Talk Morgan Forums Morgan Sports Cars Morgan Aero 8, 2012< Plus 8, SuperSports, Coupe & Aeromax Side pipe exhaust

Ferrari Exhausts will sound different because the engine is a Flat Plane Crank V8 (fires 1 piston from each bank simoultaneously every 180 degrees) not a 90Degree V8 (Firing one cylinder every 90Degrees of crank rotation)which is the traditional V8 configuration.

Flat Plane Vs Cross Plane Crank Info

But the designs are shown on the link below.

Ferrari 355 Silencer Cut Away - Quicksilver Exhausts

P.S. Best of luck with the custom silencers... BTW.. when you are at the JP Exhausts... let them take a look at the exhaust headers and see what they say.

I can confirm this as I have recently heard two flat plane cranked Rover V8 engines in race/hillclimb cars. They sound completly different to a normal Rover.

i just need to say that you chaps know a lot about exhausts

Not me...

Cerealsurfer, I went to JP today and told them how I wanted, they've done a number of BM V8 before and reckoned they're not too loud even with a straight thro pipe, but not sure how my Aero would sound. However if I find it too loud, i could bring it back and they could tweak it. Knowing that they could tweak it to make it quieter, I've booked my Aero in next week...
so watch this space.

Great stuff. JP do really good work. They do aftermarket headers for the TVR Cerb community (AFAIK) which are sold through Austec, I was going to get a set but then swapped to the Aero.

I on the otherhand have been talking with VAC Motorsports about the S62 race engine... I have some pics of engine's in build and a completed one. I've also been scouring the internet for pictures of the engine bays of the RTCC GT car, Keith Ahlers BGT car and the Aero LeMans car in order to get as much reference information as possible. Obviously these cars do not run the S62, but they do run Dry Sump systems and have already provided answers to a lot of questions I could see coming up which this sort of conversion.

I no doubt will be visiting their doors as well for the headers for the S62 motor. I have some glimpse pics of the RTCC car headers which are matched length primaries (from what little I can see from the pic). Anyhow. I will need something. Let me know how you get on...

Also whilst your there could you ask about the headers please? and what would be the cost of creating a set of 4-2-1 headers for a 5.0 NA 500-550bhp engine.

I was thinking of running the paired primaries togeather in the engine bay itself, then running the secondary pipes down under the wings where the cats are.. only then joining them and putting the cat and a short silencer on the end.

Please excuse my ignorance, I'm not right up on the engine model number, by S62 motor, do you mean M5 V8 engine? And does S62 motor has the same basic block design as my current engine?
If so, I could ask them for the cost of equal length 4-2-1 header whilst my car is on the ramp, they could have a good look and give me a quote....

Yep.... you're on the money there. S62 was the last derivation of the M62, N62 series (M62 originally available in 4.0 only) and was used in the Z8 and then the M5. Whilst internally the blocks are slightly different to aid cooling, externally they are almost identical.

If JP were to quote headers for your motor then the cost would be very similar. P.S. try to get the pipe diameters & lengths they would expect to use. (if they are happy to provide, otherwise just cost is ok).

Cheers.....

The headers are supposedly a constriction on performance in the Aero (at least I've heard it said). What kind of driveability / throttle response /power / torque benefit would there be in getting updated headers - or is it only going to be noticeable with an upgraded engine?)

See this thread.... http://www.pistonheads.com/gassing/topic.asp?h=0&t=398783

it's worth reading all the way through. Remember that the AJP Cerb installations do not run linked exhausts..same as Morgan Aero's... and that the 4.4-4.6 M/N62 are roughly the same engine size as the AJP 4.5 so comparisons can be made. The header dimentions can be used as a reference.

If you're interested in BHP gains/movement of peak torque/power then you really need to look at some of the comparison tables in the 4 stroke performance tuning book which has comparative exhaust headers on a set 2000cc engine.. the engine dyno'd each time to compare results. It makes interesting reading, it also shows how to tune induction for peak power and exhaust for peak torque to get a balance throughout the rev range.

Interesting....I just had a look at my header, it looked like its a 4 into 1 design, the dia. approx 1 to 1.25", but the fabrication of the header looked crap, the bend in the header pipe isn't completely round