Diesel Truck Exhaust Stacks, The Hottest Thing On The Road

Diesel Truck Exhaust Stacks, The Hottest Thing On The Road

Exhaust stacks are the hottest item in the diesel performance aftermarket. Diesel exhaust stacks look great and are functional. In this Article I will attempt to address the functionality of truck exhaust stacks and the different variations of truck exhaust stacks that are available. First I will address the main companies making exhaust stack systems.

MBRP Inc. is the manufacturer of the MBRP Smokers exhaust stacks. The MBRP Smokers exhaust stacks were designed to give the aggressive Big Rig look and the classic MBRP sound. MBRP has both turbo back exhaust stacks systems and universal bed kits that go through the bed and connect onto the stock exhaust system offering the look at a reasonable price. Both the turbo back exhaust stack system and the universal "T" Pipe bed kit are made of stainless steel. The Turbo back exhaust stacks are mandrel bent and will give maximum exhaust flow, fuel mileage gain, power increase, and minimize the EGT's. The diesel exhaust stack "T" pipe bed kits are more for looks, although there still will be a performance gain. MBRP offer 4, 5 and 6 inch exhaust stacks and have the options of a straight cut, mitre or angle cut, a curved end or turn out tip, and bull hauler stacks. These stack variations come in either 36 inch or 48 inches long. There is also an aluminum checker plate cover over the "T" pipe in the bed, it give a nice complete finished look and will keep the hot "T" pipe from touching anything.

Grand Rock truck exhaust systems make chrome exhaust stacks for trucks and big rigs. Chrome exhaust stacks are also very durable and have the mirror finish that many look for. Grand Rocks Chrome exhaust stacks come in 3, 4, 5, 6 and 7 inch sizes. Grand Rock also offers their chrome universal Powerflow "T" pipe bed kit for those who are just looking for the big rig look and a small performance gain. They also offer a turbo back chrome exhaust stack system for those looking for all out performance and looks. Chrome exhaust stack systems are very durable and are a lot less expensive. Chrome exhaust stacks look great and are a great value.

Most people that buy truck exhaust stacks have them for either looks or performance gains and maximum exhaust flow. Some though have exhaust stacks for functional reasons. Imagine having a flatbed that you use to haul things day in and day out. Wouldn't it be nice to get the exhaust up above everything you are working on so you aren't constantly choking on exhaust fumes. In conclusion, truck exhaust stacks are functional and look great, and above all, add to performance, economy, and help keep temperatures down so that your expensive truck will last longer than you need it to.

Exhaust Stacks are a great way to increase power and Chrome Exhaust Stacks will give you the look you want on your truck.

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Test Drive 1999 Dodge Ram 2500 Cummins Diesel (Start Up, Exhaust, Tour)

Test Drive 1999 Dodge Ram 2500 Cummins Diesel (Start Up, Exhaust, Tour) Video Clips.

In thisvideo I give a short tour and test drive of a 1999 Dodge Ram 2500 Cummins Diesel. I take viewers on a close look through the interior and exterior of this truck while showing details, over viewing of features, and noting unique styling cues to the vehicle itself. I show the truck idling as well as take it on a thorough test drive through the city and highway on various surfaces. A thorough drive of this truck designed to give others a greater overall appreciation of the vehicle.

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API CJ-4 Diesel Motor Oils - A Must For 2007 & 2008 "On-Road" Heavy Duty & Pick-up Diesel Engines

API CJ-4 Diesel Motor Oils - A Must For 2007 & 2008 "On-Road" Heavy Duty & Pick-up Diesel Engines

If you or your company owns 2007 or 2008 diesel pick-ups or "on-road" heavy-duty diesel trucks, you may be wondering why the truck manufacturer is so adamant about using motor oil that meets the American Petroleum Institute (API) "CJ-4" specification in the engine. You may be wondering if you can "get by" with a motor oil that does not show this designation on the label. The answer is NO! You cannot "get by" with a diesel engine oil meeting the older API "CI-4" or "CI-4 PLUS" specifications in these engines. There is a high probability that expensive damage will be the result if you try.

How did all of this start? A few years back, the U.S. Environmental Protection Agency (EPA) decided that starting in the 2007 model year, strict new limits were going to be placed on the emissions of on-road diesel engines in heavy duty and pick-up applications. This would limit the amount of nitrogen oxide and particulate matter emitted by the exhaust pipe. The EPA determined that through a combination of engine redesign, ultra-low-sulfur diesel (ULSD) fuel and new engine oil technology, these new vehicles would cut harmful pollution by 95 percent.

