Josh@STILLEN

The shape of the design on the center section of the exhaust has been a selling point for a lot of manufacturers, and there can be benefits for different types, y / x / h / true dual.. such as you've seen introduced..

Ultimately theory on exhaust succeeds or breaks down at one significant point, and that's the final result.. The only exacting method to extract the most horsepower from a particular vehicle is relentless testing of various configurations for an exact vehicle, applying the theory and knowledge of the engineers involved and experience.

There are a variety of reasons that consumers purchase exhaust systems. Some are looking for performance, some sound (whether reserved or extreme), some the final look (bling) aspect.. it's a very personal choice. It's the same reason we manufacture our own and carry other mfg exhaust systems. You do have choices.

STILLEN has gone down the path of maximum performance, with a strong and aggressive increase on the factory exhaust tone, without the aspects of drone and an overly loud system.

Performance gains have been independently proven as dramatic, transforming a stock 370Z with its installation alone, and allowing for incremental gains from other improvements such as the Gen 3 Intakes, HFCs, etc.

We, after exhaustive testing (including y/x/h-pipe), configured our exhaust as it exists now, including subtle changes in piping sizes, center section, muffler design, etc.

Every piece of an exhaust system can have an effect on performance and sound, and any exhaust mfg should take all of these into consideration, and put the vehicle on the dyno and do performance / sound level / quality testing to ensure all goals are achieved.

I hope that helps explain our process for development and choice of design elements within the exhaust, and to realize that all things must be considered, especially in light of some jargon regarding exhausts principles that is often brought up.