Exhaust Note Question . . .

You can pick up a late 80s or early 90s Testarossa, 348 GTS, 328 GTS or such like for under $50k with under 50k miles on the odometer. Ferraris are affordable with a little bit of smart saving.

 

Craig, welcome to the forum.
All of the following are my observations only:
Ferrari exhaust notes generally fall into two different catagories - the smooth lower tones associated with the vintage V-12s and the higher pitched Formula one shrieks like the modern V-8s and racing engines.

The main noise generating characteristics that differ between your American V-8 and the Ferrari V-8 is the crankshaft, operating rpm and displacement. The American V-8 is typically a 90 degree throw that gives the classic American V-8 burble and rather rougher sound at speed. The Ferrari has a racing 180 degree, or 'flat' crankshaft like V-8 formula one engines (e.g. Cosworth, etc...) that make it like two 4 cylinder engines on each side (and yes, they can run smoothly and independantly of each other (ask us how we know) giving a bit smoother sound throughout the range. The classic wail of high reving smaller displacement motor is a higher frequency sound as compared to the relatively slower turning larger displacement American torque monster. The popular 'Tubistyle' muffler and the like used on modern Ferraris accentuates the high rpm scream being a smallish 'acoustic box' type muffler with no resonators.

That all being said, I've heard a Dynomax large body large bore super turbo muffler on a 305 F-body like yours that really smoothed out the pulses well with almost (not quite though) a V-12 quality. Also, tip resonators also make a big difference in smoothing out the rougher sound characteristics. A set of quad 10" Ansa resonators on the back of the flowmasters would smooth it out significantly.

To get the really higher wail like the smaller higher reving motors is may take some extension of your rpm range above 6000 - 7000 rpm to get the high frequencies. The general rule of the larger the muffler, the lower the tone may also apply here if you use it in reverse. If you have the larger flowmasters, may look at a smaller flow through muffler (as opposed to the chevroned flowmasters) with some tip resonators to smooth it out. Just guessing a bit here, but flowmasters are pretty well known for that lower rougher tone.
Again, in the end, what you are trying to duplicate is not an engineering characteristic of your engine, but you can do some things to approximate the sound.

Anyway, I could also be full of poop - this is just my experience from having tried and made several different systems on my Ferrari.

Hope you enjoy the board - there are some really smart people here that may chime in with a better answer.
best
rt

 

One suggestion would be fitting a set of 180 degree headers to your engine. They're impractical and tough to fit on a street car, but do dramatically change the sound of the standard V8s.

 

A balance pipe between the two pipes helps as well

 

The cost to buy the car isn't the issue; the cost to maintain it properly is what's expensive.

Don't want to, or can't afford to spend the money to maintain an F-car......that's fine.....someday the car will become a lawn ornament, in front of your single wide.

Many of you give false meaning to the term 'affordable', leading many 'dreamers' into a money pit they can't afford.

Let's get real, and start talking about the real cost of ownership!

 

Good point, I should have included that in my post. My sincere apologizes.

 

You are forgiven, my son.

 

A newer computerized 550 is expensive to maintain ... by paying an authorized dealer with the proper computer diagnostic tools to do for you.

A 70's era Ferrari can be home maintained by anyone with a bit of time, patience, mechanical aptitude, and a well stocked tool box ... and access to the FerrariChat tech forum. (Of course, that tool box needs to be in metric.) The '80s cars get a smidge more complicated, with computerized ignition and CIS injection, but are still within the grasp of a well equipped home shop.

I wish I had the time to do more of my own maintenance. Ferraris are not only pretty on the outside, but the classic cars are elegant engineering, too. Besides: the professional Ferrari wrenches know Webbers, the OBD-II handles the newer stuff, but you need a VW mechanic to cope with CIS.

 

Exactly, but not everyone falls into that category.

But if they do, parts are still expensive.

 

Craig,
Relax, no need to be defensive, it's just the internet.
The exhaust note will also depend if your car has a complete dual system or the two into one with a single inlet muffler. If dual, does it have an H-pipe (balance or X- pipe)? Although somewhat dramatic to fit, Tillman's suggestion of tuned 180 degree header would go a long way to give the impulse pattern and sound you may be looking for. If that's not a player, an X-pipe (like a balance pipe) close to the header outlet is next best. Will pick up some hp as well if you do not already have one. Want to achieve as even a pulse spacing as possible. Most good racing shops are pretty well versed in this (more than me, anyway), and if there is one close by, that would be a great option.
Hope this helps
best
rt

 

In no way was I referring to you, or anyone else in particular.

It was just an attempt at a little humour, and I'm sincerely sorry that you took it the wrong way.

You have my apologies.

 

Acually I really don't think your Trans- Am will outlast any ferrari. Slim next to none of finding a ferrari in a scap yard because of neglect. maybe because of an accident. Trans- Ams , well they are scapped everyday just from peaple trying to collect money from the metal in the car.

 

Not if you're depending on the dealer for service. And if you can keep a Trans Am running, you can do much of the maintenance on an Italian machine. (Are Trans Ams metric yet?)

American muscle has a sound of its own. Why make it something it's not?

The priority of aftermarket exhausts should be performance -- at least, in a certain power band. Large exhausts, while reducing flow restrictions at higher rpm, tend to reduce exhaust velocity at lower rpm, and can lead to pressure pulses at idle, producing a rough sounding idle. This is often a source of a muscle car's unique idle sound. A smaller exhaust manifold would improve idle flow velocity, but would limit power at the top end.

On the 360, I believe, Ferrari went with a variable exhaust to try to find a happy medium.

There's more to exhaust "tuning" than picking a song on the jukebox.

Besides, no exhaust note from your TA will frighten a Hemi Cuda. (ducking)

 

Sorry Craig, I wasen't referring to your car in particular but just mass produced cars.

 

I'd be happy to give you a ride, and probably let you drive.

But I'm in Illinois and winter is setting in, so it would probably be months off.