Your Chassis Code Is Doing More Work Than You Think — Most fitment mistakes on Japanese and Land Rover platforms are not caused by the part. They are caused by ordering against a model name that spans several generations, several markets and, in some cases, several engine families.
Two Ways to Start — A custom exhaust or intake project begins either with a drawing or with a sample, and which one you have changes the first three steps of the process and the early cost. Here is the whole route, in the order it actually happens.
The Name on the Door — TIG is not decoration on a brand name here; it is the process that decides whether a titanium intake or a stainless exhaust survives years of thermal cycling. Here is what the process actually involves, and what it buys the part.
One Name, Many Different Parts — A titanium exhaust is rarely a single product with a single fitment. Between valve control, bumper variants and platform-specific rear sections, two cars that share a model name can need parts that are not interchangeable at all.
The intercooler cores we supply are aluminum. Beyond that, the right construction depends on boost level, airflow and how the car is used - which is why core and end tank design is specified per part rather than as one universal answer.
It contains radiant heat so nearby wiring, hoses, mounts and bodywork are not cooked by the exhaust. On turbo and header applications it also keeps heat in the gas stream - one of the cheapest protections you can add to a build.
Standard silicone swells and softens when it is exposed to fuel, oil or solvent over time. Where that contact is expected the construction has to change - fitting the standard hose there is a common and entirely avoidable failure.
There is no single number. Continuous service temperature depends on the construction, the fluid inside the hose and how it is routed - so here is how to get a figure that actually applies to your car.
