What is (if any) between the Aero 5050XL and the Jones 5050XL? E-bay has a Jones unit listed for $89.00 shipped. A transition from muffler to resonator is in the near future, however, I am not sure if the lower price is equal to the proven Aero many have used. Thanks, David
http://www.jonesexhaust.com/index.cfm (http://www.jonesexhaust.com/index.cfm) is a company out of Adamsville, TN. Aero Exhaust, Mufflers - Diesel Performance Parts and Exhaust Resonators (http://www.aeroexhaust.com/) is out of Riverton, Ut . Both products appear to be made in the USA of quality 304 Stainless Steel. Jones also sells the Aero mufflers. Aero does private labeling. I would not be to surprised to find out that the product is the same with different stamped logos.
What is this big deal on Aero resonators?? I used a fleetguard one and it does the same job for $75.00
Maybe I am not used to living the high life or something, but this will most probably outlast me (or the coach in my ownership)..
I like to do things properly but there comes a point were I do not point to an exhaust and say "but this one is Stainless Steel". BIG deal.
Johnh
Hope this helps / gives you something to consider... Dave M. on this forum led me to try this...and, the RESULTS were truly awesome! Here are the facts: My 1997 American Eagle has the purely mechanical Cummins C8.3 325HP engine and I recently removed the OEM muffler and replaced it with a straight pipe. Just returned from our first trip since the swap, more than 1,000 miles to Alabama and back to Texas, and the performance increase was more than noticeable! It climbed and pulled all the interstate overpasses and high bridges with ease, as NEVER before. My engine exhaust gases temperatures went down by no less than 150 degrees and my maximum boost went from 22 to 24 pounds. My EGTs never crossed the 1200 degree mark under load which had previously always been a problem. It cost less than fifty bucks to make the swap and I will definitely NOT put the oem muffler back on. As a matter of fact, I did not tell my wife about the change until after we had driven more than 200 miles. The point is I had to TELL HER as she did not notice any louder engine noise, and neither did I. And actually, at idle in the rv park, and while entering and exiting the spring break crowded and full park, my exhaust did NOT turn any heads. I thought it would be a lot louder even though others on this and ForeForums stated the sound increase is not substantial. I would highly recommend this inexpensive modification as a starting point if you desire more power and lower exhaust gas temps. I pull a near 5,000 pound Toyota FJ cruiser 4X4 now with ease! My old coach no longer feels under-powered. My total miles driven were 1,171 at mostly 65mph, yet sometimes 70, and I refueled near home at the same station and pump and used 133 gallons of diesel for 8.8 miles per gallon which I would guesstimate to be about one half mile better than normal. With the improved performance, I would not have been sad to lose a half mile per gallon. Jeff 1997 American Eagle P. S. - the piece of galvanized straight pipe and two used 4" u-bolt muffler clamps were $35.00 from a local muffler shop
Jeff,
Delighted you gave it a try, welcome to the real world and the only benefit of the Walker resonator, my experience with the Detroit Diesel 92 series, adding the resonator reduced the harshness of the exhaust. The turbo is a legal muffler everywhere have checked.
Cheers & Enjoy
Dave M
No doubt the straight pipe will be the most efficient. You might have your wife drive a car near the rear of the coach and see if it makes any more noise than the muffled or resonated version....
Our U280 has a straight pipe, folks say our coach has a "distinct" sound.
Roland
We have the same engine as Jeff & Sandy and our Jeep Grand is over 5,000 lbs. Our story is also the same, with the feel of improved power, but we installed a 5" Aero, stepping up in diameter at our 4" turbo output pipe. The Aero has no 'glass pack' type material, just a straight through pipe in a larger diameter resonator, so I can see how a straight pipe with no muffler or resonator would sound the same. I thought our 5" shorter & fatter model Aero resonator sold for less than $100. We do hear a louder sound when on the throttle in a tunnel with driver window open.
I shamelessly copied Barry and Cindy's installation. After living with it for a while
Pros:
Turbo spools up much faster. Quicker off the lights. At altitude like Santa Fe I find I can "feather" the pedal for a second, it gets on the turbo almost instantly. No medium cloud of black smoke at takeoff like with the std. muffler.
Seems like it gets better mileage. Definitely climbs hills better and engine just seems happier.
Less weight and cost than the replacement muffler it needed.
Cons:
It may not be noisier in the drivers seat but it is most definitely louder outside.
My shift profiles seem to have changed a bit on the Allison. There seems to be a bit of what I'd call a dead band between the lower gears. Could be coincidental, possible it could be programmed out, but not a big issue.
A gearhead on this forum straight piped his, ended up putting a resonator on out of pity for folks driving beside him. Seems like they do take the raspiness out of the exhaust note.
Pretty much a proven factor that a diesel that breathes better (both air intake and exhaust, along with bigger fuel lines) performs better, has more power, and may even get better mpg.
Attached chart shows dyno results of stock Nelson muffler versus Aero 4040 on a Cummins 8.3. (my coach)
This is on a 94 Bluebird BMC 37' Spartan Chassis mechanical Cummins 8.3 with Allison MD3060 transmission, brake dyno. Upper RPM gains are likely higher in the real world due to the way brake dynos work.
Thanks for this information.
While the exhaust makes an improvement, I had no idea that a fuel plate made such a huge increase in power. Have you had any issues with EGTs (especially climbing in the Rockies) or your transmission slipping?
The 8.3 is a proven durable engine, but like all engines, there are limits on cooling including limiting the EGT to safe limits, so if you have a good CAC and large enough radiator with plenty cool air flow, you can get away with these numbers, just watch the temps.
In marine service these numbers are fine meaning in the 425-450 hp area at crank
Good luck
Dave M
No issues with the Allison MD3060 transmission. I added a egt and boost gauge right after the performance upgrades and watch them closely when climbing mountains. I also bumped the engine timing up 2 degrees.
I do have to turn off the cruise control, ease off the throttle a tad and manually downshift before the Allison computer chooses to downshift when I'm climbing heavy grades in warm to hot temps. I still climb faster than I used to, and merging from on ramps and passing is easier now.
If I leave the cruise control on and don't manually downshift the egt and boost is ok, but the engine temp (radiator) climbs too high for my comfort. I suspect a newly rebuilt radiator would solve that as this is the original radiator. I've flushed it and make sure the ph is right, but a new radiator is in the future.
Edit: My coach is 32,500 libs fully loaded fulltiming, and towing a Honda Fit at 2500 lbs on top of that. A lighter Foretravel would 'likely' be pushing less load up the mountains.