Jump to content

Flapper valve, remove with muffler?  

5 members have voted

  1. 1. Flapper valve: useful or not in lessening or eliminating drone?

    • Keep the valve lose the muffler
      1
    • Remove both valve and muffler
      3

This poll is closed to new votes

  • Please sign in or register to vote in this poll.
  • Poll closed on 09/25/2023 at 10:09 PM

Recommended Posts

Posted
17 hours ago, TrueBlue said:

I think I'm going to go with a Magnaflow, either an 18 or a 14. There's a channel on youtube that compared all of the magnaflows they carry and the 18, which is what my muffler guy recommended sounded pretty good to me. I may change my mind when I bring my truck in and go with a 14 then but it will depend on what he says about it. He's been doing exhaust work for 25 years and has helped me with other vehicles in the past. I trust his judgement. Bottom line is I want louder but not obnoxious, and zero drone in the cabin.

I also need to get his opinion on the flapper in combination with the particular muffler I settle on.

In my 2017, I did the magnaflow exhaust kit with the flapper valve. That flapper valve with the magnaflow made the entire exhaust whistle like it was a diesel under load. Just cruising you didn't hear it, but when you stepped on the gas at all the whistle was super loud to anyone outside of the vehicle.

 

 

Posted

Now THAT would be something to avoid at all costs. Thanks! Did you by chance remove it, or force it to stay open after that?

Other than that your truck sounded great!

Posted

forcing the valve open led to bad drone so I just dealt with the whistling (can't really hear it in the cab) until I sold the truck.

Posted (edited)

Never have heard of a stock valve whistling.
 

I removed my stock muffler and valve and put a 28 inch or so long straight through muffler in their place. Nice growl, little rumble, no drone.

Edited by AJMBLAZER
  • Like 1
Posted

Thanks! I'm taking the truck in on Tue. morning for either an 18 or a 14 Magnaflow. I think I'm going to have them cut the valve out as well. Can always put it back though I doubt it will be necessary.

Posted

I'm hoping that by leaving the baffles in place it will help with that. Neither muffler is particularly loud, and since my hearing is not what it once was...

Posted

Got to the muffler shop this morning and found out that his supplier had messed up his order and didn't deliver the 18" Magnaflow. He did have a 14" in stock so I went with that, and had him cut the flapper valve off while he was at it.

Gotta say that so far I think it's a great improvement. Growls with a low rumble when you take off but virtually noiseless on the freeway. So long as it doesn't begin to drone on the freeway after the muffler breaks in I'll be completely happy, and glad that his supplier didn't deliver the 18" that I had ordered.

  • Like 1
Posted

Have put a few hundred miles on the truck since the muffler swap and flapper delete. I love this exhaust note. No drone at any speed, quiet when I want it to be, and a healthy V8 sound when I give it some go juice.

  • Like 1
Posted

True blue - when you decelerate do you get any popping out the exhaust starting at ~35 until ~15mph? Not a backfire but a slight popping…??
 

I ended up using a 70 series Flowmaster and I like it a lot! Pretty quiet until you step on it 

Posted

No, none at all. I love the sound of this truck. Sounds like a V8 should. Now one thing though, I drive in L9 all the time. I don't know if that would affect the sound and prevent any decel popping or not.

  • 2 weeks later...
Posted

I cut-off the Flapper Valve and went with a Flowmaster 40 Series Muffler, left the Resonators intact & have an electronic AFM/DFM Disabler currently. No drone or popping at any speed and it sounds way better than the impotent silence as it comes factory, yet nowhere near the level of obnoxiousness as with a straight pipe.

 

The Exhaust growl complements the throat from the L86 Intake Manifold (mine's a L82 5.3L), LT5 95MM Throttle Body & K&N Cold Air Intake nicely, but still plan on getting Long Tube Headers, bigger pipes of some sort & deleting the HDMI Ports in my bumper

  • Like 2

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
  • Recently Browsing   0 members

    • No registered users viewing this page.
  • Forum Statistics

    250.4k
    Total Topics
    2.7m
    Total Posts
  • Member Statistics

    342,759
    Total Members
    8,960
    Most Online
    DM22
    Newest Member
    DM22
    Joined
  • Who's Online   4 Members, 0 Anonymous, 1,694 Guests (See full list)

