TECHNICAL SUPPORT

Our products are available through a large network of Authorized Distributors and retailers throughout North America and many other parts of the world.
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We recommend that all Vibrant Performance products, especially those that require welding, be installed by a professional installer.  However, many of our products are designed for relatively easy assembly or bolt-on installation. For those products such as fluid delivery and direct fit parts like catch cans/oil adapters, we have a variety of tools and include instructions for easy installation. If you have any trouble with a DIY installation, please contact our tech support department at tech@vibrantperformance.com.

Several factors that will determine exhaust note and how a particular resonator or muffler will impact the result.  Building a complete system using Vibrant products will produce different results based on engine size, number of cylinders, firing order, valve timing, etc.  A V8 engine with cast stock exhaust manifolds will get different exhaust wave frequencies than a 4-cylinder boxer engine with an equal length header.  In most street applications, our products have excellent resonance wave absorption properties due to the dense ceramic/fiberglass composite packing we use which will provide a quiet, subtle, but awake exhaust note at low engine speeds.  When you put your right foot down, you will bring the engine to life and things will get rowdy.  The construction of Vibrant resonators and mufflers is fundamentally the same. They all have a perforated core tube that runs through the body that is wrapped with a stainless-steel mesh.  The remainder of the body is densely packed with a ceramic/fiberglass composite packing material.  The name “Resonator” is the industry name for the suppressive device that is in the mid-exhaust area of an exhaust system as this is the most common area to see a significant resonance frequency in the exhaust stream.  The name “Muffler” is what the larger suppressive device is called as it does the most muffling of the exhaust note out the back of the vehicle.

There are 3 key points to keep in mind when choosing and installing a resonator and/or muffler.

• The general rule of thumb with Vibrant resonators/mufflers is that the larger the body of the device, the more effective it will be at reducing decibel levels, drone, rasp, etc.  Larger volume of packing = more harmonic wave absorption.  Aside from the volume of packing material making it more effective, is the shape.  This is also part of the reason that the Ultra Quiet is a popular choice over bottle style resonators or round body mufflers.  Each time your exhaust valve opens, an exhaust pulse wave travels down your exhaust stream.  It bounces in all directions as it moves through the exhaust system.  The frequency can be affected by the shape, size and length of chambers, tubing, etc.  When the pulse wave meets a suppressive device with packing material, it travels through the perforated core, into the packing material, reflects off the outside wall and back through the packing material to rejoin the exhaust system.  In a round suppressive device, the distance for the pulse wave to travel from core to outer body is uniform, compared to the Ultra Quiet resonator which has an oval shape with variable distances for the pulse wave to travel through.  This makes it more effective at attenuating a broad spectrum of frequencies of the exhaust note.  The same principle applies to a chambered suppressive device but placement becomes very important because the lack of packing material removes the ability to dampen vibration as the pulse wave travels through the chambers.  They rely only on pulse wave reflection to cancel out frequencies.  Also, keep in mind that a larger diameter tube can lead to an increase in drone/resonance since there is a larger underdamped surface area that can cause the sound waves to amplify.

• This also plays a key role in regards to reducing exhaust drone.  For most applications we recommend placement of a resonator in the area under the front seats of the vehicle.  Targeting this placement will be effective for drone frequencies that are exhibited at low to mid-range steady state throttle/engine load conditions (ie: highway driving).  In many applications the room available for a resonator in this area is limited, so smaller body “bottle style” resonators are often employed.  Installing a resonator in this area will help prevent that drone frequency from reverberating through the floor and into the passenger cabin.  Keeping the resonator further upstream also benefits in cancelling out that drone frequency earlier in the system, preventing it from travelling the full length of your exhaust.  Placement will be dependent upon available space as well and is often the most limiting factor for installation.  Placement further downstream in the exhaust path will target higher RPM frequencies and overall decibel reduction.  This is typical placement for most larger body mufflers.  Use your best judgement in identifying where any drone is occurring, in some cases, resonance frequencies can be at their peak further downstream just ahead of the rear axle of the vehicle, this will be a drone emitting from the rear seat area. Target placement in the area where you identify any unwanted frequency is occurring.

