Mazda 6 Magnaflow 1

Mazda 6 Magnaflow Catalytic Converter  Mazda 6 Magnaflow Exhaust System Below is an excerpt from Mazda 6 Club and one satisfied Magnaflow customers experience with our products. A lion. In fact, I cannot find another word to describe the sound of the exhaust system I installed today. It's absolutely perfect. However, perfection is subjective. Perfection to one man could mean a rumbling, thunderous cat back exhaust system that has it's owner fearing even a gentle tap of the go-pedal when driving next to law enforcement. To another individual, it could mean an exhaust system that merely allows its presence to be known, when it's driver wants it to be known; A system that snarls like a lion salivating at the teeth, ready to devour another on-ramp with the blissful growl of a predator accompanied by the squealing sound of it's prey, your tires grappling desperately for grip. Yum. PRIORITIES: Many people modify their exhaust systems for the simple motive to gain sound. An aggressive note has been an intimidating feature of powerful cars throughout the history of automobiles. Today, it's no exception. Other individuals are hungry for more power and want the turbo to have a little less back-pressure to spin against. Of these individuals, some like 'em loud, some like 'em quiet. I prefer the latter. In other words, I wanted a lion without an amplifier. The Mazdaspeed6 is carefully tuned to be a sporty drive while retaining specific creature comforts; one of them being interior sound levels. While the Mazdaspeed6 isn't anywhere near being considered a 'class leader' in interior quietness, it is considerably quieter than most other AWD, Turbocharged 4 cylinder powered cars. And so, this was an important characteristic for me to retain. RESEARCH: A plethora of exhaust systems exist in the market today for the Mazdaspeed6. The choices are almost endless. There are quite a few brands I glanced over, and a handful that I seriously considered. Some of these systems were the GHL, ETS, Corksport, TurboXS and CP-E. I can go on and on about my opinion and build quality of each system, but I won't. Anyone who is interested can feel free to ask. What interested me was what these 5 systems had in common: 3-inch mandrel-bent piping. Any 3-inch mandrel bent design will generate enough resonance through the pipes to create a noticeable drone when the engine is under vaccuum (read: engine braking). After all, there's only so much that resonators and mufflers can inhibit in terms of sound levels. In ETS's defense, they did taper down to 2.5 at the Y. While not quite as resonant as its cohorts, the sound level of this system is still rather loud for my tastes. And then of course, there was MagnaFlow. This system seemed to be regarded as the proverbial red-headed step-child: the odd one out. Their approach was mainstream: lacking detail, inspiration, and diameter. A very corporate approach, if nothing else. MagnaFlow seemed to believe that a mere quarter-inch increase in pipe diameter was enough of an improvement over the factory system. Their mufflers were quiet and their welds were certainly not award winning, but sufficient enough to get the job done reliably. what intrigued me about this system were it's stats: 2.5-inch mandrel-bent stainless steel piping finishing off the bumper with a slash cut, double-walled tip, and of course, a very attractive price. While it's build quality was nowhere near the over-built systems mentioned above, it was more than adequate enough for an exhaust system. From my experiences, 3-inch cat-backs on 4-cylinder turbos will generally create more mid-range to top-end power at the expense of some low-end torque. In my opinion, the key is to have enough back-pressure below boost to maintain strong torque, and have enough flow on boost to prevent any restrictions. An active cut-out, much like a Virtual Exhaust System, is the most ideal example. Bearing a quarter-inch increase over stock, I couldn't help but think of the MagnaFlow as a wonderful compromise between back-pressure and a free flowing pipe for reasonable applications in the 300-350 hp range. And with the price it rang up at, I couldn't resist. INSTALLATION: Installing this cat-back was very straight forward. However, I had access to a lift in my uncles exhaust shop, which may very readily skew my judgement on installation difficulty. The flange bolted easily to the mid-pipe requiring no adjustment or effort what so ever. The pipes lined up well, the brackets fit the hangers, and the tips, with a lot of wiggling, lined up perfectly with the oval cut-outs on the rear valance. While I had the car on the