Active Exhaust Solutions

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  1. #1
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    Active Exhaust- Theory of operation from the factory.

    Theory of Operation

    The purpose of the Active Exhaust Valves are to reduce exhaust noise in the big 6.2 and 6.4L Hemis in order to meet and pass EPA noise regulations. (We hot rodders didn't ask for this!) The Active Exhaust Valves consist of two parts. First is the mechanical butterfly valves that are welded into the exhaust pipe on each bank. Mounted to each of these is a smart electric actuator which has a power, ground and bus feedback wire. They are connected to the mechanical valves through a transmission spring. The spring is used to help reduce heat from transferring between the mechanical butterfly valves and the actuators.

    *Due to premature breakage of the first generation of spring released, Dodge made a change to this spring beginning around 7/2015. For information and photos go to the link below:

    http://www.activeexhaustsolutions.com/tech-info.html

    The Active Exhaust Valve actuators communicate with the Powertrain Control Module (PCM) over a LIN Bus circuit. The Active Exhaust Valve actuator 1 (left) and Active Exhaust Valve actuator 2 (right) each has a unique part number/internal ID. The PCM can identify each actuator location by this unique ID. The PCM sends a position command to the Active Exhaust Valve actuators based on engine torque, rpm and vehicle speed. The Active Exhaust Valve actuators move the butterfly valves to the commanded position. An internal Hall Effect sensor counts the pulses and determines valve position. The valve actuators are calibrated at every Key-ON event. The PCM sends full open and full closed commands and checks actual against commanded position. If for any reason the calibration is unsuccessful , the actuators are self-diagnosing and report fault flags to the PCM over the LIN Bus.

    If the valve position doesn’t match a predetermined calibration, a performance code is set and the valves will default to the full open position. If an actuator is not attached to the mechanical valve, or the transmission spring is broken or missing, the actuator will continue to rotate indefinitely and set a fault. Also, if the mechanical valve is stuck and will not move, a fault will set.

    NOTE: There is a crossover in the exhaust, upstream of the valves that will allow the exhaust to flow through the open valve in the event one of the valves is stuck closed.

    NOTE: If the transmission spring breaks or the valve becomes disconnected from the actuator for whatever reason the valve assembly likely will cause a rattling noise with the engine running.

    There are 4 possible diagnostic trouble codes involving active exhaust valves:

    P1217-ACTIVE EXHAUST VALVE 1 PERFORMANCE
    P121B-ACTIVE EXHAUST VALVE 2 PERFORMANCE
    When Monitored and Set Conditions
    When Monitored: This diagnostic runs continuously when the following conditions are met:

    • Engine running longer than 25 seconds.
    • Engine running above 500 rpm.
    • Coolant temperature above 25°C (77°F).
    • No Active Exhaust Valve 1 or 2 Actuator communication faults.
    • Valve calibration completed.


    Set Conditions:

    • The actual Active Exhaust Valve 1 or 2 Actuator position does not match the commanded position.

    Default Actions:

    • The MIL light will illuminate.


    U142B-IMPLAUSIBLE DATA RECEIVED FROM EXHAUST VALVE 1
    U142C-IMPLAUSIBLE DATA RECEIVED FROM EXHAUST VALVE 2
    When Monitored and Set Conditions
    When Monitored:

    • This diagnostic runs with the ignition on or engine running.

    Set Conditions:

    • The Active Exhaust Valve 1 or 2 Actuator sees invalid data on the LIN Bus.

    Default Actions:

    • The MIL light will illuminate.
    • The Active Exhaust 1 or 2 Valve Actuator defaults to open position.

    Last edited by MagnumClub; 07-06-2016 at 08:54 AM.

  2. #2
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    i have installed a complete hellcat exhaust on my magnum 6.1 ,is it possible to control the active valve manually by wired it the positive et negative connector with a switch or a potentiometer?

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  3. #3
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    No it is not. The actuator has three wires. Positive, ground and BUS (data). Positions are communicated via computer language (laymans terms) between the PCM and the actuator itself. The actuator has a microprocessor that communicates over the BUS wire with the PCM and vice versa. It's much more complicated than a simple switch or potentiometer. The actuator looks for a language command over the BUS to open or close.

  4. #4
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    Quote Originally Posted by youart View Post
    i have installed a complete hellcat exhaust on my magnum 6.1 ,is it possible to control the active valve manually by wired it the positive et negative connector with a switch or a potentiometer?
    I can't imagine (for your set up- not a car that came with this exhaust) to wire up a couple of R/C servos and operate the valves with them.