  • Latest Articles

  • Posts

    • Did have to make 1 modification because of the WeatherTech rear mud flaps and that was needing 3 longer screws than what came with the install package. 😄
    • Picked up the liners yesterday. Installed passenger side WITHOUT any modifications. All mounting holes lined up perfectly. Rain is interfering today with drivers side. Very Happy! Will add pics when finished
    • As a matter of amusement I’ll leave this conversation with this. Do you beat the government average fuel estimate? Statistics are a guide to me. Not a rule. Someone once said I have to have the last word. If true and possible may be. I’ll blame that on working in a family business.
    • That is a fair point, and I agree that trying to log “everything in the truck” would be the wrong direction.   There are a lot of modules and a lot of traffic. If the product became a full-truck datalogger, the amount of data would get huge very quickly, and most owners would never use it.   I think the first useful version would need to be narrow: - powertrain-side event evidence - selected high-value parameters - communication / voltage / reset events - pre/post event window - short report first, raw log only as backup   One distinction I should make is between active OBD/PID polling and passive bus capture. If you are polling PIDs through OBD, then yes: the more parameters you request, the lower the effective sample rate becomes, and you are adding diagnostic traffic to a vehicle that is already busy running itself. With passive CAN capture, the recorder is not asking all the modules for data. It is listening to traffic that is already on the bus. So it does not consume vehicle bus bandwidth in the same way that a scan tool polling hundreds of PIDs would. But your point still applies in a different way.   Even if passive capture does not add bus traffic, the recorder still has limits: - processing rate - storage rate - timestamp accuracy - decoder workload - event filtering - report size - user attention span   So the answer cannot be “log everything and let the user figure it out.” The product would need to store enough raw evidence to be useful, but only decode, graph, and present the important parts around the event.   A practical report should probably show: - what triggered the capture - how much pre/post data was preserved - which selected parameters changed - how those values compared to baseline - whether the same pattern happened before - whether any voltage, reset, bus-off, lost-message, or communication fault occurred - selected graphs around the event - raw data only as supporting evidence   So I agree with you. More data is not automatically better. The real product is the reduction from raw data into a useful event report.
    • That makes sense, and I agree with most of that.   I think the product would need both: 1. a default powertrain template, so it is useful out of the box; 2. user-selected priority parameters, so the owner or shop can choose what they want to see first.   Different users are going to care about different things. One owner may care about oil pressure and voltage. Another may care about misfire trend, AFM/DFM behavior, or U-codes. A shop may want communication events and repeatability first. Your baseline point is probably the most important one. Raw data is not very useful unless the report can show what normal looked like for that vehicle under similar conditions.   The way I would think about it is: - start with a basic known-good baseline - learn normal behavior for that specific vehicle over time - allow the event to be overlaid against baseline - show whether the event was a one-time spike or a repeatable pattern - provide a simple severity level, but with clear limits on what that severity means   For example, early severity could be something like: - Info: event captured, no obvious abnormal pattern - Watch: value moved outside baseline, but not repeated - Warning: repeatable abnormal pattern under similar conditions - Critical: communication loss, voltage drop, bus-off, reset, or severe repeated event   I would not want the first version to say “replace this part.” That would be overclaiming unless there is repair-confirmed data behind it. It would be more honest to say “this pattern deserves inspection.”   On the OBD port question, I think OBD absolutely has a role. OBD is probably the right place for: - DTCs - freeze frame - VIN - calibration information - normal scan-tool parameters - Mode 6 / enhanced diagnostic data if available The reason I am still looking at an ECM-side recorder is that the failure may happen before anyone connects a scan tool. If the owner plugs in a scanner after the event, the pre-event evidence may already be gone unless the ECU happened to save it. So I do not see this as “OBD versus ECM-side.” I see it more like: - ECM-side recorder: always armed, rolling buffer, event evidence - OBD/DLC companion: DTCs, freeze frame, VIN, calibration, normal scan data - phone/cloud: status, notes, upload, report generation, notifications   I agree that phone connection and push notifications would be useful. I just would not want the phone or cloud connection to be required for capture. The recorder should save the event locally even if the phone is not connected. The phone should help with event marking, download, notes, upload, alerts, and report viewing.   For a default GM V8 event report, would this list make sense? - RPM - calculated load / MAP - throttle position - vehicle speed - gear / torque converter state if available - coolant temperature - oil pressure - oil temperature if available - battery voltage - commanded AFM/DFM state if available - actual AFM/DFM state if available - misfire counters / roughness by cylinder if available - fuel trims - relevant U-codes / communication events - bus-off / lost periodic message / module reset / voltage drop events Which of those would you remove, and what would you add?
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...