lift, I got creative and impatient. I have a Street Unit Test Pipe on order, but haven't received it yet. So I unbolted the cover of the stock catalyst on the mid-pipe, cut the converter out, and soldered a stainless straight-pipe connecting the flanges. So guess who has a brand new Street Unit Test Pipe for sale? IDLE: I expected this modification to be significantly louder than stock. In fact, I expected it to boom without the second catalyst in place. But it didn't. Once lowered from the lift, I started the car and was surprised at the low volume of this system. The idle sounded familiar in volume, but with an added throatiness to it; a snarl, if you will. Light inputs of throttle sent the needle gracefully dancing up the tach with a reassuring growl from the system, reminding you it was there. Muffled and, dare I say, refined growls and pops made their way out the tailpipes upon backfires. I was blown away! ON THE ROAD: In the low rpm range, the vehicle's torque has not suffered. This is something I expected. Unfortunately, I cannot report any feelings of gains either in that range. Under boost, however, is where things change. The mid-range punch is noticeably stronger and lasts longer as the engine now revs freely and lightly to redline. And the sound? Oh, the sound. That lovely growl of a hungry lion. DRONE: There is no point of the rev band that this system drones in. By that, I mean there exists no drone of the booming, bass-like variety that fills the cabin and pops the ear drums. A conversation is just as easy to maintain as stock, and the only signs of low volume drone is under engine braking. Highway cruising is hardly any louder than stock, but the characteristic of the sound has significantly changed. If your foot is on the throttle, the growl is there. It simply sounds like a stock sports car. In fact, a great example of the quality of sound is that it is very similar to the sound of a stock Mazdaspeed3, but with a little more snarl and a slight addition in volume. At speeds over 45 mph, the volume of the system is masked by road noise and/or tunes. CONCLUSION: With the CP-E Xcel Cold Air Intake and Forge By Pass Valve on order, I have plenty of interesting sounds ahead of me. But the soundtrack that currently accompanies my on-ramp shenanigans is remarkably like the growl of a lion. I simply cannot find a better way to describe it. The volume is not obtrusive, annoying, or extremely noticeable. You can quietly putt around with a gentle, under-breath growl that merely hints at malicious intentions without revealing them; a very 'wolf in sheep clothing' type of effect. It's law enforcement friendly, doesn't hurt the low-end torque, and benefits the mid-range to top-end acceleration a noteworthy amount. In sum, I am extremely satisfied and don't have a single complaint! Image Description Price Magnaflow 23772 100% Money Back Satisfaction Guarantee 2003-2005 Mazda 6 Mazda 6 Catalytic Converters, Magnaflow, 2003, 2004, 2005 Part Type: Catalytic Converters Part Number: Magnaflow 23772 Inlet Quantity: Single Converter Inlet Attachment: Stock flange Outlet Quantity: Single Converter Outlet Attachment: Stock flange Converter Outlet Attachment: Stock flange AIR Tube: No Converter Case Material: Stainless steel Heat Shield: Yes Converter Style: 3-way Quantity: Sold individually. $311.47 Image Description Price Magnaflow 91004 100% Money Back Satisfaction Guarantee 2003-2005 Mazda 6 Mazda 6 Catalytic Converters, Magnaflow, 2003, 2004, 2005 Part Type: Catalytic Converters Part Number: Magnaflow 91004 Inlet Quantity: Single Inlet Diameter (in): 2.000 in. Converter Inlet Attachment: Slip fit Outlet Quantity: Single Outlet Quantity: Single Outlet Diameter (in): 2.000 in. Converter Outlet Attachment: Slip fit Converter Case Material: Stainless steel Converter Substrate Material: Ceramic honeycomb Heat Shield: Yes Converter Overall Length (in): 13.000 in. $63.27 Image Description Price Magnaflow 53004 100% Money Back Satisfaction Guarantee 2003-2005 Mazda 6 Mazda 6 Catalytic Converters, Magnaflow, 2003, 2004, 2005 Part Type: Catalytic Converters Part Number: Magnaflow 53004 Inlet Quantity: Single Inlet Diameter (in): 2.000 in. Converter Inlet Attachment: Slip fit Outlet Quantity: Single Outlet Quantity: Single Outlet Diameter (in): 2.000 in. Converter Outlet Attachment: Slip fit Converter Case Material: Stainless steel Converter Substrate Material: Ceramic honeycomb Heat Shield: Yes Converter Overall Length (in): 13.000 in. $63.27 Image Description Price Magnaflow 53005 100% Money Back Satisfaction Guarantee 2006 Mazda 6 Mazda 6 Catalytic Converters, Magnaflow, 2006, 2007 Part Type: Catalytic