i saw that the question about using the stock tips wasnt answered. can that be done? one of mine needs to be replaced and am looking for a better way to get new ones instead of buying the 1700 dollar full stock muffler +tips

 

The h-pipe isn't for stability. Its for the equalizing the scavenging effect. I hope that everyone is aware of the fact you SHOULDN'T introduce an h-/x-pipe into your exhaust or change manifolds to headers without a tune due to the change in scavenging effect and pressure areas in the heads.

Renntech makes 2 3.8L builds that I'm aware of, although I'm not sure if they related to the ones TVT is working on. Renntech's 3.8L is offered in 2 packages, a 262hp/294tq setup and a 300hp/306tq setup and they are extremely expensive. I'm not sure on the specs of either though other than the power outputs.

TVT's engines are a bit of a mystery to me and best answered by TVT themselves. And i have several questions about it myself. What they've told us so far is that its a 3.8L, iron-sleeved, aluminum block with forged pistons and a c/r of 12:1 or 9.5:1 and several different trims and goodies. My main question is about how long the engine with last with a c/r of 12:1 and what kind of gas they plan on using. Because generally speaking, and I admit there are several engines that are exempt of this statement and this may be one of them, you can't run a c/r higher than 10.5:1 on 93 octane UNLESS you started retarding the timing or run extensive cooling due to the constraints of the octane rating of the gas.

 

I may have been misunderstood. The design and flow of the muffler may make the use of an H pipe use less other than for a structural point. The Dynomax ultra-flo x has an x pipe built into it's design. As for the other mufflers I don't know about their designs. If we could leave off the H pipe it might make the system slightly cheaper and easier to build.

As far as the 3.8L the Sprinter uses a 3.7L that shares the same stroke as our wonderful 3.2's. The bore is much larger. If our blocks could be bored to the 3.7's bore we could pick up 1/2 a liter. We might just need a set of pistons, rings and a trip to a good machine shop to put it very simply. I was wondering if that is the basis for the 3.8L.

There is no substitute for cubic inches or liters.

 

Let me clarify a few points. The stock SRT6 systems come with an H-pipe, so with our system we did not want to eliminate it.

Second, We've found 2 dual in/dual out mufflers that would fit, a magnaflow and a dynaflow. Both are about the same price. The one with the X-pipe crossover from Dyna is too long.

Third, the stock tips may be able to be used, but that will need to be left up to the end user. As of this time I'm not aware of anyplace that sells just the tips.

Finally, our engine build will be revealed when it is finished. We looked into boring the stock block and adding the 3.7L pistons, but due to the coating of the cylinder adn the cost of the MB pistons, it makes more sense to full custom and have a stronger product. As for the compression ratio, our race block will be 11.8ish, the short blocks we sell will be closer to 10.8 for N/A and as low as 9.0 for FI.

 

sounds like fun. how will you be recoating the cylinders or will you be sleeving with cast iron?

 

Iron is stronger and gives you more piston flexibility, its also a bunch cheaper.

 

Excellent! And I'm glad I'm not the only one that thinks MB performance goodies are stupid expensive. Hopefully ya'll will be able to land a near perfect 10.5 :1 c/r!