6" SS EXHAUST STACK

[David Brady]

The LXi, like your WB, uses a 6 inch muffler. Five inch will

certainly suck some ponies away.



David Brady

'02 LXi, NC



Kurt Horvath wrote:

Yea I've heard that but the one with the liner has fixed the high

pressure leaks according to the Mfg. Let's hope. Prevost has from

what I recall pipes bent in one piece, they are held together with

those nifty band clamps that seat and conform to the pipe exterior,

If the V-Bands and Flanges don't work out I'll go to those pipe

clamps. The Flanges are also available with three different types of

gaskets, o-ring, flat, and, and, and I can't remember, oh yea the

type I bought, male-female flanges, perfect alignment, leak free,

again according to Vibrant Mfg. There is also a Stainless Steel

Muffler available that may work well on your coach, but it's inlet

outlet is 5" not the 6" like on your coach. well I assume yours is

6"??? Also it is 10" in diameter which would help with crowed exhaust

tunnel.



Kurt Horvath

95 Pt 42

10AC



--- In "WanderlodgeForum%40yahoogroups.com",
David Brady "dmb993@..."

wrote:

>

> Hi Kurt,

>

> No thanks, I already have a stock muffler. Thanks for the links,

> there's some pretty nifty items there. Be careful with those fancy

> braided stainless steel pieces. They look sharp, but they've always

> leaked on my turbocharged subaru wrx. Kurt, you've been around

> a few over-the-road coaches, Prevost' and what not, what do they

> run on their exhaust systems; i.e., expansion pipes, flex pipe,
etc.

>

> David Brady

> '02 LXi, NC

>

> 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/downloads/DP_Catalog_03_pg70-

89.pdf

> > <http://www.dynaflexproducts.com/downloads/DP_Catalog_03_pg70-

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?


> > <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%40yahoogroups.com"


> > <"Wanderlodge"Forum%40yahoogroups.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.

> > > > Checked by AVG.

> > > > Version: 7.5.405 / Virus Database: 270.8.0/1715 -
Release

Date:

> > 10/9/2008 12:00 AM

> > > >

> > >

> >

> >

> > ----------------------------------------------------------

------

> >

> > Internal Virus Database is out-of-date.

> > Checked by AVG.

> > Version: 7.5.405 / Virus Database: 270.8.0/1715 - Release
Date:

10/9/2008 12:00 AM

> >

>

Internal Virus Database is out-of-date.

Checked by AVG. Version: 7.5.405 / Virus Database: 270.8.0/1715 - Release Date: 10/9/2008 12:00 AM