Converters Part Number: Magnaflow 53005 Inlet Quantity: Single Inlet Diameter (in): 2.250 in. Converter Inlet Attachment: Slip fit Outlet Quantity: Single Outlet Quantity: Single Outlet Diameter (in): 2.250 in. Converter Outlet Attachment: Slip fit Converter Case Material: Stainless steel Converter Substrate Material: Ceramic honeycomb Heat Shield: Yes Converter Overall Length (in): 13.000 in. $63.27 Image Description Price Magnaflow 15802 100% Money Back Satisfaction Guarantee 2003-2006 Mazda 6 Mazda 6 Exhaust Systems, Magnaflow, 2003, 2004, 2005, 2006 Part Type: Exhaust Systems Part Number: Magnaflow 15802 Exit Quantity: Dual Exit Location: Split rear System Material: Stainless steel System Finish: Natural System Finish: Natural System Style: Cat-back Muffler Included: Yes Muffler Configuration: Single inlet/Dual outlet Muffler Style: Turbo Exhaust Type: Single in/Dual out Hardware Included: Yes $618.64 Image Description Price Magnaflow 15803 100% Money Back Satisfaction Guarantee 2003-2006 Mazda 6 Mazda 6 Exhaust Systems, Magnaflow, 2003, 2004, 2005, 2006 Part Type: Exhaust Systems Part Number: Magnaflow 15803 Exit Quantity: Dual Exit Location: Split rear System Material: Stainless steel System Finish: Natural System Finish: Natural System Style: Cat-back Muffler Included: Yes Muffler Configuration: Single inlet/Dual outlet Muffler Style: Turbo Exhaust Type: Single in/Dual out Hardware Included: Yes $618.64 Image Description Price Magnaflow 16609 100% Money Back Satisfaction Guarantee 2006-2007 Mazda 6 Mazda 6 Exhaust Systems, Magnaflow, 2006, 2007 Part Type: Exhaust Systems Part Number: Magnaflow 16609 Exit Quantity: Dual Exit Location: Rear System Material: Stainless steel System Finish: Natural System Finish: Natural System Style: Cat-back Muffler Included: Yes Muffler Configuration: Single inlet/Single outlet Muffler Style: Turbo Exhaust Type: Single in/Dual out Hardware Included: Yes $616.60 Below is an excerpt from Mazda 6 Club and one satisfied Magnaflow customers experience with our products. A lion. In fact, I cannot find another word to describe the sound of the exhaust system I installed today. It's absolutely perfect. However, perfection is subjective. Perfection to one man could mean a rumbling, thunderous cat back exhaust system that has it's owner fearing even a gentle tap of the go-pedal when driving next to law enforcement. To another individual, it could mean an exhaust system that merely allows its presence to be known, when it's driver wants it to be known; A system that snarls like a lion salivating at the teeth, ready to devour another on-ramp with the blissful growl of a predator accompanied by the squealing sound of it's prey, your tires grappling desperately for grip. Yum. PRIORITIES: Many people modify their exhaust systems for the simple motive to gain sound. An aggressive note has been an intimidating feature of powerful cars throughout the history of automobiles. Today, it's no exception. Other individuals are hungry for more power and want the turbo to have a little less back-pressure to spin against. Of these individuals, some like 'em loud, some like 'em quiet. I prefer the latter. In other words, I wanted a lion without an amplifier. The Mazdaspeed6 is carefully tuned to be a sporty drive while retaining specific creature comforts; one of them being interior sound levels. While the Mazdaspeed6 isn't anywhere near being considered a 'class leader' in interior quietness, it is considerably quieter than most other AWD, Turbocharged 4 cylinder powered cars. And so, this was an important characteristic for me to retain. RESEARCH: A plethora of exhaust systems exist in the market today for the Mazdaspeed6. The choices are almost endless. There are quite a few brands I glanced over, and a handful that I seriously considered. Some of these systems were the GHL, ETS, Corksport, TurboXS and CP-E. I can go on and on about my opinion and build quality of each system, but I won't. Anyone who is interested can feel free to ask. What interested me was what these 5 systems had in common: 3-inch mandrel-bent piping. Any 3-inch mandrel bent design will generate enough resonance through the pipes to create a noticeable drone when the engine is under vaccuum (read: engine braking). After all, there's only so much that resonators and mufflers can inhibit in terms of sound levels. In ETS's defense, they did taper down to 2.5 at the Y. While not quite as resonant as its cohorts, the sound level of this system is still rather loud for my tastes. And then of course, there was MagnaFlow. This system seemed to be regarded as the proverbial red-headed step-child: the odd one