• When you have a long length of exhaust tubing (more than 5’) without a suppression device, there is an opportunity for exhaust valve pulse wave resonance frequencies to be amplified- much the same way if you were to strike 2 tuning forks that are different lengths- the longer fork will have a larger amplitude. Your exhaust tubing behaves the same way with the pulse wave sent down from the exhaust valve smashing open and closed at incredible speeds- the longer the length without a suppressive device, the more opportunity for a drone frequency to be amplified.  For this reason, it is also ideal to try to prevent placement of resonators and or mufflers too close together so they remain most effective across the length of the system.

All Vibrant resonators and mufflers feature a straight through perforated stainless core design to minimize flow disruption of the exhaust.   They are not flow directional.

Inlet/outlets are sized by the inside diameter.  This means the exhaust tubing will slip inside the resonator/muffler neck and a lap joint weld will be made on each end to install it.

Our performance exhaust products (except our Race Mufflers) are designed and manufactured to meet or exceed most North American Federal, State and Provincial laws and regulations and, if installed and used correctly.  However, some jurisdictions have chosen to pass strict laws or have decided to interpret existing laws in such a way that results in tickets being issued for having a modified exhaust installed on your vehicle. Please check with local law enforcement if you have any concerns before installing any aftermarket parts. It is impossible for Vibrant to keep up with the rapid pace of legislative change throughout North America as it relates to modified exhaust systems. SEMA is a trade organization for the automotive aftermarket and their legal team has worked hard over the years to fight for the rights of the automotive performance hobby. Please refer to their website for updates on legislative issues that might impact you (www.sema.org).

For any pre-turbo application, a 321 Stainless steel  Electropolished Bellows assembly with directional flow solid liner is the only recommended choice.  This includes cross-over pipes, compound turbo setup feed pipes, or any application where both sides of the bellow are solid mounted to the same structure.  The Bellows assembly will stand up to the extreme temperatures much better than a 304 flexible coupler, as well, the solid liner will also withstand extreme heat cycles much better than a braided inner liner or interlock inner liner flexible exhaust coupler.  When extreme thermal growth, vibration or movement is anticipated, the use of a boost brace 12648 is recommended to prevent telescoping or excessive movement of the bellow.

For a post turbo application such as a downpipe or following a header collector in a supercharged application, a Turbo Flex Coupler with interlock liner is recommended.  The interlock liner Turbo Flex cap ring on each end captures all the layers of the flex.  This means that the inner liner, the 2 ply bellows (that creates the air tight seal) and the outer braid that protects the bellows are all squeezed together inside the cap rings.

Your exhaust tubing will slip inside each end of the flex.

For best results:

• Insert your exhaust tubing in each end as far as it will fit (typically about ¾”).
• TIG weld the lap joint with 308 filler rod and a #12 cup/gas lens.  Focus your arc more on the tubing and add your filler in the keyhole from the cap ring side to prevent the layers of the flex from overheating.
• Be sure to capture all the layers of the flex (including the cap ring) in your weld pool.  The 2 ply bellows is thin and if you apply too much heat to the flex, this layer can melt away from your weld pool and you will end up with a leaking flex behind the cap ring.
• Be sure to use sufficient argon post flow to allow the weld pool to cool down at each stop when you hold the torch over the weld pool.  This will prevent oxidization contaminating the weld.  A minimum of 8 seconds is recommended, 5 seconds for tacking.

Another way some fabricators prefer is to fuse the layers together before inserting the exhaust tubing.  This is an additional step but can be useful when you have tight access to the weld joint, or need to weld a flange to the end of the flex.

Do not weld the cap ring directly to a flange.  If a flange is required, a tube should be welded into the flex coupler and a flange added to the tubing.  Do not wrap or coat the tubing directly ahead of the flexible bellows.  This keeps heat inside the tubing and forces all the heat to be shed through the path of least resistance- in this case the flex bellows.  This will lead to premature fatigue and failure.

For naturally aspirated or OEM replacement applications, a standard flex coupling with inner braid, or without can be used.

Keep in mind, the flexible coupler acts like a spring in your exhaust system, so the longer the coupler, the more flexibility it will exhibit.  Installing a flexible exhaust coupler in tension will lead to premature fatigue and ultimately failure.  Do not use the flex coupler to make part of a bend or joint 2 offset exhaust tubes.  It should be installed in a relaxed state.

