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 free flow 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 raucous 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.
addition of Kline equal length manifolds increases the rate of turbo spool, and the addition of an extra 12lb/ft torque, and 9hp.
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
Turbo back system
Available in standard 304 grade stainless steel, weight 14kg 200cell cats, 12.5 with de-cat
Inconel 625 formula one grade material, weight 7.2kg (decat variant) 10.2kg (100 cell cats)
Titanium G2 silencer section is also available, weight 11.2kg
Standard 304 grade stainless, weight 6kg total
Inconel 625, weight, 2.9kg total
Titanium unable to endure extreme heat
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