out. Their approach was mainstream: lacking detail, inspiration, and diameter. A very corporate approach, if nothing else. MagnaFlow seemed to believe that a mere quarter-inch increase in pipe diameter was enough of an improvement over the factory system. Their mufflers were quiet and their welds were certainly not award winning, but sufficient enough to get the job done reliably. what intrigued me about this system were it's stats: 2.5-inch mandrel-bent stainless steel piping finishing off the bumper with a slash cut, double-walled tip, and of course, a very attractive price. While it's build quality was nowhere near the over-built systems mentioned above, it was more than adequate enough for an exhaust system. From my experiences, 3-inch cat-backs on 4-cylinder turbos will generally create more mid-range to top-end power at the expense of some low-end torque. In my opinion, the key is to have enough back-pressure below boost to maintain strong torque, and have enough flow on boost to prevent any restrictions. An active cut-out, much like a Virtual Exhaust System, is the most ideal example. Bearing a quarter-inch increase over stock, I couldn't help but think of the MagnaFlow as a wonderful compromise between back-pressure and a free flowing pipe for reasonable applications in the 300-350 hp range. And with the price it rang up at, I couldn't resist. INSTALLATION: Installing this cat-back was very straight forward. However, I had access to a lift in my uncles exhaust shop, which may very readily skew my judgement on installation difficulty. The flange bolted easily to the mid-pipe requiring no adjustment or effort what so ever. The pipes lined up well, the brackets fit the hangers, and the tips, with a lot of wiggling, lined up perfectly with the oval cut-outs on the rear valance. While I had the car on the lift, I got creative and impatient. I have a Street Unit Test Pipe on order, but haven't received it yet. So I unbolted the cover of the stock catalyst on the mid-pipe, cut the converter out, and soldered a stainless straight-pipe connecting the flanges. So guess who has a brand new Street Unit Test Pipe for sale? IDLE: I expected this modification to be significantly louder than stock. In fact, I expected it to boom without the second catalyst in place. But it didn't. Once lowered from the lift, I started the car and was surprised at the low volume of this system. The idle sounded familiar in volume, but with an added throatiness to it; a snarl, if you will. Light inputs of throttle sent the needle gracefully dancing up the tach with a reassuring growl from the system, reminding you it was there. Muffled and, dare I say, refined growls and pops made their way out the tailpipes upon backfires. I was blown away! ON THE ROAD: In the low rpm range, the vehicle's torque has not suffered. This is something I expected. Unfortunately, I cannot report any feelings of gains either in that range. Under boost, however, is where things change. The mid-range punch is noticeably stronger and lasts longer as the engine now revs freely and lightly to redline. And the sound? Oh, the sound. That lovely growl of a hungry lion. DRONE: There is no point of the rev band that this system drones in. By that, I mean there exists no drone of the booming, bass-like variety that fills the cabin and pops the ear drums. A conversation is just as easy to maintain as stock, and the only signs of low volume drone is under engine braking. Highway cruising is hardly any louder than stock, but the characteristic of the sound has significantly changed. If your foot is on the throttle, the growl is there. It simply sounds like a stock sports car. In fact, a great example of the quality of sound is that it is very similar to the sound of a stock Mazdaspeed3, but with a little more snarl and a slight addition in volume. At speeds over 45 mph, the volume of the system is masked by road noise and/or tunes. CONCLUSION: With the CP-E Xcel Cold Air Intake and Forge By Pass Valve on order, I have plenty of interesting sounds ahead of me. But the soundtrack that currently accompanies my on-ramp shenanigans is remarkably like the growl of a lion. I simply cannot find a better way to describe it. The volume is not obtrusive, annoying, or extremely noticeable. You can quietly putt around with a gentle, under-breath growl that merely hints at malicious intentions without revealing them; a very 'wolf in sheep clothing' type of effect. It's law enforcement friendly, doesn't hurt the low-end torque, and benefits the mid-range to top-end acceleration a noteworthy amount. In sum, I am extremely satisfied and don't have a single complaint!