There are a variety of ways that oxidization or scaling can begin to occur on 304 stainless steel.  Heat cycles accelerate the oxidizing process.  Cross-contamination can also be a big contributor to the beginning of surface oxidization on stainless steel.  If the part is polished, brushed or makes any contact with tools or polishing items that have been used with carbon steel it will embed the carbon material into the stainless which will appear as surface rust in a very short time.  Even if the welding is done on a mild steel bench or handled with gloves that are used on mild steel, you will expose the part to cross contamination.  As an example, companies who cut stainless flanges for the food processing industry have stainless bench tops everywhere to avoid cross contamination on their material.

A good way to prevent the oxidization process from beginning is to have the part passivated and electro-polished after all welding is complete (like our hard liner bellows).  This removes all color, contamination and brings the nickel content in the material to the surface giving it that shine appearance.  This is the protective film on the surface of the material which resists heat cycles.

Also, keep in mind that 304 stainless steel is at the bottom end of the austenitic grade stainless steels.  The chromium content will be slightly less than a 309, 310, 316 or 321 grade stainless which are more resistant to oxidization in high temperature applications (above 1500F).  The oxidization process is accelerated through heat cycles at lower temperatures.  Because the material is not living in an isothermal environment (steady state temperature), the expansion differences between the base metal and the protective film (scale) during heating and cooling can cause micro-cracking and pitting of the protective scale.  This equates to oxidizing media being able to attack the exposed metal surface.  A higher nickel content grade stainless is more resistant to this surface layer being compromised through heat cycles partly because they are less effected by thermal growth and contraction between the base metal and protective film on the surface.

HD Background:

• Elite level forced induction motorsport applications are subjected to intense vibrations, temperatures and loads. Your Charge piping is the bridge between the moving components (engine) of your powertrain system from the static components (intercooler). To allow movement during operation and prevent potential cracking or other fatigue related failures in charge piping, a flexible connection is required. Silicone is often used as a cost-effective solution but is not always up to the rigors of competition and can fail in very untimely means, costing you valuable track time. Vibrant Performance HD Clamps have been designed to provide a dynamic seal (rotational/telescoping/angular movements) while the motor moves under load. Tested and proven to maintain a leak free joint above 800psi of boost, the HD clamp is ready to perform in the most extreme conditions. Servicing your system track side is not ideal but is sometimes unavoidable.  Reliability of our HD modular clamping system was not enough for us here at Vibrant.  As motorsport enthusiasts ourselves, we saw great value in developing a clamp that is a true quick release system that requires no tools to disassemble, making serviceability quick and easy, saving you time and getting you back into competition.

• Don’t get fooled by the competition, Vibrant HD clamps are the proven flexible joint the industry has grown to rely on for years. Using only high-quality materials, our manufacturing processes are held to extremely tight tolerances to ensure the product performs reliably at the highest levels of motorsports.

 

Fabricating with HD clamps

• It is important to note a few things before jumping into fabrication to ensure optimal performance and reliability of your system.

• Plan the system: Using two clamps together on either end of the charge piping, on both hot and cold side is best practice. This ensures any movement created by the engine is isolated from the static intercooler assembly through the charge piping. When orienting the clamps, it is important to consider the direction of the engine’s motion, so that it does not impose shearing loads, as this can lead to leaks or failure of the clamp.

• Does the car qualify for this sort of clamp? If the car has OE, sloppy engine mounts, we advise upgrading the mounts to prevent engine rotation and excess stress of the clamp over long durations, stress in this manner can also lead to weld ferrule deforming.

• While mocking up the intercooler piping it is important to have close to or less than a 1/8” gap between the faces of the HD flanges to allow for the clamp free motion during operation. this gap must be maintained after fabrication is complete.  Vibrant offers an alignment tool to aid with maintaining proper gap during fabrication.  It is important to ensure proper alignment of the weld ferrules during mock up and final welding. You should be able to wiggle the charge pipe freely by hand.

• Using a heat sink while finish welding the flanges will prevent the flange from warping, further ensuring the reliability of the system.

• Back purge all welds with stainless or titanium flanges and tubing.

 

Assembly and Maintenance

O-Ring basics:

• HD Clamps are capable of holding all the boost. They rely on a tight tolerance O-Ring seal. The duty of an O-Ring is not easy, and often overlooked. In the most basic function, a properly designed O-Ring seal is a means for closing off a passageway creating a fluid-tight seal. The O-Ring deforms into the gap between the union sleeve and the weld ferrule. As pressures grow the forces acting on the O-Ring rise, the O-Ring deforms further, resulting in a tighter seal.

