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Jon, my whole stainless 2.5" mandrel exhaust is connected with those. They hold like a mofo when torqued all the way and don't leak. They work for butt joint AND slip joint as they conform to fit.
DP (clamp) Cat (clamp) intermediate pipe (clamp) pipe over axle (clamp) muffler (clamp) pipe (clamp) tips
The clamp on the cat is grabbing less than .5" of the cat since it's a lot bigger than a slip fit onto 2.5" pipe for some odd reason (the muffler was dead on though). So it has even less surface area than a butt-joint and the clamp is stretched/deformed a lot more than other areas but it's holding on tight. That is the worst connection and supports the most weight as there are no exhaust mounts until after the axle where the stock hanger spot is used with a stainless rod welded to the pipe, and then a muffler strap mount from a 95 with a custom stainless strap, and then the 94 muffler mount clamped to the pipe coming out of the muffler with custom stainless L bracket and stainless u-bolt clamp.
These clamps are used on semi's and such.
The blue car's engine rocks more than the orange car I'm sure, as it right now has all stock mounts except for the prothane engine insert. The orange car will have 2 poly dogbones, the prothane insert, and the dual 5spd 92-93 mounts. The orange car doesn't have any flex pipe as is and the pipe doesn't hit anything which is pretty amazing.
The orange car I'll put a flex pipe instead of a cat there, and the drive train is back 1" to align the axles with the hubs, but also needs to move back .5" in rotation (see the thread Rodney posted) with the dogbones. So that means the DP will be back 1" which should be fine, and also raised up .5" or so. When you get on it, the DP will lower so that's fine. In reverse if you hammer it it could rub though, depending on mounts.
The system that is on blue will be on orange minus the cat, in it's place a flex pipe.
DP (clamp) Cat (clamp) intermediate pipe (clamp) pipe over axle (clamp) muffler (clamp) pipe (clamp) tips
The clamp on the cat is grabbing less than .5" of the cat since it's a lot bigger than a slip fit onto 2.5" pipe for some odd reason (the muffler was dead on though). So it has even less surface area than a butt-joint and the clamp is stretched/deformed a lot more than other areas but it's holding on tight. That is the worst connection and supports the most weight as there are no exhaust mounts until after the axle where the stock hanger spot is used with a stainless rod welded to the pipe, and then a muffler strap mount from a 95 with a custom stainless strap, and then the 94 muffler mount clamped to the pipe coming out of the muffler with custom stainless L bracket and stainless u-bolt clamp.
These clamps are used on semi's and such.
The blue car's engine rocks more than the orange car I'm sure, as it right now has all stock mounts except for the prothane engine insert. The orange car will have 2 poly dogbones, the prothane insert, and the dual 5spd 92-93 mounts. The orange car doesn't have any flex pipe as is and the pipe doesn't hit anything which is pretty amazing.
The orange car I'll put a flex pipe instead of a cat there, and the drive train is back 1" to align the axles with the hubs, but also needs to move back .5" in rotation (see the thread Rodney posted) with the dogbones. So that means the DP will be back 1" which should be fine, and also raised up .5" or so. When you get on it, the DP will lower so that's fine. In reverse if you hammer it it could rub though, depending on mounts.
The system that is on blue will be on orange minus the cat, in it's place a flex pipe.
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