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"TSR" Switch Fuel System, save money, drive on pump gas!
Component Matching #4
Page 2
There are several reasons I recommend the above system. Cost is obviously a factor.
The 2 & ½ inches diameter size will allow for performance into the 10 second range.
The larger pipes of a 3 inch diameter system tend to sound more Booming or Droning at certain engine speeds.
The dual exhaust looks better in my opinion on a car that came originally equipped with duals as opposed to the single exhaust. The single exhaust is very loud in all operation conditions.
When changing to a higher performance cat back and tail pipe system most relocate the muffler. The original stock location is above and behind the rear axle and uses a cross flow muffler. This single muffler is generally replaced with 2 that are located further upstream and in front of the rear axle.
This vacates the area that was originally taken by the stock muffler. This area is directly below the front parcel shelf in the trunk. It can be utilized for many other things. I use this area for locating many components of the TSR Switch fuel system. Early modifiers used this area for additional fuel pumps and plumbing. There are now very good in-tank pumps available, making it unnecessary to mount external pumps in most applications. The extra room in this area is still an asset since it’s tucked up and out of harms way and even hidden from view unless directly underneath. It also allows much easier access when dropping the fuel tank.
Further and additional considerations:
There may be a choice of mufflers in the system you choose.
The basic mufflers designs are:
Straight through, this is referred to as center to center.
Angled, this is referred to as center / side or side / center.
Turbo, this is referred to as side / side.
These designs are when referenced to the inlet and outlet pipes of the system. They are in order of mention loudest to quietest. The turbo style muffler redirects the flow 180 degrees twice forming an “S” flow with smooth diverters inside the mufflers.
For a very few, there is all out performance as the only consideration. These enthusiasts have their own set of parameters. Don’t consider these options unless you are sure that is the group you categorize yourself in.
Moving on, the next step forward in the vehicle exhaust is the down-pipe and cat and or test pipe. Test pipes are sold as an off road only piece. There are states that don’t require emissions testing or visual inspection. Use your own discretion as to how you utilize a “test” pipe.
There are a number of catalytic converters available from the aftermarket. Size and flow should be appropriately matched to the down pipe and cat back system. As with any other component if and when you replace the original, it makes sense to save the removed stock piece.
Down pipe upgrades are a source of increased performance as is a cat back system upgrade.
The down pipes usually come with a test pipe that can be uncapped for improved performance. Keep in mind, depending on how restrictive your downstream system is, the cat back portion, you will see an increase in the boost level when running this dump open. You may want to consider lowering the boost setting prior to trying this for the first time, just to be safe. You can then raise it up to the desired level once you know how much the gain actually is.
Down pipes come in several designs. Some utilize the stock turbine housing. This housing is a restrictive piece and therefore the upgrade that doesn’t replace this piece is in my opinion handicapped.
Other than the above mentioned design there 2 other designs of down pipes. They are generally referenced by the originators of the product.
This would be Terry Houston style and Turbonetics style. There are other reference terms but I use these to simplify the process.
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