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LeoVince has developed a special range of universal muffler kits dedicated to meet the needs of the best customizers but also of end users who wish to customize their own special.Get more news about Universal Muffler,you can vist our website!

The universal muffler kit, available in different lines, finishes and diameters, is supplied without manifold but including bracket and mounting hardware.
APR’s premium line of exhaust components are now available as standalone products. Perfect for the do-it-yourself enthusiast fabricating a custom exhaust system, our exhaust components are sure to fit the build. Choose from various mufflers, Helmholtz resonators, cast splitters, tips, flex sections, clamps, braces, spacers, reducers, harnesses, isolators, gaskets, and more! All components are made from premium materials, such as T304 stainless steel, with TIG welding, CNC-machining, and more features you’d expect to see on a premium lineup.

Is a muffler nothing more than a steel can with some baffles and tubes inside? That’s how most mufflers look. But there’s a lot more to muffler science than meets the eye.

A muffler’s job is to muffle sound. That’s why they’re called mufflers. In England, they’re called silencers. Regardless of the name, they all do something to change, dampen or absorb the noise-producing pressure pulses in the exhaust. Some mufflers do it by creating resistance with baffles and louvered tubes. Resistance to flow causes the pressure pulses to stack up and dissipate, lowering their energy and the level of sound they produce (which is measured in decibels).

When an engine is running, it blows out puffs of exhaust every time the cylinder fires. When each exhaust valve opens, hot exhaust gases are shoved past the valve with explosive force. The gases are still expanding as they enter the exhaust manifold and create a pressure wave that pushes rearward through the entire exhaust system. Each pressure pulse represents noise that increases or decreases in frequency with the rpm of the engine.

The pressure pulses in the exhaust create backpressure in addition to noise. As the volume of gas passing through the exhaust system increases with rpm and throttle opening, pressure backs up in the system because of resistance to flow created by the pipes, catalytic converter, muffler and/or resonator.

As a general rule of thumb, there should be less than 1.5 psi of backpressure at idle in most exhaust systems. This can be measured by attaching a pressure gauge to the exhaust system anywhere ahead of the converter (an airpipe connection on the exhaust manifold, a diverter-valve connection, an oxygen-sensor connection or even the EGR-valve connection). If there’s a restriction in the exhaust, it usually will cause a higher-than-normal backpressure reading and a corresponding drop in intake vacuum.

One of the easiest ways to diagnose a clogged converter or muffler is to connect a vacuum gauge to the intake manifold and watch the vacuum readings at idle. Most engines will have 16 or more inches of vacuum at idle. If the reading is lower than normal and/or continues to drop the longer the engine runs, it means pressure is backing up in the exhaust and is limiting the engine’s ability to exhale.