The Factory setup produces the most lackluster sound, mainly due to a series of chambers, 600 cell catalysts, and the most prominent flaw being the lack of balance between opposing banks. Seriously, i would recommend when considering any aftermarket exhaust for a Porsche turbo, never buy an exhaust without some kind of gas balance between left and right banks. replacing the stock cats for a choice of 200cpsi, 100cpsi, or de-cat increases the sound respectively. Replacing the chambered transverse rear silencer with freeflow harmonically tuned silencers enriches the sound, and the addition of our trademark 1D CLR laminar flow X pipe raises the exhaust pitch beyond the region in which bass noise is able to penetrate the cabin, while under hard throttle and high revs, a rich and raucious vocal ensues. This design was pioneered and innovated by Kline, however several copycat designs have started to appear.
Being a turbo car, the potential for increasing performance via exhaust and software is huge. The largest gains with our De-cat system are 42hp and 50lb/ft. In conjunction with software we achieve 75hp and 74lb/ft.
100cpsi and 200cpsi produce gains of 16hp and 21hp respectively.
De-cat cross section 70mm OD specifically chosen for a balance of peak torque and power.
Silencer section, cross section 63mm OD
Catalysts come in a variety, from 108mm OD to 127mm OD
manifold primaries, 41mm OD, chosen specifically for faster turbo spool
Available in standard 304 grade stainless steel, weight 14kg 200cell cats, 12.5 with de-cat
Inconel 625 formula one grade material, weight 8kg
Titanium G2 silencer section is also available, weight comparable to Inconel
Standard 304 grade stainless, weight 6kg total
Inconel 625, weight, 2.9kg total
Titanium unable to endure extreme heat
Manifolds 18 hours
Manifold Inconel 34 hours
Cat back system 14 hours
Cat back Inconel 30 hours
Tails 12 hours
Total 44 hours (1 week)
Total Inconel 76 hours (1.7 weeks)