We started devolping the diesel headers about three yrs ago for the trucks making strong power numbers. Our first few sets lost torque. With Jerry Jardines knowledge of turbo headers we got them to start producing some positive numbers. What we tried to accomplish is to lower E.G.T.s and drive pressures. We kind of knew they weren't going to be a big power gainer. In the process we monkied with the lengths of the primary tubes. The longer lengths moved the torque curve up and let the engine rev a little higher. Moving the torque up makes launching your truck at the drag strip a lot less violent on your drive train. The 60' times would suffer but the big end E.T.'s did improve. This was on a solid high 11 second truck. I don't really have a black and white number for horse power. Every truck has reacted to the headers differantly. On the dyno, The truck would make and could make the same power numbers with either manifolds or the header. The manifolds will come to point were they're a major restriction. You can overcome this with boost. The down side to this is the out of hand E.G.T.s and drive pressures because your off the turbo map. These high E.G.T.s will work against the extra boost your making. The headers will let you make the same power with out the high temps, drive pressures, and boost. The headers are not for every body.

An exhaust system is one of the best ways to enhance your truck. An exhaust system does not add any stress to your engine. It allows your engine to breathe more freely. With an exhaust you will notice the turbo will spool much quicker, making your truck more responsive at a lower RPM. Your acceleration will improve, making passing and merging much safer. Horsepower and torque numbers will rise. Your EGTs and overall engine temp will decrease as well. An exhaust is almost mandatory if you plan to install or have already installed a "chip". You should notice a rise in fuel mileage as well. The last, but sometimes the most important, is sound. Our exhaust system will add a "performance" sound to your truck without running you out of the cab.

We build our exhaust systems out of 16 & 14 gauge aluminized material. All of our turbo mounting surfaces are made of either .120 pipe or 14 gauge materials. This is where the most stress will occur. We use a unique pinch bolt design to seal joints. Our hangers are either welded to the pipe or to 4" saddle clamps. We prefer to weld to clamps because you can achieve better welding penetration without fatiguing the exhaust tubing. When we have to weld hangers to the tubing, we wrap hanger material around the pipe. This allows hanger material to support the system rather than relying on the weld to support it all. Our mufflers consist of a 6" round body which is 30" long with a straight through 4" spiral louver core. We pack our mufflers with a high temp cera-wool material. We also have an internal slip connector. This allows the core to expand and contract without breaking. Because the core is louvered, it tends to expand at a different rate than the rest of the system.

A lot of people think because it says "stainless steel" it will last forever. Not true. About 90 percent of stainless steel systems on the market are 409 stainless. 409 is not known as a real corrosive resistant stainless. It has a lot of carbon in it. What 409 is good for is its ability to handle more heat cycles before fatiguing and breaking. This is why a lot of OEs use it. Because the stock exhaust muffler is so restrictive, it holds a lot of heat in the exhaust. 409 stainless steel will undoubtedly handle this heat a lot better. Aluminized means coated mild steel. When you lose the stock restrictive muffler, you lose a lot of the backed up heat. Aluminized steel can handle these new lower temps and also have the corrosion resistance you are looking for. With our 100 percent no "BS" warranty, we have honestly never bought back any system due to rotting through, especially on a diesel where you do not have the moisture in the exhaust like gas engines do. Most systems rot inside out.