All-In-One Conversions
February 14, 2024
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THE AUTO BUILDER
Featured
Driven Racing Oil’s GP-1 8OW-90 Gear Oil
GP-1 Conventional 80W-90 GL-5 Gear Oil is a conventional limited-slip gear oil for use as recommended by high performance gear and differential manufacturers. Designed for racing and high-performance differentials and transaxles, it’s formulated from USA made Pennsylvania Grade base oils that provide natural film strength, tack, and tenacious cling without relying on polymers that shear causing viscosity loss.
The Hottest New Products from HPX 2026
If HPX 2026 proved anything, it’s that the performance aftermarket isn’t slowing down—it’s accelerating. Held in Charlotte, North Carolina, the High Performance Expo has quickly established itself as one of the industry’s premier gathering places for manufacturers, builders, racers, retailers, and enthusiasts looking to see what’s next in automotive performance. More than just a trade show, HPX serves as a launchpad for new technology, product debuts, and the ideas shaping the future of the aftermarket.
THE LONG HAUL
Around 1993, Bob Marion purchased a ’40 Ford cabover cab, but at the time he didn’t have anything he could do with it. He didn’t worry about it; he just thought of plans here and there, and after a full decade of on-and-off planning he finally decided it was time to do something with the old cab. He took it to Rich Brandl Sr. at Superior Custom Classics Inc.
Spotlighter
Easy Out
Adding a MagnaFlow After-Cat Exhaust System Will Provide Good Looks and a Boost in Power
In this day and age, getting the most power out of your late-model truck or SUV is both difficult and easy. Now that we have covered ourselves technically, we will give you the reasoning behind this convoluted theory. New vehicles are hard to work on but easy to upgrade. See? That was easy.
Author
Matt Emery
Story & Photography
Differences Between New and Vintage Vehicles
New vehicles are so different than those we affectionately call vintage trucks, and the major differences lie with the chassis and drivetrain. Smog laws have made it tough on the aftermarket performance parts sellers, but the sellers figured out how these vehicles could actually work with their re-engineered smog-friendly products. With SEMA’s help, they have been able to create and manufacture many great parts that continue to increase and improve upon the stock horsepower that comes from the factories.
The Importance of After-Cat Exhaust Systems
One of those areas of improvement is the after-cat exhaust system such as this one from MagnaFlow. A number of aftermarket companies make such systems for a variety of cars and trucks, since the factory systems simply leave a lot to be desired in terms of performance and sound. The OEs had to make the government happy, so their stock mufflers were as efficient and cost-effective as possible to make and employ. In their efforts to make these components quiet and cheap, they were too restrictive, power output was negatively impacted and they sound horrible. Well, a stock exhaust doesn’t have much of a resounding note to it. Also, the exhaust tips leave lots to be desired in most cases, and on most truck applications there are no snazzy tips at all—just a treated tailpipe hanging down from below the chassis. That doesn’t exactly look like a performance statement, either.
Advantages of the MagnaFlow System
With the MagnaFlow system, however, you can be sure that you are getting both the best power that your engine is capable of and a high-quality stainless steel exhaust system that is not comparable to the stock-treated, mild-steel systems that come from the factory. In fact, MagnaFlow was awarded an ISO-9001 certificate from the International Organization for Standardization, and the ISO-9001 has 20 specific designs, materials and process requirements that a company must meet or exceed before it can be awarded such certification. This was no chore for MagnaFlow; it has been building exhaust components for more than 20 years, so it knows what it’s doing and what should be done.
Installing the MagnaFlow System on a Ford Expedition
We were on hand to follow along as the MagnaFlow installation crew made short work of this Ford Expedition. We wanted to see what would be involved for this simple upgrade. And as we expected, they had the job done in no time, the results were easily recognizable and the Ford had achieved more power and a better sound (if you want to hear it, check out the MagnaFlow website—the site has sound recordings of MagnaFlow-equipped vehicles). Follow along as they did the job on this Ford, and see if such a system would not make sense on the truck you and your family drive to work, school, and the automotive parts store.
1. With the 5.4-liter-engine-equipped Ford Expedition strapped down onto the MagnaFlow dyno, baseline numbers are run.
2. The stock muffler is good if you want to sneak into the driveway late at night, but it’s not so good if you want to reach your engine’s full potential.
3. It’s time to remove the stock after-cat system from the Ford. On some connections, there are tabs that interlock. A screwdriver is used to lift the tabs free.
4. Lubricant is sprayed on all of the rubber hangers. This will get them slippery enough for the probe to be pulled free. If you don’t do this, it is nearly impossible to get them loose, and the danger of damaging the rubber is high.
5. While the lubricant is working its way into the rubber, the hardware is loosened.
6. Proving there is a tool for every job, a pair of hanger pliers is used to force the mounting pin out. A screwdriver can also be used since there is a slot in the end of the rubber hanger.
7. The tailpipe section of the stock system is removed.
8. The connection between the cat and the muffler is broken.
9. The stock muffler is removed from the truck.
10. If the vehicle is equipped with a rear anti-sway bar, it is necessary to drop the center mounts to allow the bar to be pulled down and out of the way.
11. With the bar out of the way, the long mid-pipe section is pulled down and out.
12. Another round of shots for the rubber hangers gets them ready for the new MagnaFlow system.
13. The new stainless steel MagnaFlow muffler is lifted into place and placed on the hangers.
14. The mounting hardware should only be finger-tight at this time because the system needs to move to get the remaining pieces on and aligned correctly.
15. To prevent bending, a cradle is placed beneath the muffler until the other pieces can be attached.
16. The long mid-pipe center section is fed up and over the axle.
17. It is attached to the muffler section and hung from its rubber hangers.
18. The tailpipe section is installed.
19. All of the various pieces of the system are aligned.
20A-B. Though the crew used a level to align the tip it is not necessary to go to this extreme. But it could be a good idea to have at least 1/2-inch of clearance between the tip and the body panel.
20A-B. Though the crew used a level to align the tip it is not necessary to go to this extreme. But it could be a good idea to have at least 1/2-inch of clearance between the tip and the body panel.
21. A little elbow grease makes sure that the clamps are tight. MagnaFlow recommends that they be tightened again after 50 miles of driving.
22. Back into place goes the anti-sway bar, and the job is complete.
23A-B. Quicker than it took you to read this the MagnaFlow system is on and ready for the road.
23A-B. Quicker than it took you to read this the MagnaFlow system is on and ready for the road.
24A-B. One of the bright spots (get it?) of the MagnaFlow system is the tip.
24A-B. One of the bright spots (get it?) of the MagnaFlow system is the tip.
25. Back in the very tricky MagnaFlow dyno rooms, more runs are pulled. The results show that the MagnaFlow system adds nearly 10 hp and 7 lb-ft of torque to the Ford cammer.
ARTICLE SOURCES
MagnaFlow Performance Exhaust
22961 Arroyo Vista
Rancho Santa Margarita, CA 92688
800/959-9226
