TTE twin exit pot

[Petrus]

Anyone taken the throttle out yet?

We´ve seen that the inner plumbing is sound design only, not an excersisze in flow improvement, with the t-piece being the main decibel killer and flow restriction.
Anyone taken the opportunity to de-throttle it when having it open for a re-pack?

[Ardent]

Not yet.
The chap I have chosen to do the work, is fully committed till mid late feb at the earliest.

[Petrus]

Not yet.
The chap I have chosen to do the work, is fully committed till mid late feb at the earliest.

With the price of those pots I can imagine that you don´t drop one off at the first chappy in a shed with a welder...

Fingers crossed I beat you to it with engine bay bling and maf mod.

[steve447]

Interested to see how that turns out if anyone does it.  I must admit I'm a huge TTE fan both on my 1zz when that was fitted and now the 2zz.  I know it's holding back the 2zz and am planning the build of a new system with a 2.5" in 2.25" twin out Magnaflow.  My current plan is to reuse the TTE outlet pipes with new v band  clamps welded to them.  That said I've just come back from a drive with the TTE and the sound is really something for a 4 cylinder both at 8250rpm wide open and even lower down just cruising around.  I suspect I will be disappointed with the Magnaflow sound but the 10-20hp it should free up will compensate, I hope.....

[Petrus]

On a bog standard 1ZZ the TTE twin pipe is simply a cool looking/sounding pot costing no noticeable power.
With ány more flow, that changes.
With a turbo, the boost seting ensures max. power but less restrictiom after the turbine = cooler running all in the system and the boost will be reached earlier.
On n.a. it costs power. The more the engine coúld flow, the more it costs. I for one would not thínk of having the 2ZZ push through it; it defeats a chunk of the purpose. Opening up the exhaust on a 1ZZ will see it deliver almost as much as a TTE throttled 2ZZ.

Speaking of free and sound; this morning in the drizzle droned up a long 8% climb at about 130 km/h and an Abarth 595-sómething in daft badly visible matt look drove past. They had been behind for some time, fell back and flOOOOOred it. Right next to me lifted and gassed again with LOUD bángs and ´quite clearly´ audible acceleration ahead.
They are a dime a dozen and an acquired taste I have not acquired but it doés have something cool, so much OEM power in a shopping cart; if only it was a bit more sleeper instead of boy racer.

As such I strongly feel that Jason has the obligation to unleash all the horses in his ever so sleeper sable TTE turbo :-)

[Ardent]

This has got me thinking.
In the tte installation manual, it is installed with the stock single pipe zorst.
We have seen the insides of a TTE box. Has anyone opened up a stock box?

Others have commented on here in the past @1979scotte that the tte box was believed to be restrictive. This has now been shown to be true, certainly indicates from the pics we have seen.

So if the bhp and torques figures were based on the stock box, have I never had, what I should have had?

Or more simply. Does the stock box flow better than the tte box?

[Petrus]

This has got me thinking.
In the tte installation manual, it is installed with the stock single pipe zorst.
We have seen the insides of a TTE box. Has anyone opened up a stock box?

Others have commented on here in the past @1979scotte that the tte box was believed to be restrictive. This has now been shown to be true, certainly indicates from the pics we have seen.

So if the bhp and torques figures were based on the stock box, have I never had, what I should have had?

Or more simply. Does the stock box flow better than the tte box?

Last question; yes, although as I wrote with stock 1ZZ it is mostly academic as the top part of the rev band is not the most used/ strong bit of that engine anyhow.
With the T out it will flow better than OEM.

The other; you have the max power and close to torque:
The turbo is set to deliver the boost, period.
With more back pressure, the turbine will need to work harder so at higher revs to deliver the boost. At higher revs it will make no difference as he boost will be max anyway; it just runs hotter at the exhaust and over time the whole engine room.
The revs at which max boost is reach will shift up as back pressure increases, thus a more restrictive exhaust will have less torque as torque is power devided by revs or more accurately; power is mean piston pressure times revs.  With the boost reached at higher revs, the piston pressure thus torque at lower revs is less.
You will definitely notice more pressure in the bum dyno from lower revs because you have the rest nicely free exhaling.

For those who missed what we are on about:

https://www.mr2roc.org/forum/index.php?action=dlattach;topic=68323.0;attach=6995;image

[MisterK]

I should have been on commission for every time these photos have been viewed     

In my garage is the stock exhaust which was taken off the car at only a couple of months old when the TTE was installed.  It's like new & I'm certainly not going to cut it open to do a comparison 

Just to mention, the TTE sounds fantastic without all the fibreglass wadding & even though it's only an illusion, I'm positive it increases the power by 20% 

[Ardent]

In my garage is the stock exhaust which was taken off the car at only a couple of months old when the TTE was installed.  It's like new & I'm certainly not going to cut it open to do a comparison 

Go on, you know you want to.

