![]() ![]() ![]() Both products come with everything you need for installation. ![]() You can buy them separately or as a full system. The full REMARK catback exhaust is basically the axleback plus two mid-pipes. This system comes equipped with everything you need to finish the installation, including gaskets, bolts, and nuts. At the end of the high-quality, hand-welded 2.5-inch pipes are quad 3.5-inch tips. Constructed from 2.5-inch 16-gauge T304 stainless steel mandrel bent pipes, the axleback comes with an optional burnt stainless finish, or regular stainless finish. The REMARK axleback is a direct bolt-on that eliminates your factory mufflers, which are believed to be the main restrictions in the exhaust system past the downpipe (which is most likely the biggest restriction in your exhaust system). Finally, we wrapped up the first level of upgrades with a Cobb Accessport Stage 1 91 Octane off-the-shelf map. We then moved on to the full REMARK catback exhaust system to see if there is any difference when we change the mid-pipe. Since we live in California, we wanted to address the exhaust noise laws first, so we opted for the REMARK Axleback, given the mufflers probably serve as restrictions in the back end of the exhaust. We normally start our Test and Tunes with an intake system, but as of lately, we haven’t been getting the results we were used to getting from this simple upgrade (we experienced lack of results while testing a Focus RS, Civic Type R, and more). Before going crazy with this baseline, read on to understand why our completely STOCK WRX delivered such high numbers to all-four of its wheels. On our dyno, our D’GARAGE WRX delivered 244 peak wheel horsepower and 256 lb-ft of peak torque. The Boxer engine delivers 268 horsepower and 258 lb-ft of torque to the flywheel. ![]() The 2019 Subaru WRX is equipped with a 2.0-liter turbocharged, direct-injection, flat-four (Boxer) engine. Read on to see our sound testing for both the REMARK Axleback and Catback exhaust systems. If you live in California, you are most likely aware of the stricter exhaust noise law for exhaust systems louder than 95dB at specific RPMs. Stage 1 for this Subaru WRX will consist of two variations of an exhaust system, followed by an ECU reflash. By changing the order of modifications, parts that gave us no advantages in the past could show more benefits. While we usually take a specific route for most of our Test and Tunes, we decided to switch some of the order of upgrades. We’ve been experimenting with numerous brand-new platforms lately, and we learned a lot about how these new ECUs behave on different platforms. Text by Bassem Girgis // Photos by Joe Singleton In this story, we will cover the first stage for the Subaru WRX. If you own a Subaru WRX or a Honda Civic Si, this battle will serve as a map of dos and don’ts so you make the right decisions for your car and refrain from any useless upgrades. As you may have guessed, we will keep you up to date with our stages and race results, so be sure to keep a close eye on every issue of DSPORT as well as our YouTube channel. We explained that both cars will go through various stages of upgrades, and to continue measuring the progress, we will race at the end of each stage on the drag strip. L et’s do it! In the previous issue of DSPORT, we introduced you to our latest D’GARAGE projects: a 2019 Subaru WRX and a 2019 Honda Civic Si. ![]()
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