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View Poll Results: DKF section 1 kit - 100 or 300 cell CATs ????? | |||
definitely 100 cell CAT | 5 | 17.86% | |
definitely 300 cell CAT | 14 | 50.00% | |
100 cell prefered but would consider 300 cell | 5 | 17.86% | |
300 cell prefered but would consider 100 cell | 4 | 14.29% | |
Voters: 28. You may not vote on this poll |
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03-19-2013, 05:26 PM | #23 | |
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03-19-2013, 08:47 PM | #24 | |
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So here is my line of thinking. Our secondary cat is 200 count. Does anyone know what the count is for our stock headers? Is it also 200 count? If so, that means our cars come with a total of 400 count from the factory? So by running a 300 count cat, we aren't gaining that much performance. I think the 200 count is the best compromise. Any thoughts? |
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03-20-2013, 05:13 AM | #25 |
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Good question.
I'm not sure what cell count the OE header CATs are. But where they are also creates more of a flow bottle neck than it would in a straight section. These are also "hi flow" CATs. I'm also not sure what that really means. E.g. Does a "hi flow" 300 flow better than an OE 300???
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03-20-2013, 08:08 AM | #26 |
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What I know about cats:
1. Metallic cats handle the heat of supercharger setups better than ceramic cats. 2. Precious heavy metal (platinum) inside the cat serves as the catalyst for the reaction. The more there is, the more pollutants are taken out of the exhaust (and the less likely it is you'll trip a CEL). There's no cheap way to add more platinum. In this sense, a 200 cell cat with 5x the amount of precious metals will flow and reduce emissions better than a standard 400 cell cat. But again, these precious metals are expensive! 3. The placement of the material inside the cat is important. In cheap cats, it is laid out like a rug and then rolled up. In high horsepower applications, this construction method suffers from the material telescoping, restricting exhaust flow- or even blowing out completely. 4. The cell count is only a cross sectional measurement. CPSI = cells per square inch. Obviously the length plays into how much restriction it poses in the exhaust. In a nutshell, you get what you pay for. Cheap cats are just that - cheap. They work on stock Hondas, but not on high horsepower BMWs. I hated the price, but I went with HJS cats for my car's custom section 1. I'm sure DKF can chime in to let you know that the materials cost is unavoidable if you want quality. Unfortunately many owners say: "Will this allow me to run headers without a CEL? Yes? I want it as cheap as possible!"
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03-20-2013, 09:45 AM | #27 |
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^great info, thanks
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03-21-2013, 07:07 AM | #28 | |
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Last edited by IDLE TIME; 03-21-2013 at 12:05 PM.. Reason: oops found spelling error |
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03-21-2013, 07:35 AM | #29 |
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Thanks for the update Doug.
Good to know you have a quality product CAT while still keeping the costs down for us.
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03-21-2013, 03:46 PM | #30 |
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Well said!
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03-21-2013, 09:52 PM | #31 |
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I'm definitely interested (see my thread debating headers and diff swap) but it would depend on the price, which is also holding me back on the euro cats. Everything's looking nice based on what I've read, but the only prices I've seen for the S-section and cat combo seemed kind of pricey... If I did it, I'd want the 300 count (and voted). Thanks to all working on this project.
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03-21-2013, 11:10 PM | #32 |
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We have been working hard to bring a quality product at a reasonable price. Prices are coming soon need to be sure everyone cases their vote. 100 or 300. Let us know.
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03-24-2013, 11:31 AM | #34 | |
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You will have to relocate the secondary O2 & EGT Sensors to this new section but it has the bungs already to go. When it comes to SEL there are so many variables with our cars that it's impossible to guarantee but technically it should work just fine. There is one of these 300 cell pipes that has run several thousand miles without a tune (tune added later) and no SEL .
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03-25-2013, 06:55 PM | #35 | |
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03-25-2013, 07:05 PM | #36 |
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Hey guys....
I have been talking to Doug at DKF. Final production arrangements are in progress. The GB for these will be up and running VERY soon. This may very well be a one time production, so stay tuned & dont miss out. Doug dropped a hint on prices and they are looking VERY GOOD If you are considering this system & haven't voted in the pole, please do so. Doug needs this information to determine how the production run will work out with his vendor!
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03-25-2013, 07:55 PM | #37 |
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I'm still coming up to speed on all of this, but does anyone know about this setup from Fabspeed? http://www.vacmotorsports.com/catalo...-section-1.htm
Apparently not available yet but seems very similar but with hi-flow 200 cell cats? Any thoughts on how this might compare with DKF? Also, it seems we don't know the cell count of the euro cat, correct? |
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03-25-2013, 09:14 PM | #38 | |
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Unknown when fabspeed will make theirs.
One big difference is the slip fit connection between S pipes & CATs, on the fabspeed. The DKF has a much better race flange. The DKF also has a flow engineered step pipe design in the S section. ....& the kicker will be the price ....just sayin The target for the GB on the DKF is to have it up next week. The GB will run for a month. Quote:
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03-25-2013, 11:20 PM | #39 |
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I know everyone will be ultra pleased next week...
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03-26-2013, 05:21 AM | #40 |
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That's the target right now
Doug is currently wrapping up some final details.....
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03-26-2013, 04:46 PM | #41 |
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03-28-2013, 05:36 PM | #42 |
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I have had a few calls on what does the DKF exhaust system weigh compared to to the OEM system I think beta did an excellent comparison so I thought I would repost it here
Bea well done excellent attention to detail and ease of understanding the results.. So it breaks down to: Race mufflers 9.6 each, sport 11.2 each: 19.2 - 22.4 OEM is 22 lbs each: 44 -24.8 to -21.6 X-Pipe weighs 11 lbs. Stock weighs 15 lbs - 4 s-pipe (9lbs) + 100 cell cats (7lbs): 16 lbs stock US is 19 lbs - 3 Adding that all together we get 28.6 to 31.8 lbs weight savings. Thank you again sir WELL DONE!!!!! |
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03-29-2013, 10:11 AM | #43 | |
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03-29-2013, 12:01 PM | #44 | |
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