    I would think you could even run them partially open in that case as well.

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  6. #6
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    That cutout works differently than the active exhaust. Imagine a throttle body with a 1" hole cut out of the center. During low torque/throttle demand the blade stays closed/partial closed and exhaust flows through the center hole. During high torque/throttle demand the blades open up like a throttle body. This is all happening inside the exhaust pipe.

    The cutout you have pictured is added to an external opening of the existing exhaust piping and vents to atmosphere. That's why you don't see street legal cars with the cutout in your pic.
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  7. #7
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    HWDan is offline 2005 Magnum RT amd 2017 Charger SRT 392!
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    If I understand correctly how this particular FCA system works, you wouldn't want this system to be manually controlled. It's a restrictor really, that's why it's computer controlled to meter the opening to meet engine speed and demand. Probably do more harm than good running through the restrictive pin hole, especially if you hammer it to make a last minute pass and 'forget' to open them. You really want cutouts in your case to go open tubes or to normal full size muffled exhaust only.
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  8. #8
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    Quote Originally Posted by HWDan View Post
    If I understand correctly how this particular FCA system works, you wouldn't want this system to be manually controlled. It's a restrictor really, that's why it's computer controlled to meter the opening to meet engine speed and demand. Probably do more harm than good running through the restrictive pin hole, especially if you hammer it to make a last minute pass and 'forget' to open them. You really want cutouts in your case to go open tubes or to normal full size muffled exhaust only.
    You are correct, it probably wouldn't be good to have it operate manually.

    However...if one was so motivated, that service controller COULD be wired to the throttle to open proportionally to the throttle.

    Would it be as simple as it sounds? Probably not, but we are some creative folks.

    I'm thinking plunger behind the throttle pedal...some mechanical trigger for the servo controller (like a nitrous trigger), so the drive by wire voltage isn't altered or tampered with.

    That's just the first idea that popped up, not having gone to the car and studied things.

    I may actually have to put some thought into this 🤔

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  9. #9
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    It will code out if you don't control it through its CAN communication system. Since it does communicate to the pcm Mayne there's a tuner out there that can keep them open all the time, like when the srt models are in race mode. Kinda like turning off the rear o2 sensors or egr on old diablo tuners.

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    Quote Originally Posted by Porkchop View Post
    That cutout works differently than the active exhaust. Imagine a throttle body with a 1" hole cut out of the center. During low torque/throttle demand the blade stays closed/partial closed and exhaust flows through the center hole. During high torque/throttle demand the blades open up like a throttle body. This is all happening inside the exhaust pipe.

    The cutout you have pictured is added to an external opening of the existing exhaust piping and vents to atmosphere. That's why you don't see street legal cars with the cutout in your pic.
    the pic is just to show how and wich motor i can take to fit to the hellcat existing active valve ,to work the valve manually

  11. #11
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    Quote Originally Posted by HWDan View Post
    If I understand correctly how this particular FCA system works, you wouldn't want this system to be manually controlled. It's a restrictor really, that's why it's computer controlled to meter the opening to meet engine speed and demand. Probably do more harm than good running through the restrictive pin hole, especially if you hammer it to make a last minute pass and 'forget' to open them. You really want cutouts in your case to go open tubes or to normal full size muffled exhaust only.
    i run the car presently with the valve closed (cup don't like loud exhaust)if i run normally the valve could be closed,i just want to open when i want .

  12. #12
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    Quote Originally Posted by Porkchop View Post
    It will code out if you don't control it through its CAN communication system. Since it does communicate to the pcm Mayne there's a tuner out there that can keep them open all the time, like when the srt models are in race mode. Kinda like turning off the rear o2 sensors or egr on old diablo tuners.
    He has a HellCat exhaust on a Magnum...the controller isn't there to start with, so it won't code.


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  13. #13
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    I have a 2013 SRT exhaust on my R/T with the mechanical "Active exhaust valves", I read that they were there for sound quality and added torque in 4cyl mode, it would stay in 4cyl mode longer with the valves(or so I read)
    My engine tuner just told me to remove them completely, not to wire them open, but just get them out 100%.
    There is a spring with four "Tabs" that you can turn to increase or decrease spring tension, to adjust the open/close of the valves.
    Maybe this style could be utilized, in his case?



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