To start it seems you’ve seen information from another manufacturer that is known to make false claims and have even made up percentages of gain or loss. I can guarantee you no flow data exists which can substantiate any claims of power loss from replacing the rear X-pipe. It's like a power claim with no dyno chart for verification. Is it a coincidence that no dyno charts are publicly available to back up any claims of added power from either a manufacturer or verified independent third party? That said - it's easy to inflate results by cherry picking the worst performing stock run with a heat soaked car and compare it to the run of a modification that shows the best results to inflate the delta. Conducting business in these unprofessional way spreads false information and is a detriment to the industry and enthusiasts alike. The amount of time I’ve had to invest in addressing this situation has come at a significant cost in preparing more media, posts, and information for all of you. We believe in doing better by being better. We continuously make improvements and if we can improve our products - we do. Next to me are two engineers working on designs for castings for several products. We evaluate and optimize fitment and flow digitally first when possible.
We test our X-pipes and other components when possible with computational fluid dynamics (CFD) to visually simulate flow for steady state and pulsing exhaust scenarios with the objective of increasing / speeding up exhaust flow. This helps us understand the effectiveness or areas that need improvement in the initial design phase. As you can see from the steady state simulation, the red arrows show an increase in velocity. We don’t necessarily use this to prove a set point of performance, but test and verify changes and improvements as we work towards a physical component be it 3d printed, cast, or hand crafted. It’s not always about power gains, but sometimes we favor coaxing out a more refined sound. It’s a balancing act but we like a challenge.
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Our cast X-pipe allows for a smooth transition into and out of the X section. Our design increases velocity upon exit and we have done testing. The casting of the interior is also smooth, without any protrusions from welds. A proper back purged weld with full penetration will most likely have some material on the backside in the X. Welded x-pipes can fail due to stresses and possibly lack of proper welding techniques - we’ve made several customers out of offering more durable replacements for their failed tip sections from other manufacturers. We've made a very conscious decision to offer the most durable X solution possible with our customers in mind. We've also been using these X-sections with great success on our full line of Boxster / Cayman exhaust systems which are proven to perform, and warrantied to do so on the track for LIFE. We’ve got racers
setting records and pushing the limits without failures. There is a reason we have the honor of offering
SPEC Cayman legal exhaust upgrades, are PCA Club Racing sponsors - and others are not.
One con to the cast x-pipe is that it is slightly heavier than a standard X, but durability comes at a cost of around an extra pound vs a welded X.
In summary and to be realistic, the effects of any x-pipe would be small to where any power gains or losses would not be apparently felt - 1-3 whp at most - which itself could be disputed as variations from conditions on the dyno and from the car. You can expect a smoother exhaust note and as you may have seen we have a wealth of tip options with customization available to have your tips built exactly how you see fit - and at a better price than others.
As always if you have any questions, comments, or concerns - we're here to help.
-Mike Spock
Marketing Manager
