31st January 2006, 16:48
Company Representative for Supersprint
Join Date: Sep 2004
Location: Texas, USA
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Supersprint comparison notes
This is a rare opportunity to see both parts put side by side, thank you Turner Motorsport. Below are some initial concerns we see with the Hartge x-pipe. Supersprint spends a tremendous amount of time in the R&D department combining their 50+ year of experience with the latest technologically advanced tools to create to highest performance exhaust possible. Of course we do have a bias opinion so maybe others would like to expand on our concerns. Thank you for taking the time to read and consider our concerns. Supersprint NA
1) The crossover section of the Hartge pipe equals the area of only 1 pipe, which is way too small, even in the case that it uses oversize diameter plumbing. The exhaust gas flow is severely restricted, and a performance LOSS is most likely to happen, especially at high rpm. The Supersprint mid-pipe, on the contrary, has an X-section which is designed to have correct amount of exposed area between the right and left pipes. No obstructions are present. The flow rate is ideal, as it has been fine tuned to the high revving, V10 motor, after countless dyno tests of several prototype systems.
2) The inlet of the Hartge pipes into the X crossover part is made by welding 2 different sections of pipes at an angle with each other, instead of using smooth, mandrel-bent pipes. This provides an abrupt transition from the straight section to the X-section, and an unnecessary, additional restriction to the exhaust gas flow is created.
3) The inlet tracts of the Hartge pipes look like they are not sitting parallel to each other, like the shape of stock catalytic system mandates (this may only be due to the angle of the photo, anyway). Fitting them on, may require some serious tweaking. The entire pipes upstream of the X- section look like they are sitting too close to each other, possibly making contact. If they really do, this will certainly create heavy vibrations under various engine loads, generate rattling noises while driving, and put an excessive stress on the entire exhaust system.
4) The Hartge pipes do not use any form of support in the rear section. Due to the extreme heat cycles the exhaust system undergoes on the M5 and on the M6, the stainless material is subjected to warpage and/or distortion. This will most likely cause migrating and a possible, severe case of misalignment of the rear mufflers. The entire mufflers will keep on moving outwards and inwards, not only back and forth, like they are supposed to do when the exhaust system heats up and cools off. The position of the tips will change continuously within the bumper slots, possibly causing contact and burning off the edges of the bumper itself.
Last edited by Supersprint; 31st January 2006 at 16:49.