so is where the needle would have stopped at 6300 rpm vs 5800 rpm. If there was a good enough reason, we could buy the Level 2 test, but it is a moot point now. Why didn't GM tout the new higher numbers? It was probably a marketing thing with so many Z06s left on dealer showrooms, they would instantly have doomed the sales of those leftovers. Personally, I think if the hp did increase, it was from lower backpressure and wave mixing, maybe higher flowing cats? I really don't know. |
All times are GMT -4. The time now is 08:33 PM. |
© 2024 MH Sub I, LLC dba Internet Brands