The most important of these engine changes are the addition of exhaust after-treatment devices and increased exhaust gas recirculation (EGR) rates. Both of these changes demanded a dramatically different approach to formulating a diesel engine oil.

The exhaust after-treatment devices being used are "diesel particulate filters". These particulate filters remove soot from the exhaust allowing for much cleaner emissions. Collected particulate matter is cleared from the filter by burning it off at elevated operating temperatures. Older generations of diesel engine oils contained additives which can plug or damage particulate filters. The new CJ-4 engine oils have strict limits on sulfur, sulfated ash and phosphorus content. A plugged or damaged particulate filter is not only very expensive to clean or replace, it can cause severe drops in fuel economy due to increased back pressure.

Another important change mandated by the EPA was to lower the sulfur content of diesel fuel by a whopping 97%. Beginning in September 2006, the sulfur levels in diesel fuel (for on-road use) were limited to 15 parts per million (ppm) from 500 ppm. This was done so that the fuel would not damage the new exhaust after-treatment devices. This was a concern to many as sulfur was a vital additive that provided lubrication to fuel pumps and injectors. The fuel companies were not mandated to replace the sulfur with another component to provide pump and injector lubrication. It is a good idea to add an aftermarket fuel additive to your diesel fuel to prevent premature pump and injector wear. This is a good idea for all diesel engines using ULSD fuel. Make sure that the additive is designed to provide fuel system lubrication and that it is compatible with exhaust particulate filters and ULSD fuel.

With the exhaust filter removing the particulate matter from the emission, the task of removing nitrogen oxide is accomplished by increasing exhaust gas recirculation (EGR) rates by as much as 35%. EGR devices redirect some of the exhaust gases normally emitted through the exhaust pipe, back into the engine. This rate increase generates more soot and acids as well as increasing operating temperatures. This was another reason for the radical changes in the design of the CJ-4 specification. These new hostile operating conditions require that the engine oil have a greater resistance to heat, a greater dispersant package to handle the higher levels of soot and a greater ability to prevent depositing and oxidation. CJ-4 oils are also less volatile which means that they are more resistant to consumption.

CJ-4 oils will offer the ultimate in performance and protection for post-2007 diesel engines. To remove the nuisance of fleets having to stock different diesel motor oils for trucks built before and after the 2007 model year, CJ-4 oils are designed to be "backwards compatible" with pre-2007 diesel engines. Fleet owners can stock only one CJ-4 diesel motor oil to service all of their diesel trucks.

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They nitrous oxide system (NOS) have a practical purpose to diesel?

They nitrous oxide system (NOS) have a practical purpose to diesel?

There are many people out there that all they can so they feel good to do something, or to justify something in their possession can be. The question is whether nitric oxide has no practical application of a diesel engine, but first a little information about nitrous oxide.

Nitrogen kits for diesel engines, because we're pretty easy to install, with all cables and solenoids self contained in two boxes, with all the necessary hardware and office equipment. It can alsoif you have not installed O-rings your head, even if you have heads of shares, the amount of nitrogen sprayed should be limited.

Oxides of nitrogen, if high temperatures, oxygen is burned. With nitrogen allows burning an oxygen saturation of 50%, while atmospheric air only allows about 20% oxygen saturation. More oxygen, more power. Nitrogen increases the power immediately. Nitrous also significantly lower exhaust temperatures. Propaneeven lower exhaust temperature some, but nothing as nitrogen. But it has all the real-world applications?

Nitrogen could be used in very small shots to keep things fresh and give a little 'strengths, but the price would be too much for the profit that would be obtained. Besides this, nitrogen is a friend only to those with an endurance contest to be questioned, or the man who needs only to be the fastest. There really is no driving force for the application of nitric oxide. With all that increasesPower dramatically so, you must also take precautions, and should be a variety of tools and the ability to track all of your engines parameters. So in conclusion, you run a nitrous oxide system is not really necessary to use a diesel engine? Responded as an individual, that all the bells and whistles should have, I will respond with an emphatic Yes! So its only real purpose is for fun and competition.

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Kawasaki ZX6R Walkaround

Kawasaki ZX6R Walkaround On YouTube.

View my bike back together with the Akrapovic. As you can see I can break and my drain starts, matching blue and my bike! Got to love it. I need to wash my bike, as you can tell.

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