Porsche 997.2 Turbo S Exhaust R&D Notes
03-05-2013, 12:46 PM
#1
Former Vendor
Thread Starter
Porsche 997.2 Turbo S Exhaust R&D Notes
For those interested, this piece was created by the techs at the Supersprint factory. Thought I'd share it with you guys due to some interesting insights from the technicians.
Warning: Pic heavy!!
Porsche 997.2 Turbo S R&D Notes
Supersprint has gathered a lot of experience with Porsche turbo engines, building exhaust systems for them since the very first air cooled versions. This Porsche 911 Turbo S (997.2) has been at the R&D department for a whole month. All the possible configurations have been tested and approved or discarded depending on the results on the dyno. The results are extraordinary, close to 50hp gains and sound worthy of the Turbo S performance.
Available configurations
Supersprint has released multiples configurations for the Turbo S. The production ready configurations are the results of hundreds of hours of testing different combinations. There are 2 main configurations available, the headers can be fitted with any of the proposed configurations or the OEM exhaust.
65mm modular rear exhausts
70mm rear exhausts
Headers development
The stock headers suffer from an unequal lenght primary pipe design and very restrictive merge collectors, this impacts mid-range and high RPM performance tremendously. Supersprint’s equal length manifold design is the result of extensive research and the necessity to keep the pipes short to maintain the highest exhaust gas energy while allowing the turbo to work on the highest pressure differential was the keystone of the research & development process.
Porsche’s Variable Geometry Turbos (VTG) reach very high level of operating temperatures, Supersprint chose 310S steel to build the 997.2 Turbo S headers due its improved heat management properties over 304 stainless steel. The headers are especially good on mapped cars as the 310S steel can keep up with a lot of heat. When on full boost for long periods at low speeds they get yellow, almost white hot! For track-oriented builds, we offer an inconel version of these headers.
Stock headers
Prototyping
Prototype Test Fitment
Primary tubes welded
Merge collector details
Welded and Installed
Production headers
Matched exhaust ports
Merge collector detail
Rear Exhausts Development
65mm modular
The first configuration is a 65mm modular rear exhaust, you are able to fit the rear exhaust with the OEM catalytic converters and OEM tips. You have the possibility to add HJS motorsports metallic racing cats and/or Supersprint tips, you also have the option to select a SPORT or RACE sound level.. The 65mm rear exhaust is ideal for those looking for additional sound and slightly better performance than OEM. Due to a flange-less/slip-fit construction and 65mm piping diameter, the 65mm rear exhaust is an affordable way to get the sound that you want from your Porsche Turbo S. Supersprint’s triple merged 70/80/100mm tips are also available.
70mm catted rear exhaust
Supersprint offers a second configuration for the 911 Turbo S. The system was built with optimal performance gains in mind and as such re-routes piping and integrates HJS 2×100 CPSI metallic racing catalytic converters. As explained during headers development, the compact nature of the 911 engine bay creates many heat issues, even more so with the Turbos reaching extremely high level of operating temperatures in high performance driving situations.
To counter-act such high heat levels, the system is fully built using flange connections for perfect fitment and leak-free usage for optimal performance. The spring loaded flanges with sealing rings allow for heat expansion and contraction while eliminating risks of cracking and leaking; critical on high performance turbocharged applications!
The system is available in SPORT & RACE sound configuration, performance is unaltered between the two. They are available with Supersprint’s quad 80/90mm or 90/100mm tips or can be fitted with OEM tips using Supersprint’s connecting pipes. The system is also available in catless configuration.
Dyno results
Around 30 runs have been done to ensure the reliability of the results and the progressive increase in performance for every component added to the system, starting from the rear exhaust only, then the cats and finally with the headers. Different rear exhaust, cats and manifold have been tested as well.
Here are all the charts of the approved components.
Dyno 1: Stock
Note that the stock car resulted in less hp than as advertised on the dyno. We used the dyno procedures that Porsche itself deem as correct but didn’t manage to come close to the claimed figures. The car feel faster on the road than the figures suggest, the high torque may be a factor.
Dyno 2: Stock vs 65mm RACE rear exhaust with OEM cats
We first tested the 65mm RACE rear exhaust with OEM cats versus stock, this chart shows the stock rear exhaust is highly restrictive. The rear exhaust does not seem to solve the 5,900 RPM important drop in horsepower and torque.
Dyno 3: Stock vs 65mm RACE rear exhaust with HJS cats
We then tested the 65mm RACE rear exhaust with HJS metallic catalytic converters versus stock. Top end gains above 5,900 RPM were significant however a dip in the curve emerged between 4,500 and 5,000 RPM.
Dyno 4: Stock vs 70mm RACE rear exhaust with HJS cats
Larger diameter piping from the 70mm rear exhaust got rid of the dip but lowered low rpm torque gains. In real life driving, the diference is very difficult to notice as the deeper, more aggressive sound of the 70 mm exhaust gives a greater sensation of speed.
Dyno 5: 65mm RACE rear exhaust vs 70mm RACE rear exhaust with HJS cats and Supersprint headers
The 70mm full catted system (headers + catted rear exhaust) makes a bit less of low end torque compared to the cats+ 65mm rear exhaust configuration, but the middle and high end punch is improved. You can clearly see the advantage of having headers installed above 4,000, allowing the turbocharged engine to breath to its optimal potential. The delivery is extremely linear and doesn’t need any ECU modifications, we do however recommend an ECU tune when going with the full system to extract max potential from our full exhaust system.
Dyno 6: Stock vs 70mm RACE rear exhaust with HJS cats and Supersprint headers
Stock
HP: 437.4 PS
We considered the non corrected values as the dyno was over-correcting. Also, the power figures are a lot lower than the claimed 530 hp, this is caused by the ECU not allowing the full turbo boost on the dyno. As such, on road gains are & feel a lot higher than our recorded 49hp gains!
Supersprint
HP: 486.9 PS
Warning: Pic heavy!!
Porsche 997.2 Turbo S R&D Notes
Supersprint has gathered a lot of experience with Porsche turbo engines, building exhaust systems for them since the very first air cooled versions. This Porsche 911 Turbo S (997.2) has been at the R&D department for a whole month. All the possible configurations have been tested and approved or discarded depending on the results on the dyno. The results are extraordinary, close to 50hp gains and sound worthy of the Turbo S performance.
Available configurations
Supersprint has released multiples configurations for the Turbo S. The production ready configurations are the results of hundreds of hours of testing different combinations. There are 2 main configurations available, the headers can be fitted with any of the proposed configurations or the OEM exhaust.
65mm modular rear exhausts
- Fits with OEM cats & tips (additional tips selection available)
- Available in SPORT & RACE sound level
70mm rear exhausts
- Fitted with HJS Motorsport Metallic Cats.
- Available in SPORT & RACE sound level
- Fits with OEM tips (additional tips selection available)
Headers development
The stock headers suffer from an unequal lenght primary pipe design and very restrictive merge collectors, this impacts mid-range and high RPM performance tremendously. Supersprint’s equal length manifold design is the result of extensive research and the necessity to keep the pipes short to maintain the highest exhaust gas energy while allowing the turbo to work on the highest pressure differential was the keystone of the research & development process.
Porsche’s Variable Geometry Turbos (VTG) reach very high level of operating temperatures, Supersprint chose 310S steel to build the 997.2 Turbo S headers due its improved heat management properties over 304 stainless steel. The headers are especially good on mapped cars as the 310S steel can keep up with a lot of heat. When on full boost for long periods at low speeds they get yellow, almost white hot! For track-oriented builds, we offer an inconel version of these headers.
Stock headers
Prototyping
Prototype Test Fitment
Primary tubes welded
Merge collector details
Welded and Installed
Production headers
Matched exhaust ports
Merge collector detail
Rear Exhausts Development
65mm modular
The first configuration is a 65mm modular rear exhaust, you are able to fit the rear exhaust with the OEM catalytic converters and OEM tips. You have the possibility to add HJS motorsports metallic racing cats and/or Supersprint tips, you also have the option to select a SPORT or RACE sound level.. The 65mm rear exhaust is ideal for those looking for additional sound and slightly better performance than OEM. Due to a flange-less/slip-fit construction and 65mm piping diameter, the 65mm rear exhaust is an affordable way to get the sound that you want from your Porsche Turbo S. Supersprint’s triple merged 70/80/100mm tips are also available.
70mm catted rear exhaust
Supersprint offers a second configuration for the 911 Turbo S. The system was built with optimal performance gains in mind and as such re-routes piping and integrates HJS 2×100 CPSI metallic racing catalytic converters. As explained during headers development, the compact nature of the 911 engine bay creates many heat issues, even more so with the Turbos reaching extremely high level of operating temperatures in high performance driving situations.
To counter-act such high heat levels, the system is fully built using flange connections for perfect fitment and leak-free usage for optimal performance. The spring loaded flanges with sealing rings allow for heat expansion and contraction while eliminating risks of cracking and leaking; critical on high performance turbocharged applications!
The system is available in SPORT & RACE sound configuration, performance is unaltered between the two. They are available with Supersprint’s quad 80/90mm or 90/100mm tips or can be fitted with OEM tips using Supersprint’s connecting pipes. The system is also available in catless configuration.
Dyno results
Around 30 runs have been done to ensure the reliability of the results and the progressive increase in performance for every component added to the system, starting from the rear exhaust only, then the cats and finally with the headers. Different rear exhaust, cats and manifold have been tested as well.
Here are all the charts of the approved components.
Dyno 1: Stock
Note that the stock car resulted in less hp than as advertised on the dyno. We used the dyno procedures that Porsche itself deem as correct but didn’t manage to come close to the claimed figures. The car feel faster on the road than the figures suggest, the high torque may be a factor.
Dyno 2: Stock vs 65mm RACE rear exhaust with OEM cats
We first tested the 65mm RACE rear exhaust with OEM cats versus stock, this chart shows the stock rear exhaust is highly restrictive. The rear exhaust does not seem to solve the 5,900 RPM important drop in horsepower and torque.
Dyno 3: Stock vs 65mm RACE rear exhaust with HJS cats
We then tested the 65mm RACE rear exhaust with HJS metallic catalytic converters versus stock. Top end gains above 5,900 RPM were significant however a dip in the curve emerged between 4,500 and 5,000 RPM.
Dyno 4: Stock vs 70mm RACE rear exhaust with HJS cats
Larger diameter piping from the 70mm rear exhaust got rid of the dip but lowered low rpm torque gains. In real life driving, the diference is very difficult to notice as the deeper, more aggressive sound of the 70 mm exhaust gives a greater sensation of speed.
Dyno 5: 65mm RACE rear exhaust vs 70mm RACE rear exhaust with HJS cats and Supersprint headers
The 70mm full catted system (headers + catted rear exhaust) makes a bit less of low end torque compared to the cats+ 65mm rear exhaust configuration, but the middle and high end punch is improved. You can clearly see the advantage of having headers installed above 4,000, allowing the turbocharged engine to breath to its optimal potential. The delivery is extremely linear and doesn’t need any ECU modifications, we do however recommend an ECU tune when going with the full system to extract max potential from our full exhaust system.
Dyno 6: Stock vs 70mm RACE rear exhaust with HJS cats and Supersprint headers
Stock
HP: 437.4 PS
We considered the non corrected values as the dyno was over-correcting. Also, the power figures are a lot lower than the claimed 530 hp, this is caused by the ECU not allowing the full turbo boost on the dyno. As such, on road gains are & feel a lot higher than our recorded 49hp gains!
Supersprint
- Headers 310S
- 70mm RACE rear exhaust w/ HJS cats
- 90/100mm Tips
HP: 486.9 PS
03-05-2013, 02:54 PM
#2
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Rennlist Member
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Welcome to Rennlist...
It takes alot of engineering and labor to bring a new product to launch.. Did you have a outside firm engineer your new exhaust>>like someone in the UK? Your modular exhaust system with the "180 Merge" is correct. Rennlisters if you are sold on modern hype of the "X" cross exhaust. This system is what you should look at vs the traditional "X".. The 180 degree merge with a window aperature is spot on. The aperature will increase or decrease depending on engine displacement and torque.
Supersprint can you give us a cutaway to your non modular single can muffler. Or at least tell us if it is a similar design of the stock muffler. Two inlet tubes centered head to head with two parallel outlet tubes. The interior diameter of the tubes is stock 65mm?
I see the HJS cats, what are the diameter? 132mm? Have you had the system on the car for some miles. It is reported that with our crappy 91 octane that the fuel deposits on the CAT will shorten the lifespan and produce CAT CEL within a year?? I don't mention this with disrespect, I just am asking because mose tuners worldwide have mentioned that for the 997TT we need a 200 cell matrix or a large diameter cartridge. I would take the hit for the 200 vs 100 cell to promote 5 years or longer on the CAT's.. That alone is the largest weakness I see in the aftermarket systems..
What were your engineering decision using 310 vs 321??? Will you have a 3 year warranty (market driven suggestion) on your headers or a repair/exchange program against thermal cracking? If you offer that, you will WIN over a large market share! You do mention the inconnel version, the middle version for avid track DE, street folks would pay for 321.
Again welcome..
It takes alot of engineering and labor to bring a new product to launch.. Did you have a outside firm engineer your new exhaust>>like someone in the UK? Your modular exhaust system with the "180 Merge" is correct. Rennlisters if you are sold on modern hype of the "X" cross exhaust. This system is what you should look at vs the traditional "X".. The 180 degree merge with a window aperature is spot on. The aperature will increase or decrease depending on engine displacement and torque.
Supersprint can you give us a cutaway to your non modular single can muffler. Or at least tell us if it is a similar design of the stock muffler. Two inlet tubes centered head to head with two parallel outlet tubes. The interior diameter of the tubes is stock 65mm?
I see the HJS cats, what are the diameter? 132mm? Have you had the system on the car for some miles. It is reported that with our crappy 91 octane that the fuel deposits on the CAT will shorten the lifespan and produce CAT CEL within a year?? I don't mention this with disrespect, I just am asking because mose tuners worldwide have mentioned that for the 997TT we need a 200 cell matrix or a large diameter cartridge. I would take the hit for the 200 vs 100 cell to promote 5 years or longer on the CAT's.. That alone is the largest weakness I see in the aftermarket systems..
What were your engineering decision using 310 vs 321??? Will you have a 3 year warranty (market driven suggestion) on your headers or a repair/exchange program against thermal cracking? If you offer that, you will WIN over a large market share! You do mention the inconnel version, the middle version for avid track DE, street folks would pay for 321.
Again welcome..
03-06-2013, 01:33 PM
#3
Former Vendor
Thread Starter
Hi Kevin,
Thanks for the welcome!
It does indeed take a lot of engineering as you well know looking at the products you have yourself available - though for Supersprint its not so bad, as absolutely everything is developed in-house. And due to the fact they develop exhausts for pretty much most P-cars, there's a natural synergy and flow from product to product.
The Supersprint 997 Turbo inner muffler design mirrors the Supersprint race mufflers, with the X-Pipe section running internally vs. being exposed outside. This is a radical departure from the horribly restrictive OEM muffler design (which is exactly the same as the OEM 997 GT2 titanium muffler), in terms of resistence to exhaust gas flow, and performance. On the OEM muffler the inlet tubes coming from the right and left cilynder banks actually clash into each other very abruplty, causing a massive increase in gas backpressure and a significant drop in performance. Not so with the Supersprint rear mufflers.
The design originally dates back to the 996 Turbo days and it has been refined ever since, being further developed into its current form on this product.
Regarding the cats - the HJS units are 130mm, 100 cpsi. These are the larger, least restrictive metallic cats available on the market. Their flow properties and the performance is virtually equal to having straight pipes, totally un-restricted. Yet they still do a great job in reducing the emissions to a very tolerable and compliant level. We are looking at the option of 200 cpsi though for a few customers who have requested it.
With regards to the material used, on the 997 Turbo Supersprint use the 310s alloy - a much better material than 304 or 321 for a number of reasons. The resistence to cracking from thermal expansion cycling is way above 304 and 321 steel for example, and yes there is a 36 month warranty, as always on all headers.
Upon special demand for 997 Turbo cars with radical engine conversions they can also manufacture the same headers out of Inconel.
Thanks again for the welcome!
Thanks for the welcome!
It does indeed take a lot of engineering as you well know looking at the products you have yourself available - though for Supersprint its not so bad, as absolutely everything is developed in-house. And due to the fact they develop exhausts for pretty much most P-cars, there's a natural synergy and flow from product to product.
The Supersprint 997 Turbo inner muffler design mirrors the Supersprint race mufflers, with the X-Pipe section running internally vs. being exposed outside. This is a radical departure from the horribly restrictive OEM muffler design (which is exactly the same as the OEM 997 GT2 titanium muffler), in terms of resistence to exhaust gas flow, and performance. On the OEM muffler the inlet tubes coming from the right and left cilynder banks actually clash into each other very abruplty, causing a massive increase in gas backpressure and a significant drop in performance. Not so with the Supersprint rear mufflers.
The design originally dates back to the 996 Turbo days and it has been refined ever since, being further developed into its current form on this product.
Regarding the cats - the HJS units are 130mm, 100 cpsi. These are the larger, least restrictive metallic cats available on the market. Their flow properties and the performance is virtually equal to having straight pipes, totally un-restricted. Yet they still do a great job in reducing the emissions to a very tolerable and compliant level. We are looking at the option of 200 cpsi though for a few customers who have requested it.
With regards to the material used, on the 997 Turbo Supersprint use the 310s alloy - a much better material than 304 or 321 for a number of reasons. The resistence to cracking from thermal expansion cycling is way above 304 and 321 steel for example, and yes there is a 36 month warranty, as always on all headers.
Upon special demand for 997 Turbo cars with radical engine conversions they can also manufacture the same headers out of Inconel.
Thanks again for the welcome!
Welcome to Rennlist...
It takes alot of engineering and labor to bring a new product to launch.. Did you have a outside firm engineer your new exhaust>>like someone in the UK? Your modular exhaust system with the "180 Merge" is correct. Rennlisters if you are sold on modern hype of the "X" cross exhaust. This system is what you should look at vs the traditional "X".. The 180 degree merge with a window aperature is spot on. The aperature will increase or decrease depending on engine displacement and torque.
Supersprint can you give us a cutaway to your non modular single can muffler. Or at least tell us if it is a similar design of the stock muffler. Two inlet tubes centered head to head with two parallel outlet tubes. The interior diameter of the tubes is stock 65mm?
I see the HJS cats, what are the diameter? 132mm? Have you had the system on the car for some miles. It is reported that with our crappy 91 octane that the fuel deposits on the CAT will shorten the lifespan and produce CAT CEL within a year?? I don't mention this with disrespect, I just am asking because mose tuners worldwide have mentioned that for the 997TT we need a 200 cell matrix or a large diameter cartridge. I would take the hit for the 200 vs 100 cell to promote 5 years or longer on the CAT's.. That alone is the largest weakness I see in the aftermarket systems..
What were your engineering decision using 310 vs 321??? Will you have a 3 year warranty (market driven suggestion) on your headers or a repair/exchange program against thermal cracking? If you offer that, you will WIN over a large market share! You do mention the inconnel version, the middle version for avid track DE, street folks would pay for 321.
Again welcome..
It takes alot of engineering and labor to bring a new product to launch.. Did you have a outside firm engineer your new exhaust>>like someone in the UK? Your modular exhaust system with the "180 Merge" is correct. Rennlisters if you are sold on modern hype of the "X" cross exhaust. This system is what you should look at vs the traditional "X".. The 180 degree merge with a window aperature is spot on. The aperature will increase or decrease depending on engine displacement and torque.
Supersprint can you give us a cutaway to your non modular single can muffler. Or at least tell us if it is a similar design of the stock muffler. Two inlet tubes centered head to head with two parallel outlet tubes. The interior diameter of the tubes is stock 65mm?
I see the HJS cats, what are the diameter? 132mm? Have you had the system on the car for some miles. It is reported that with our crappy 91 octane that the fuel deposits on the CAT will shorten the lifespan and produce CAT CEL within a year?? I don't mention this with disrespect, I just am asking because mose tuners worldwide have mentioned that for the 997TT we need a 200 cell matrix or a large diameter cartridge. I would take the hit for the 200 vs 100 cell to promote 5 years or longer on the CAT's.. That alone is the largest weakness I see in the aftermarket systems..
What were your engineering decision using 310 vs 321??? Will you have a 3 year warranty (market driven suggestion) on your headers or a repair/exchange program against thermal cracking? If you offer that, you will WIN over a large market share! You do mention the inconnel version, the middle version for avid track DE, street folks would pay for 321.
Again welcome..