O-Ring Lubrication:

• A lubricant is essential in pneumatic applications requiring dynamic service, as they help reduce any leakage rate by filling any roughness on a metal surface. If allowed to run dry, they will face abrasion and twisting.

• When installing your O-Rings make sure to use a recommended lubricant to help avoid pinching or damaging it.

• Important to spread the lube sparingly, a light film is all that is needed. Especially important in high temperature applications.

Recommended Lube:

• Parker Super-O Lube (clings tenaciously to the rubber or metal surfaces helping prevent the lube from being removed during use, its inert, no fillers to clog filters.

• Petroleum Products (Vaseline, engine oil)

 

Servicing Remarks –  some terms to explain and touch on in regards to why you may be getting a leak or issue or to help upkeep the clamp assembly.

• It is important to service the wear and tear items such as O-Rings, add this to your list of pre-competition checks! Remember its often the <$10 parts that side line you during a competition event.

All hose assemblies have a finite service life.  There are several factors that need to be considered when choosing a hose type to determine optimal service intervals for safe use.

Operating Pressure

All Vibrant Performance hose is designed for continuous operation at the maximum rated operating pressure for the specified hose type and size.  In most cases, the operating pressure is 25% of the burst pressure of the hose.  Thermal cycling of any non-metal hose may negatively impact its ability to maintain a leak free seal. Testing should be performed prior to install, and after install to verify suitability in actual operating conditions.  If suitable, regular maintenance checks should be scheduled and carried out.

High Pressure operation

Any hose assembly that sees pressures above 200 psi can be very dangerous and should be properly protected and secured to prevent severe movement that can occur during a failure that can be caused by external shock, mechanical or chemical damage.  Pressure surges that exceed hose operating pressure will also shorten the life of the hose and must be considered.  Pressure surges are not always indicated accurately on common pressure gauges, but can be monitored by means of electronic pressure sensors.  If pressure surges are severe, a hose with a higher maximum operating pressure is recommended.  Listed hose burst pressures are test result values only and apply to hose assemblies that are brand new.

Operating Temperature

Specified hose operating temperatures refer to the temperature of the media inside the hose.  In high heat applications, hose degradation can lead to inner liner or even outer cover fatigue (in the forms of cracks or delamination) and reduced hose end retention.  Continuous use near maximum operating temperatures will accelerate hose deterioration and reduce the service life of the hose.

Ambient Temperature

Extreme ambient temperatures can also reduce hose life.  The outside cover layer of the hose can begin to form cracks or other signs of fatigue due to ambient thermal cycles and should be inspected regularly.  Appropriate thermal sleeve should be used to protect the hose where it is within 6” of exhaust components or other ambient sources of high heat.

Preventing hose collapse

Recommended minimum bend radii should not be exceeded, especially at maximum operating pressures.  Safe operating pressure, flow capacity and hose life all decrease when bend radii is tighter than the recommended minimum.  Extreme negative pressures on -12 and larger hose can also be a concern for hose collapse.  An internal support spring is recommended for these applications.

Hose Maintenance

Operating hose assemblies should be inspected frequently for signs of leaks, kinking, abrasion, bulging/deformation or any other indications of wear or damage.  Hose used in fuel applications should be drained and blown out with clean compressed air or water at 150˚F as part of a regular internal inspection.  More frequent inspections are required for any fuel system that circulates fuel back to the tank due to oxidization of the fuel which deteriorates the inner liner of the hose over time.

Permeability and fluid compatibility

PTFE, CPE, polyethylene and rubber are permeable materials.  Liquid, vapor and gas may absorb through hose liners of these materials.  The rate of permeation is determined by hose liner material (PTFE being the least permeable), fluid type, and operating conditions of the application.  It should be noted that on a molecular level, small molecules can permeate through a hose liner, the permeation process does not cause any damage to the structure of the hose.  A good indicator of hose permeation, is the ability to smell the media as it off-gases from the outside of the hose.

Flexibility and Minimum Bend Radius

To ensure optimal longevity of a hose assembly, some installation principles need to be maintained in regard to minimum bend radius and hose routing.  A minimum length of 2x hose OD should be upheld between a hose end and the beginning of the hose bending.  It is not recommended that the hose start bending immediately out of the hose end.  If more bend is required, it should be implemented in the bend angle of the hose end.  Allowing for changes in length during dynamic conditions is critical for safeguarding against premature hose fatigue or failure.  A hose assembly should never be at full extended length when installed.  A sufficient amount of slack should be incorporated to the hose assembly length that considers movement, system pressurization and thermal expansion during operation to prevent hose strain.  Minimum recommended hose bend radius should not be exceeded.  All minimum bend radii listed below are measured on the outside of the hose bend.  It can easily be measured with a combination square or carpenter’s square against the outside of the bend.

