Notice the tiny pool of water on the ground. More on that in a minute.
My X-pipe being leaner tucks up a bit higher too. Maybe it’ll reduce the drag coefficient by 0.0001.
I do not like the tips extending far past the rear bumper opening like multiple aftermarket options, so I kept mine high and tight. Random tidbit: the ‘Experience Center Delivery Los Angeles’ license plate frame is only given to those who do the PECLA delivery. You cannot buy it at the store at PECLA. The frame is apparently a sought after item in the ebay black market.
My simple X-pipe design was inspired by this exhaust on a GT3 Clubsport I saw at the Petersen Museum. I have been tempted to replicate this rear wire mesh in the lower valance too. The goal would be to help air evacuate the engine bay and get more airflow through the heat exchangers for the air-to-water intercooler. The heat shielding hiding behind the lower rear valance would need to be trimmed too.
Now about that tiny pool of water; I cranked up the car and only ran it briefly to move it around the garage to change the oil. I noticed some water had dripped on the ground. The water was condensed from the exhaust and leaked out the bushing for the exhaust flap. The lesson is that if you do not want these moving parts in the exhaust stream to seize up from rust, avoid short engine runs.
In case you were wondering what was in the little ‘tool kit’ that comes with the car, it has a Phillips/flathead combo screwdriver and 10mm/13mm wrenches.
4 comments
Some of the aftermarket companies (I think Soul?) were claiming no power gains on the 718 with a straight piped catback exhaust. Different X pipe tip design than yours though. Any thoughts?
Anything the baby 2.0 stock turbo can put out, not going to see much with the going cat back. Maybe on the bigger S or GTS turbos. Even then, not much gains to be had in the exhaust until turbo upgrade in my opinion. The only real bottleneck in the stock exhaust is the stock cat. Replacing that with a high flow sport cat is the best place to uncork restriction. Otherwise, the downpipe is huge and then that splits into the two approximately 2.5″ exhaust pipes that go to straight through mufflers. At the exhaust tip, text book loss coefficient for a 90deg bend is 1.1. A 45deg bend is 0.4. Mine is 60deg but I think gain benefit by not having the pulsating flows crash into each. Regardless, need a tune to take advantage of any potential flow improvement at higher power levels. Otherwise the stock ECU will just keep on hitting the programmed in torque target. Or if on crap fuel, better exhaust flow should mean less knock. But for sure, the stock cat is the major bottleneck. The other bottleneck is the small compressor inlet tube. Raggdoll Motorsport has a good upgrade for that.
Nice design. A little surprised you didn’t angle the cuts on the tips. Hopefully the crossflow design helps with scavenging. I imagine there’s a slight change in exhaust note.
I thought about the slash tip for about a minute. But it added two more cuts along with another area to add error and visually see any misalignment of the tubes. I figured flat cut was good enough for a GT3 racecar, good enough for me.