[Petrus]

Just to mention, the TTE sounds fantastic without all the fibreglass wadding & even though it's only an illusion, I'm positive it increases the power by 20% 

So you cut the ´T´ out? or am I missing British humor?

[SV-3]

Just to mention, the TTE sounds fantastic without all the fibreglass wadding & even though it's only an illusion, I'm positive it increases the power by 20% 

So you cut the ´T´ out? or am I missing British humor?

We have to have a cup of 'T' before we do anything.

[Petrus]

Ok, I read that as perception of power increase under the influence of thee.

Congrats with the results.

[Ardent]

@Petrus
I know you have this already, but for others that may not.
You cannot view this attachment.
Your "bum dyno" ref covers it nicely. That is what I like the most, that sense of shove in the back.
Which is shown in the graph as the steepness of the curve from not much to 3500, I love that bit, I push on to about 4500 and change. That drops a 1000rpm into the 3500 peak torque and ride the wave. Rinse n repeat.

[Petrus]

As I explained Jason, more flow restriction after the turbo sees the low end shift up the rev band. Less sees the reverse.
The TTE turbo kit with OEM is the graph you show. With the ´cool´exhaust you basically never had what you should have had: With the TTE twin pipe it will have shifted some and with the ´t´ out it will be better than with OEM pot.
Looking forward to your bum measurement.
Oh and don´t worry about the sound; the turbo is an efficient mufffler and the de´t´ed TTE still muffles ok too.
Lastly, driving it lower in the rev band like you do is thé best muffler. With the variable valve timing we réally have a loud pedal.

[Ardent]

Really looking forward to getting this done now.
Will start chasing up.

[BahnStormer]

Speaking of free and sound; this morning in the drizzle droned up a long 8% climb at about 130 km/h and an Abarth 595-sómething in daft badly visible matt look drove past. They had been behind for some time, fell back and flOOOOOred it. Right next to me lifted and gassed again with LOUD bángs and ´quite clearly´ audible acceleration ahead.
They are a dime a dozen and an acquired taste I have not acquired but it doés have something cool, so much OEM power in a shopping cart; if only it was a bit more sleeper instead of boy racer.

I had the revised 2018 model of the Abarth 595 as a courtesy car... it's like driving a mini Renault Espace F1.... 180bhp in a 1000kg, but doesn't feel as fast as it could due to various things: the bus driver poisiotn mostly, but it's also pretty dead below 2500rpm and then quickly hits a hard rev limiter ~6100rpm (I should remember - I think I hit it in every gear, every time I accelerated)... also five short gears means you're blaring away constantly and the gear change is very light and pretty vague.... so not great... that said the front hooks up well and the pops even idling around the car park after a good run and bangs were a complete giggle, so I'd love to feel what that 1.4 turbo engine is like in an Abarth 124 (I really hope they gave it the Mazda 6 speed box out the 2 litre "other" car as that gearbox is lovely - and the 180bhp version of the 2 litre is a bit of a giggle too!)....

Back on topic though: TTE is a lovely sounding "meaty" upgrade to a 1ZZ stock pipe.... but the upgrade is only sound.... I honestly don't think you'll notice ANY change (positive or negative) in flow over a stock exhaust....

With that in mind, this will be restrictive on anything where you need to flow more gas than a stock setup... I would be VERY wary on a turbo - no point in making your heat build up any worse.... and it's a definite no-no where you need more flow - @mikek can confirm, but I think even a 2.25" straight-through was choking his 2ZZ, but that might be his cams.... from what I can gather about a 2ZZ is that is isn't breathing "as freely as it wants to" until the exhaust valves can actually see unrestricted daylight....

[Petrus]

With that in mind, this will be restrictive on anything where you need to flow more gas than a stock setup... I would be VERY wary on a turbo - no point in making your heat build up any worse.... and it's a definite no-no where you need more flow - @mikek can confirm,

I want to add that the 1ZZ is restricted by the OEM exhaust. Decat header, sports (or no) cat and a better flowing muffler is the best one can do to it. The TTE twin exit can fit neatly IF the ´T´ is removed.

We´ll hear from Jason how it pans out on his turbo. Very much looking forward to it.