Minimum bend radius of Vibrant Braided Flex Hose (Stainless steel and Nylon outer braid) and Push-On style hose:

-4AN = 1.5”

-6AN = 2.0”

-8AN = 2.5”

-10AN = 3.0”

-12AN = 4.0”

-16AN = 6.0”

-20AN = 7.0”

Minimum bend radius of Vibrant PTFE lined hose (Stainless steel and Nylon outer braid):

-4AN = 1.5”

-6AN = 2.0”

-8AN = 2.5”

-10AN = 3.0”

-12AN = 5.0”

An inner support spring is recommended for any hose assembly that requires a bend at or beyond the minimum outside bend radius- or in any -12AN or larger Braided or Push-on style hose that will see significant vacuum.

Light duty (E85 friendly): Push-On hose

This hose is designed for use with Vibrant Push-On hose ends.  Maximum operating temperature of 212°F and pressure of 250psi (with appropriate clamps).

Fluid compatibility: E85 fuel, oils, coolant

Recommended use: Vacuum, coolant, crank case ventilation, catch can setups

Can be used for: (with clamps and regular maintenance checks): Fuel, oil delivery

Not suitable for: applications exposed to high temperatures such as exhaust components, fuel/oil applications that are filled and stagnant for extended periods of time

Medium duty (E85 friendly): Braided Flex hose

This hose is designed for use with Vibrant swivel hose ends for braided flex hose only.  Maximum operating temperature of 300°F and pressure of 500psi.

Fluid compatibility: E85 fuels, oils, coolant

Recommended use: Vacuum, coolant, crank case ventilation, catch can setups, fuel, oil delivery

Not suitable for: applications exposed to high temperatures such as exhaust components, fuel/oil applications that are filled and stagnant for extended periods of time

Heavy duty (All fluid friendly): PTFE lined hose

This hose is designed for use with Vibrant High Flow hose ends for PTFE hose only.  Maximum operating temperature of 480°F and pressure of 1500psi.

Fluid compatibility: Alcohol, Methanol, E85 fuels, oils, coolant

Recommended use: Vacuum, coolant, crank case ventilation, catch can setups, fuel, oil delivery

Not suitable for: Natural gas or methane

• Cleanliness- all components should be kept clean and free from dirt, grit, chips and any foreign materials as they can cause leaks a the seal.

• Wear – the O-Ring wears even though you may not see it, cleanliness has a large impact on the wear of the O-rings

• Installation – Short nicks, scratches or peeling on the surface of the O-Ring, groove or union sleeve can be noticed.

• Seal ability – ability of a material to conform to a surface to block the flow of a liquid. Test seal ability by Imprinting the O-Ring with your nail, the imprint should disappear almost immediately.

• Stability – ability to resist rolling, twisting and shifting in a groove.

• Extrusion – the flowing of the seal’s body into the clearance gap under pressure.

• Conformability – the ability of a seal compound to fill or dam the minute irregularities that are in the metal surface.

• Pressure set – O-Ring has flat surfaces on the top and bottom of the compressed O-Ring.

• Abrasion – produces a flattened surface on the side of the O-Ring body subject to movement.

• Deformed or fish mouthed of weld ferrule as a result of overheating during welding or not using a heat sink.

• Another design feature the HD clamp system provides is the ability to lock wire the pin to the clamp to prevent the chance of dropping it while servicing the car. There are small holes located on both the head of the pin and on the hinge side of the clamp. These are in place to allow a small wire to be looped through to tether the pin to the clamp.

Universal Mufflers, Axle Back Systems and Cat-Back Systems are not considered to be emissions control devices and have absolutely no impact on emissions testing, not even in California.

Prior to going for your emissions test, be sure to check your exhaust system for exhaust leaks that might contribute to a failed test. Most leaks can be fixed by tightening fasteners or replacing worn gaskets.

Also, be sure to follow the scheduled maintenance program set out in your owner’s manual and be sure that your catalytic converter and oxygen sensors are functioning properly. Catalytic converters and oxygen sensors are the two most important components in ensuring that your vehicle runs clean and passes emissions tests.