What makes older V8s better than modern V8s? – Jalopnik

If you believe that older V8s sound better than modern versions, this may be due to a few legitimate reasons. That said, enthusiasts can also have a dramatically different flavors, and what sounds “better” for one can be overriding for someone else.

The claiming of old V8s sounds better than modern V8S is largely a generalization. There are bijters and contemporary manufacturers certainly work on coordinating the sound of performance -oriented V8s to be as exciting as possible. As the engine technology has evolved over the past 50 years, exhaust notes did that too. We are largely going to ignore Crank V8S from the surface, as exciting as Ferrari 458S, C8 Corvette Z06S and Shelby GT350S sound. The goal here is a comparison of apples-to-apple, and flat-plane crank V8s are relatively unusual.

First, let’s define old and modern V8s and sketch what their sound influences the most. For this discussion we will say that our old V8 carburetors, solid lifters, zero smog equipment, an H-Pipe double exhaust, a single Profile lumpy camshaft, no forced induction (turbo statement or supercharging) and is in a car with little insulation. With regard to our “modern” V8, we will give the electronic fuel injection, hydraulic lifters, an emission control system, X-Pipe exhaust (or even active exhaust), variable valve timing and forced induction, and we will install it in a car with sound damping.

The way in which air travels in and out of the engine is responsible for the vast majority of the sound of a car. You may get more mechanical sound from an old V8, especially one with solid lifters, but the largest tonal change between a vintage and the modern V8 is what happens after the gases used leave the combustion chamber. For example, in a Corvette from 1967 427, the path of the exhaust is fairly simple – exhaust manifold, then pipes, then dampers and then exhaust points. There was not even a H-Pipe to cross the gases.

Get to a modern V8, and there are many more things between the engine and the end of the exhaust. There is a catalytic converter and possibly an exhaust gas recirculation (EGR) system, which routes some exhaust gases back to intake. Those components are followed by a set of dampers, perhaps an X-pipe for crossover (which emphasizes high frequencies above low), perhaps a set of resonators to prevent drunk, and finally, the outlet (s). If the engine is turbocressor, the turbines will absorb some noise. Supercharged V8s, however, are in a completely different margin, because they create an exciting whine that can usually be heard in adjacent provinces.

If you say, a modern C8corvette with the optional active exhaust, you or the computer can decide to open some valves in the exhaust system to improve sound and performance. However, there will still be tonal variations between these modern cars and vintage ‘vettes.

In the course of time, and while manufacturers threw carburetors away, engine air cleaners went further away from the engine. For a modern V8, this means that inductieruis is usually reduced, even with less limiting intake. Carburetors are also picky devices. Unless you hire a Swiss watchmaker to keep yours in harmony, carbohydrates can contribute to a rough stationary that, although not optimizing emissions or performance, when a tiger growls when a poor soul tries to stroke it.

Vintage camshafts were also simply solid, single bumpy sticks. More strength generally meant a more aggressive grinding and a jerky idle. With variable valve timing it is as if you get a cake so that you lose weight but still taste good. You can have a smooth stationary stationary lower with few vibrations, together with a more aggressive profile at a higher speed for more power. Combine that with the stable, perfect fuel delivery of an EFI system (electronic fuel injection (EFI), and suddenly that uneven, popping stationary road has disappeared. Finally, the engine noise is only endorphine inducing if you can hear it. Modern cars have tons of insulation, and unless the cars become silent.

Now this short research is of course based on some generalizations. Modern V8s can sound great when they are tuned. The Mercedes-AMG 6.2-Liter M156S, the Lexus LC 500 2ur-GSES and the threatening, supercharged 5.2-liter V8 of the Mustang GTD all sound incredible.

It is normal that the analogue technology of yesteryear tends to make V8S temperamental, and there was usually less equipment between our ears and the combustion rooms. In other words, they felt more lively, making us felt more lively.