Where the POWERVALVE design differs uniquely is that we use turbo boost pressure to control the opening and closing of our valves, which provides a constantly fluid environment for the exhaust gas to operate within.

So how does that work in application? Well put simply when the vehicle is operating off boost, gasses are circulating through a high pressure part of the silencer, maintaining low down torque (a feature often lost in the past as bottom end torque was sacrificed for high end power) and enabling therefore this highly efficient section of the exhaust system to meet strict noise emission levels.


However, as the accelerator is depressed and the turbo starts to spool up, boost pressure is generated to further increase power, which enables us to harvest some of the boost pressure to activate our exhaust valves, this in turn opens areas of the silencer to allow a far more efficient low pressure route for the exhaust gasses to flow through, resulting in the most optimum gas flow possible.

In addition to the power gains offered by the POWERVALVE, the need to create the best sounding system available was paramount in our thoughts. To this end we refined the silencer design to reflect the need for the sound of the exhaust to change to mirror the demand for increased power. This is achieved by allowing the gasses to pass through an un silenced section of the exhaust, once the frequency has passed beyond the level at which low pressure bass waves are present.

The exhaust sound transfer range varies between 74db and 98db and is ultimately controlled by the driver based on his driving style.

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