The exhaust system embodies various scientific disciplines, including acoustics, fluid dynamics, chemistry, and thermal radiation. Within an internal combustion engine, the exhaust stroke may appear uneventful, primarily serving to clear the path for fresh air and fuel to enter the cylinder. However, this marks just the beginning of the journey for exhaust gases.
The Dynamics of Exhaust Pulses: Positive and Negative Pressure
Exhaust gases don’t flow as a continuous stream; instead, they move in pulses. If you’ve ever placed your hand near a tailpipe at idle, you can feel these rhythmic pulses.
These pulses encompass both positive and negative pressure, involving compression and expansion—a crucial aspect in understanding how exhaust systems function and contribute to power generation.
As the exhaust valve opens, pressure in the exhaust port experiences a dramatic spike as gases escape. However, after this initial surge, pressure drops, occasionally becoming negative or creating a vacuum.
These gases possess mass and velocity, generating momentum that propels them downstream toward the collector.
During this process, a negative pressure wave reflected back to the exhaust valve aids in drawing more air into the cylinder during the intake and exhaust valve overlap—an occurrence known as scavenging.
Scavenging plays an integral role in enhancing an engine’s efficiency in consuming air, a concept referred to as volumetric efficiency. Read more about Scavenging
Exhaust Gas Velocity: Smaller vs. Larger Diameter Pipes
resistance to flow
The speed at which exhaust gases exit the cylinder is equally significant. In the realm of fluid dynamics, a smaller diameter pipe will move an equivalent volume of gas at a higher velocity compared to a larger diameter pipe.
Nonetheless, smaller pipes introduce back pressure, a form of resistance to flow. Engines operate across a spectrum of power bands.
Larger-diameter pipes, such as those found in tubular exhaust headers, are particularly suited for high RPM performance.
They effectively maintain exhaust gas velocity at elevated speeds but may have adverse effects on scavenging and torque production at lower RPMs.
On the other hand, factory manifolds maintain acceptable velocity at lower RPMs, promoting torque production but eventually become restrictive at higher RPMs.
