Just having a properly setup fuel injection setup probably has a big impact in cleaning up the exhaust.
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No offense but, digital will never sound better that analog period.
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lol, yeah they definitely sound different and to each their own! I will say that I also prefer analog on older recordings.
That’s interesting Matt, and makes sense! Cleaner fuel along with optimum air-fuel ratio due to fuel injection explains why modern cars exhaust doesn’t smell. Never occurred to me that carbureted cars could see the same benefit.
I really wanted to post that but I didn’t want to get off topic. I have a buddy with a killer setup, old school tube amps, etc. I’ve never heard anything sound that good.
Notice the reinforcement plate used here with recess areas for the exhaust to fit beneath the plate. Might be just what you need!
That reinforcement plate is interesting, and appears quite robust. Maybe @Axshun can tell us more about it.
The cross member is a Cougar/Mustang convertible specific part from TinMan Fabrication. It’s a really nice, well built part as it is a direct bolt in place of the original plate and has a driveshaft loop and space for up to 3 inch exhaust. Not cheap by any means, but I think it was worth the cost.
Here is the link:
Ford Mustang Convertible Crossover Drive Shaft Loop 1965-1972 – Tin Man Fabrication
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The convertibles have a plate that bolts there from the factory except the it is flat. The stock one is pretty decent. I think this one is more about getting a little more exhaust pipe clearance and driveshaft loop.
It was the diesel fuels that they reduced the sulfur content. The sulfur smell he was talking about is what happens when you have a bad cat. This was a common problem years ago before EFI and also before they got rid of the leaded fuels. The lead will damage a cat. Having a rich mixture will damage a cat and cause that sulfur smell. First US cars to have cats were in 1976 and just did not work well with carbs and engines that were not maintained.
The reason for the “stinky” exhaust are weak ignition and a rich A/F mixture. I’ve got carbureted engines that idle nice and do not smell. A properly tuned engine is a lot better than you know. The problem is most don’t know how to put a good combination together, don’t know how to tune, and don’t want to learn or spend the time. Only time you will have a problem with exhaust smell is if you have a cam with a lot of overlap, but at that point it is a problem of misapplication.
All you need for a quiet exhaust is to use the right mufflers. The TB self learn EFI and ignition these days has the promise of providing a good running engine without knowing how to tune. Only problem is when the self learn don’t work or when the ECU fails. Most of these have everything built into the TB (which amusingly they make look like a carb) and when they fail your option is to send it for repair or replace it. The Sniper 2 from what I hear has fixed or improved on a lot of the problems these things have.
Keyword search AI summary:
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US Standards (Tier 3): Since 2017 (with full implementation by 2020), the EPA mandated a 10 ppm annual average sulfur standard for gasoline.
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EU Standards: The Euro 6 standard has set the maximum sulfur content for gasoline and diesel at 10 ppm.
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Global Trends: Similar, stringent low-sulfur standards (10 ppm) are adopted in many other regions, including India (BS VI).
The regulations have been tightened progressively for 40-50 years. Hard for me not to know, it led to a lot of hydrogen demand and business.
I have a question you put 3” exhaust on the car is the chrome turn down tips 3” also they look small in the video.
I see now its a 2.5” exhaust sound good. has a nice chop from the cam.
Last Friday I took delivery of the Cougar with all the improvements. My initial impressions are that it exceeded my expectations.
The Borgeson steering (and new steering column bearings) make for much more confident steering. There’s feeling back, less play, and it tracks much better on the highway.
The headers and exhaust are quite civilized, but if you stand directly behind there’s a nice burble.
With the Holley Sniper 2 it finally feels like a muscle car. Starts right up, much better throttle response, tires chirp if too aggressive. I think it’ll be faster 0-60.
More to the story, though. Over the weekend i noticed the performance was off. Wouldn’t start right up, and was chugging a bit on acceleration. I took it on my 167 mile Monday morning drive from the South Bay to Fresno. It was driving okay, but on a lonely stretch of Hwy 152 the engine conked out. Had to get it towed to the nearest small town of Chowchilla. There it’s been at a repair shop. Found out today what the problem was. It has to do with the Holley Sniper system’s incompatibility with what’s on the car.
Incompatible with?
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Sorry to hear that. The first 500 miles are always full of suspense.
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Incompatible with the Schneider hydraulic roller camshaft.
That seems odd? How could they come to the conclusion of incompatibility with your cam…especially if you have a mild profile? I haven’t used a Sniper yet, but curious if they had error codes or other useful data to better isolate the issue (Sniper, Hyperspark, sensors, etc.)?
The incompatibility was between the Holley Hyperspark Distributor —PART # 565-303…
…and the Schneider Ford 335 Series V-8 hydraulic roller camshaft.
The previous MSD FORD 351C-460 READY-TO-RUN PRO-BILLET DISTRIBUTOR STEEL GEAR PART # 83501 had run for a thousand or so miles with no problems.
https://www.holley.com/products/ignition/distributors/ford/parts/83501
What is the incompatibility issue? Cam gear is what I’m thinking.
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