No. My hybrid engine sound and exhaust note sounds awful due to to the Atkins cycle.......it is the one thing that I do not like, the sound of the engine.
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Is getting a sport exhaust worth it for a hybrid?
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You certainly can change the exhaust note by changing the exhaust components, but its cosmetic, only. It won't affect performance.
The main performance gains from aftermarket exhaust are at high RPM, because top speed needs HP. Since engine speed is tied to wheel speed, the engine must run faster as speed increases. Added high RPM HP is just what you want.
The power split device allows the hybrid engine to run at peak HP, independent of vehicle speed. Getting more power is difficult for any car, and without an RPM need, there's no reason for better high RPM exhaust flow.
Plus, there are tremendous gains to be had just doing the stock system well. When I was autocrossing, I got my engine built. Running stock, there were no configurations changes, but on the dyno, HP was still rising at 7,200 RPM, vs 6,500 redline.
The main performance gains from aftermarket exhaust are at high RPM, because top speed needs HP. Since engine speed is tied to wheel speed, the engine must run faster as speed increases. Added high RPM HP is just what you want.
The power split device allows the hybrid engine to run at peak HP, independent of vehicle speed. Getting more power is difficult for any car, and without an RPM need, there's no reason for better high RPM exhaust flow.
Plus, there are tremendous gains to be had just doing the stock system well. When I was autocrossing, I got my engine built. Running stock, there were no configurations changes, but on the dyno, HP was still rising at 7,200 RPM, vs 6,500 redline.
Like previous comments, an Atkinson cycle engine is antithetical to performance modding. The engine by design is trading power for efficiency. It makes them perfect for hybrid applications. It is far easier to mod the 2.0L Ecoboost with tangible results
No way would I do that to this hybrid configuration. Ford has really made the ICE engagement seamless and noiseless. I only hear the engine when I'm going slow in the neighborhood and accelerate quickly from stop signs. It's not a glorious sound, and I wouldn't want to amplify it at all. If anything, I might make the back up beeping noise louder like it's a forklift 
Yeah having an audible exhaust would be terrible on this car. Rolling around in the neighborhood in battery only, and they switching to hybrid mode.No way would I do that to this hybrid configuration. Ford has really made the ICE engagement seamless and noiseless. I only hear the engine when I'm going slow in the neighborhood and accelerate quickly from stop signs. It's not a glorious sound, and I wouldn't want to amplify it at all. If anything, I might make the back up beeping noise louder like it's a forklift
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Might just be me, but I think the STOCK exhaust is too loud.
For the Mustang? Or the Maverick hybrid?
If it's the first, I'm going to have to disagree with you.
If it's the second, I'll let you know when I get it. Mine's supposed to go into production this week.
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Yes the Mustang is too loud. I like my vehicles seen & barely heard. Putting a louder exhaust on a Maverick hybrid will gain as much performance as switching out the tail light bulbs to led's, NONE.
Need to get a Thor Electronic Exhaust, then you can make it sound like a hot rod, Corvette, 12 other iconic car sounds, OR a Fighter Jet....
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Yeah, it will make it sound so good! Nothing like the sound of a 4 cyl with hybrid batteries. You will have the folks with mustangs, challengers, and cameros jealous. Most importantly, those with '90 civics!
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Ford no doubt has engineered in the exact exhaust back pressure to maximize torque in the proper rpm range. I would leave it alone especially since the engine is in harmony with the electric motor. Much less going from Ferrari rap to silence during mode change, leaving people scratching their head.
Exhaust back pressure is never wanted or desired.
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If you run a block without any form of headers or exhaust, you will blow the engine. So you need some restriction and manufacturers will attempt to dial in perfect back pressure for throttle response, exhaust, torque and economy. Notice your Maverick is not running duals as factory setup. Back pressure also sets up vacuum so your engine doesn't labor.
Ok. Let's break this down.
Running no exhaust is a not a backpressure issue. It's a thermal cycling issue with exhaust valves having hot exhaust running over them and then being exposed to cool air. Good way to over time get cracks in your exhaust valves. So it doesn't really blow the engine.
No manufacturer dials in perfect back pressure. Ask any engineer. This is a MYTH. A myth that evolved because people would keep going bigger diameter exhaust and would find they would lose a slight bit of power especially at lower RPM. The reason is not due to back pressure. It is due to scavenging. Every exhaust pulse creates a low pressure zone behind each pulse. If you go too big you can cause uneven flow patterns and destroy that individual cylinder's exhaust pulse. When building an exhaust, you need to take into account special flow characteristics from each cylinder and merge cylinders in a fluid manner that will complement each exhaust pulse. All this is done to reduce pressure to increase the amount of clean air that can enter the cylinder.
If you're turbo some of the above doesn't apply. The less bigger the better after the exhaust turbine. Exhaust pulses are already interrupted by the turbine. All that's needed is a pressure differential. Bigger the pressure differential the better for spooling a turbo. That's a balancing act in terms of what A/R to use.
As to the Maverick not running "duals" I don't even know what that means. If you mean dual exhaust. It doesn't need it. Nor does any car that has one cylinder bank like an inline 4. And dual exhaust just adds extra weight and complexity. A 3" single has more cross sectional area then 2 2.25" exhausts.
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I bought a new Hemi Dodge truck 2004 and joined the Hemi Truck Club (HTC) forum. Of course many were modifying for more hp with tuners, cold air intakes and even turbos. Of course switching to true dual exhaust was popular but found out real quick that this led to lower dyno numbers and slower 1/4 mile times. Found out that the early Hemi's were short on initial low end torque and that modifying the factory single exhaust just exacerbated the torque issue. This issue was resolved over the years and the latest hemi variation does benefit from a less restrictive exhaust system.
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