I'll keep an eye on my new system installed yesterday. The one we were experimenting with has been on the car for almost 2 weeks and I don't think it turned blue. Never really looked at how the Ferrari exhaust is set up, or the Lamborghini for that mater. Would be a good comparo.

 

Keep me posted on it Coldlist. Interestingly enough none of the big performance names use that x design and I'm 100% sure if it had any performance benefit they would be using it. I doubt the turbo F1 teams who seek to eek out any available HP as an edge would have missed something like that (if it really worked).

 

Looking forward to your reviews. I have yet to hear a bad review from a Kline exhaust owner.

 

https://rennlist.com/forums/991/9462...ll-cats-3.html

I would agree it appears the user reviews all appear to claim good service levels and that's awesome! Satisfaction levels clearly vary though. However with any of these x pipe arrangements it pays to keep one's expectations realistic and not get too caught up believing all the marketing hype.

Ultimately, if it (the X) were truly able to gain hp anywhere wouldn't you honestly think the F1 teams and the manufacturers would be using it? Pretty simple logic no? Claiming that all AM manufacturers use this arrangement is also a complete lie and I note they are willing to say whatever is needed to preserve the myth...not that I blame them as business is business and what else can they say but to deflect any logical argument? One moment lovely colored gifs are claimed to show flow benefits - next they are showing heat. Funny how they will never put up a back-pressure test or do an emissions testing report lol. Go figure.

If you read through the above thread link it's pretty clear that IF their headers gained any performance the X countermands it and, it appears that has been admitted if you read closely through. It would be exactly the same case where high flow cats are employed - you'd gain power only to then lose most of it again at the X. This is why cat-less is likely the best solution in any X arrangement as there would at least be some power gain left at the end of it.

Companies that were used to manufacture the OEM systems for Porsche, which would have been bought closely into the loop during Porsche's engineering and design phase - none use the X even in their aftermarket product line up for the Porsche engine (atmo and turbo). That should (also) tell you something right there. The X is a marketing gimmick nothing more nothing less and from that perspective alone it has been a raging success.