6" SS EXHAUST STACK

[Kurt Horvath]

As one of our contributors, a retired heavy equip mech. recently
posted a reminder, sorry I don't recall his name at the moment. The V-
Band clamps are meant to hold pipes in place not cinch them down
tightly. My system has three V-Band clamps and Flange Assemblies that
are placed in a manner that will allow for multiple Axis movement.
Hangers are flexible and hard mounts have rubber isolators. This
equates to 7 attaching points all will flex or swivel. Well 8 if you
count the 5" X 10" SS Braided Flex Connector that will flex in any
direction.

Kurt Horvath
95 Pt 42
10AC



--- In WanderlodgeForum@yahoogroups.com, "Kurt Horvath"
wrote:
>
> David, Would you like to take that brand new muffler off my hands???
>
> According to DD straight pipe & ECU will not have any issues in the
> 95 vintage S 60.
>
> OEM built that pipe for BB ACAP - As Cheep As Possible -
>
> The original routing of the pipe leaves the turbo, source of the
> first failure, cracked the 1st 90 degree turn a short straight run
> 2nd. 90 degree turn, then into a double ball connector that also
> telescopes in and out. You can check out that piece of S---, sorry
> engineering wonder here.
>
> http://www.dynaflexproducts.com/download...g70-89.pdf
>
> Page 76 Double Ball Joint with Slip Joint Feature Allowing Lateral
> Movement length 16 to 18 inches mine measures 14 .55 inches at
> present. This marvel allows for 10 degrees of angularity 360 degree
> rotation 2" of offset 2" axial movement,. Hell the u joints can't
> move around that much. Besides it was hard clamped to the mount
from
> the engine in front of this connection not to mention rusted to the
> point that it took an pneumatic impact chisel to get it apart.. So
> what's the point. You need flex in between the turbo and the first
> mount.
>
> The Flex Connector with liner I choose is here at
>
> http://vibrantperformance.com/catalog/product_info.php?
>
cPath=1022_1035_1064_1114&products_id=1008&osCsid=999d7ef5fdd15864bae3
> 3db41abf5ef9
>
> The 2 90 degree turns were fabricated in that manner because it's
not
> easy to bend large diameter pipe in a single 180 degree bend, thus
> they weld 2 90's together, which is the industry standard for
> manufacturing a 180 degree turn in large pipe exhausts. Well this
> ain't the factory and we're not constrained by what is easy. I have
> acquired a 14ga 180 degree U-Tube that has the same external
> dimensions as the original pipe. I'm not an engineer but I
reasonably
> certain that with the remaining 90 degree bend and a 45 degree bend
> there will be sufficient back pressure.
>
> There will also be a flexible pipe hanger mount behind the Flex
> connector mounted on the ceiling of the engine compartment that
will
> support the middle section of pipe and will allow for any movement
> and or torque that may be transferred to the pipe by the motor.
The
> original clamps for the muffler have to go as they are 6" but the
> rubber isolated mounting bars will remain and that's all that was
> there to begin with. So where's the rub? Bub!
>
> Not to take anything away from the engineers that designed the
Bird,
> But there are some glaring deficiencies. 7 way trailer plug, Air
> Purge System, Watts valve, Accelerator and Brake peddles, Front
Left
> Shock Mount, Relay for Jake Brake, W/D Vent for Slendide 2000,
> Installation of Refrigerator with inadequate convection, The seat
> belts mounted to floor instead of the seat, That reminds me I still
> have to fix that one. Nothing like hitting a road transition just
to
> have the air ride seat bounce and the seat belts automatically
adjust
> for the slack then the air ride seat rebounds and the belts try to
> cut you in half at the waist. That's just the 95 PT 42. I'm not
> bitchin! I'm fixin
>
> Kurt Horvath
> 95 PT 42
> 10AC
>
>
>
> --- In WanderlodgeForum@yahoogroups.com, David Brady
> wrote:
> >
> > Kurt,
> >
> > I agree with Greg. I'm gonna keep mine stock. There's a bunch
> > of vibration and movement back there. I figure BB's been building
> > buses a whole lot longer than I have. Initially I'd scratch my
> > head when looking at the frame and support pieces, but when
> > you consider that something as big as a bus must twist and flex,
> > this flexibility needs to be designed in. Make one piece stronger
> > and you've created a stress raiser someplace else.
> >
> > I have a friend who transplanted a honda v-tech motor into a
> > lotus elise. Everything worked but the alternator mount. The mount
> > insists on cracking. There can be some weird harmonics and
> > resonant frequencies going on that are difficult to grasp and
> > only trial and error and a 50 year track record of building buses
> > can solve (unless you can model it and run high powered
> > computer finite element analysis on it). He's still fighting that
> > mount...
> >
> > Okay, I'm off my soap box.
> >
> > David Brady
> > '02 LXi, NC
> >
> > Gregory OConnor wrote:
> > >
> > > Kurt, try and figure why there were 4 bends. it may be that it
was
> > > engineered to alow for swing room between the 'hung exhaust' and
> > > the 'torque reaction of the ruber mounted detroit'. look at the
> roll
> > > of the torque and see that there is a place for the movement to
> twist
> > > a union. I kinda think this movement was the problem with the
> > > resulting crack. crack=result ;movement=cause ;facilitate
movement
> > > =repair. may be that BB enginered it correct but someone
> > > overtightened a band to cure an exhaust leak??????? you also
got
> to
> > > keep the stack from cantilivering off of the maniford with your
> new
> > > design. Scavenging is one variable in fuel efficiency. even
> straight
> > > pipes some time will result in lower fuel economy because the
> intake
> > > variable get screwd. backpressure is mathed into the computer.
> > >
> > >
> > > ----------------------------------------------------------------
--
> ------
> > >
> > > Internal Virus Database is out-of-date.
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> 10/9/2008 12:00 AM
> > >
> >
>