Testing Vektor Performance Headers for the 991.2 Porsche 911 Carrera!
On the driver’s side, there is one tricky stud that is very difficult to remove from the bottom so it has to be unbolted from the top then unscrewed from the bottom to be removed.  It sounds hard, but once you know about it you won’t waste time trying to figure out how to get it out like we did.
The trick is to remove the stud from the top, you have to do it by feel but it’s not that hard once you realize that this is the way.
With the studs out, the manifolds can be slid downward and out of the car.
Here is Howard with the stock manifold he has just removed.
When comparing the Vektor Performance Header with the stock manifold, it is very obvious that the Vektor part will flow better with its individual runners feeding the collector versus the factory log with short stubs dumping into a small diameter main tube.  These short stubs can cross-communicate easily and cause charge contamination on overlap as well as increasing backpressure.

The Vektor equal length runners not only flow better, but also offer better tuning to further improve scavenging of the spent exhaust from the engine’s cylinders. The smoother convergence of equally spaced exhaust pulses should also help spool the turbo faster.


  1. After admiring Porsche’s from afar for years and pretty much driving every Porsche made from the 60-90’s my thought has always been work harder and save up for the Turbo model. But since every model is now turbo like you point out and with the aftermarket coming to the rescue like these Vecktor headers it doesn’t seem that thought it really as valid anymore. Porsche’s in particular are known to be one of those cars that aftermarket parts often make less hp than stock so it’s great to see the opposite.

    1. The 991.2 turbo is in another world compared to the 991.2 carrera.
      You’re going to spend a ton of money to get the 3.0L to the 3.8L level.

      I’ve heard from monstaka (french tuner) that catless pipes made a huge difference on their 510hp 991.2 S.

      1. The base Carrera does start $70k below the base Turbo. Suppose you start with the Carrera GTS which has the biggest turbos and is $40k cheaper than a base Turbo. A tune alone on 93 octane bumps up the power 19%, or just short of the Turbo.

        The biggest exhaust restrictions on the 911s are the headers and cats. On the stock tune, there’s not much to be gained with an exhaust, but they may be different with a tune. Add in headers to the tune on a GTS and it should be right at Turbo power. So basically for about $5k. Granted, your warranty is probably gone. The GTS does weigh about 200lbs less than the Turbo. Add some high flow cats and intercoolers for even more power. I’d guesstimate another 30whp or so.

  2. I agree, Porsche aftermarket parts, as well as other exotic and semi-exotic cars, often have poorly engineered and validated performance parts that are both expensive and not performance enhancing. Sometimes they are poorly made as well. I have been surprised that the parts for Japanese cars for instance from reputable manufacturers are often made better and perform better. These Vektor Performance headers are impressive however in construction quality, engineering, and performance increase. I would really like to add a cat back and an access port to these. A few tweaks and you could probably get a Carrera to easily give the high buck Turbos and GT3’s the business.

  3. With pure bolt-ons (exhaust, headers, ICs, hybrid turbos), E85, and COBB AccessPort, it’ll do over 600whp. Figure you buy a base model off lease for ~$70k, you can have a 600whp Turbo beating car for under $90k.

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