Short of cranking up the injector on my 84hp 406 does any one know if changing to three or four inch pipe/stack will improves performance much on this diesel? I have have a longer run because of the vertical stack and want to keep it because of its looks. Jerry
My muffler is completely shot, and as I'm adding the backhoe, I was thinking that I'd install a stack to get the mogstink up above my head. The stock pipe seems to be about 2.5", I was thinking about a 3" muffler and stack. I think Von put a 3" system on his doka, did it make a difference? Looks like you could find a way to eliminate some of those bends on yours, anything to make the engine work less has to be of some good, right? I'll post pics of my install and report any findings, HTH, Seth
on an NA diesel, you are not going to gain any power. If it were a turbo, you would see a bit, but mainly lower EGT's, which would mean you could turn the fuel and boost up a little more.
As with any engine, if the exhaust is restricted in its original form from the factory or the valves (inlet & exhaust) have opening overlap then there is no real advantage to going larger exhaust pipe, as stacking more exhaust suction pulses in the exhaust pipe will serve no effect (like a 2-stroke harmonic expansion chamber dose), if you want a bit more power and a freer running engine, then in normal running disconnect the snorkel system as the restriction from bends, pipe length and how far the air filter/s # is from engine have a grater effect than the exhorst pipe, witch is well documented on land rovers etc, witch is why in the LR instruction it says, only connect the snorkel to the air filter when needed for fording or dusty conditions
# = If you have 2 filter stages and a cyclone (standard MB air filter + roof mounted air filter + attached cyclone) you are putting quite a bit of restriction on the induction system, witch WILL affect power!
Thanks for the input on the mog forum. It is great to have you in there.
I do have a moderator request. I hate posting this request in the open forum but for some reason my PM's are not reaching you. Please, reduce the size of your signature picture. It takes up too much band width etc. It should be the size of an avitar. Something like 1 inch by 1inch is typical.
Actually Coach, your rotating avitar is about the same size as His Humongus Case photo. Not to be disagreeable. I have T1 so neither one is a problem for me.
Thanks for the great input! Like many on this site I have had little experience with oil burners, prior to purchasing the MOG, I got rid of my need for speed by building and driving an 800 hp aspirated big block 68 Corvette named Blue Thunder. Having done a little reading and work on the sonic pulse issues of a porcupine valve train design using hogged out aluminum 427 heads off a dragster with highly modifies square ports matching manifold and twin holly 1050 double pumpers the sonic pulse issue is only relevant with high revving engines. With 2800 RPM top, the snorkel with 5 inch hosing and a D9 caterpillar air filter is only restricted by the MOG tiny intake orifice. Likewise, the MOG’s cast iron header is small but likely was designed to facilitate a maximum flow capacity for this low revving motor. The larger three or 4-inch exhaust and baffled muffler might not only lower EGT but reduce back pressure on this engine yielding more usable HP at top RPMs? I do not understand diesel design for HP other than what I have read in the many articles written on lowering exhaust backpressures in turbo and non-turbo diesel motors. It does stand to reason that given the 17 to 1 compression ratio and 350 cubic inch displacement, manufactures often over look HP gains at the high end with bigger exhaust system, which are louder and less eco friendly. I do understand more fuel more horsepower logic but where I want to maximize HP performance at the top end of this motor’s performance curve so it will be less likely to lose RPMs while under high speed load IE. 45 mph @ 2,600 rpm with a 3 to 5 degree incline. Jerry ps I'll try to fix picture THANKS Jerry
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