I now have about 3000 miles on the repaired exhaust studs and new headers. This includes a 2300 mile trip to the west coast for the winter (snow bird)

Its definitely a lot quieter. I seem to have picked up a little more power as it doesn't downshift as much as it used to on small inclines. Also, I seemed to pick up a tiny bit better gas mileage. Last year, we averaged 6.75 mpg, this year, same route, same load, I averaged just over 7.00 mpg.

F53 Repairing broken exhaust manifold studs ? 1999 Southwind 35S

EGR DELETE

I did the EGR delete and spoofed the differential pressure sensor by re-arranging the vacumn lines. No codes were set during the trip so the spoof must have worked.

TRANSMISSION:

One item I noticed, I think, It seems like the transmission locks up the torque converter faster after a shift and doesn't seem like it unlocks as fast on what I call mild/minor acceleration.

F53 Transmission filter change and flush ? 1999 Southwind 35S

I flushed the tranny with 5 gallons of Valvoline synthetic ATF, replaced the internal filter, also replaced the add-on in line filter with a spin on version. My coolant radiator doesn't have an integral tranny cooler, The only cooling is from the OEM tranny cooler. I watched the transmission temperature during the entire trip, it would hang around 165, on slow climbs where the fan clutch didn't kick in, I'd see the temps climb to 185. I may either replace the coolant radiator with a version that has a tranny cooler, or possibly add an electric fan in front of the tranny cooler.

I have a pressure relieve bypass rebuild kit for the bypass tube that I haven't done yet, I'll probably do this in the spring when we get back home.

In all I'm happy with the exhaust studs and headers.

 

Good stuff.

Do you think the EGR still function's properly? Does it help or hinder performance?

 

I don't think the EGR delete made any difference, one way or the other.. I understand the theory behind it. In lower power mode (closed / partial throttle), EGR and subsequent timing change contributes to a small improvement in performance and economy (pumping action), but I don't believe these hold true when operating at high throttle / wide open throttle where the vast majority of my V10 spends its time.

On mine (EGR DELETED), The PCM still performs the EGR test and thinks the EGR is functioning. EGR is mainly effective at lower power / throttle settings, it retards the timing a little to accommodate for the cooler, less energetic (lower fuel mixture) charge. i.e. leaner. I specifically watched fo pinging but never detected any. I'd think that the PCM would re-adjust the timing if it detected pinging.

The ideal way to do the EGR delete would be to block off the ports (I did this) and then re-flash the PCM ( I did not do this) to remove the EGR test and activation so it doesn't do the timing change when it activates the EGR. I left the vacuum solenoid and DPFE sensor installed, and re-routed the vacuum lines to the DPFE sensor so it detects a difference when the PCM energizes the solenoid.

I attribute my small power increase to replacing the stock square exhaust manifolds (pre pi) with long headers, i.e. a less restrictive exhaust system. Once again, my V10 lives most of its life producing a lot of power thats needed to push a 22,000 lb big box down the road at 65 mph

 

I too have a non-pi head truck. Headers are waiting to be installed and the EGR deleted.

Your explanation on function's makes sense.

 

Who's headers are you installing?

 

I have Doug Thorley Header's with Remflex gaskets waiting. :thumbup: