The AWE Tuning GT2 RS Build.
#31
RSR Style slash-cut tips within the carbon fiber lined cut-outs.
Remember, all else but the exhaust is stock on the car at this point. The AWE Tuning exhaust has unlocked 58 ftlbs of torque to the wheels, equaling ~61ftlbs torque gained at the crank.
Sound wise, it’s revealing a brute tone – with perfect in-cabin sound to boot.
Stay tuned for video and sound clips…
#34
RSR Style slash-cut tips within the carbon fiber lined cut-outs.
Remember, all else but the exhaust is stock on the car at this point. The AWE Tuning exhaust has unlocked 58 ftlbs of torque to the wheels, equaling ~61ftlbs torque gained at the crank.
Sound wise, it’s revealing a brute tone – with perfect in-cabin sound to boot.
Stay tuned for video and sound clips…
Have you seen European Car Magazine's review on it? http://imgur.com/a/gZZhn#0 It has a GMG exhaust so I wonder what the gains would be with AWE's exhaust!
#38
I will say… The new mid range power makes for quite the driving experience.
#39
Thinking about how a turbocharger system works explains it all - turbos will spool up quicker if there is less backpressure (lower restriction exhaust) so what you are seeing is the power band shifting towards the Y axis from faster spooling. The turbo max boost is still limited by the ecu tune which is why the max hp stays the same. The key though is the big gain in "Area Under the Curve" which has been discussed in a nice thread here before. This results in better off throttle punch and reduced turbo lag which is well appreciated in street/daily driving.
#40
While we’re working on the street videos for the Exhaust (ok, let’s be honest, this one’s fun to test drive), here’s a glimpse into what’s next – Headers. The AWE Tuning fabrication team uses purge TIG welding when building the headers to ensure smooth, strong welds. They do this by filling the internals of the tubes with inert gas to eliminate weld burn-through to the interior. The purge welds are further hand finished for extraordinarily optimized exhaust gas flow. Take a look:
The head flanges are flycut in our CNC vertical mill to ensure a 100% flat contact surface. This eliminates the possibility of any exhaust gas leaking from this critical point. Any leaks would slow turbo spool equaling power loss.
The headers get extremely hot on the street (but you knew that), let alone on the track. That is why we use 321 grade stainless steel tubing, rather than the more common 304 grade stainless. Being more thermally stable, 321 grade stainless steel prevents deformation or cracking over time. The tube paths were kept equal in flow in our design, pre-modeled in our CFD (Computation Fluid Dynamics) software.
Stay tuned for power information on the headers, and more on the exhaust…
The head flanges are flycut in our CNC vertical mill to ensure a 100% flat contact surface. This eliminates the possibility of any exhaust gas leaking from this critical point. Any leaks would slow turbo spool equaling power loss.
The headers get extremely hot on the street (but you knew that), let alone on the track. That is why we use 321 grade stainless steel tubing, rather than the more common 304 grade stainless. Being more thermally stable, 321 grade stainless steel prevents deformation or cracking over time. The tube paths were kept equal in flow in our design, pre-modeled in our CFD (Computation Fluid Dynamics) software.
Stay tuned for power information on the headers, and more on the exhaust…
Last edited by Josh/AWE; 01-27-2012 at 01:06 PM.
#42
Many of you may be familiar with what the “underbelly of a beast” looks like in action. That said, who doesn’t want to see a GT2 RS heating up in action?
The header R&D is wrapping up nicely.
To come: Dyno sheets with the headers… stay tuned!
The header R&D is wrapping up nicely.
To come: Dyno sheets with the headers… stay tuned!
#45