The Super Drager has proven to be a great performer, with a definite look-at-me flare. This is not due so much to a loud exhaust note, but rather, to its immense piping & large stainless steel cannister- fully visible from the rear of the car. Exhaust note is a bit more aggressive than the HKS 75mm upgrade, but is still what I would consider mild. The Super Drager's appearance has to reside in the "ricer" category, but since there was a noticeable improvement in throttle response from it over the previous 75mm system, I can live with its looks.

The stock O₂ Sensor housing [commonly called the "turbo elbow"], & the narrow ~2 1/2" flex-joint in the HKS downpipe were removed in lieu of a custom-flanged/mandrel-bent 3" section of piping. This resulted in a much wider/usable power band- especially at high boost [~1.35 Kg/cm²]. Better turbo spool-up also resulted, but was noticed to a much lesser extent, since it was already great. Of particular note is that the stock Toyota O₂ sensor setup was also removed, in favor of a welded-in standard O₂ sensor threaded bung. This will allow the use of readily available, & less expensive O₂ sensors from a variety of manufacturers- a Bosch "Premium" [from a '92 5.0 LX Mustang] is in there now, spliced/soldered to an OEM connector.

Subsequent to this new DP I was asked: "Why didn't you open up the wastegate dump as well, when you were making that turn right there?"
Here's my rebuttal:
The wastegate moves open VERY little- the actuator arm, in fact, hits the outside of the turbo, effectively limiting WG movement to only a few mm. Basicly, the amount of exhaust released to control the CT-26 turbo is minute; & given how much the WG actually opens & the shape of the chamber it's set in, it flows more up, than out anyway- its least restrictive path is up, regardless of any opening in front of it. By up, I mean up toward the turbine. I suppose you could look at it as a restriction, but based on the WG inspection I did, not one that I'm concerned with. Boost creep? None, even at the max 22+psi that I've run.

The stock catalytic converter [CAT] is a great flowing unit, despite its modest size of 65mm [~2 1/2"]. This is probably because, in its original configuration, the stock exhaust employs a pre-CAT in the downpipe. Well, great flow is one thing, & high flow is another, so a Car Sound CAT was installed to up the performance ante, while retaining the ability to pass the strict emissions regulations found in California. I used to run without CATs long ago, & it's just not worth the hassle, nor the very stinky car you end up with. Since early tuning efforts in 1998 were on the very rich side with respect to air-fuel ratio, the current CAT's conversion efficiency has dropped- the car barely passed back in 1999, then again in 2001. In 1999, fuel controller adjustments were for max power, while they were toned down in 2001. If renewing the CAT becomes necessary, I've found out that there are now 4" CATs available. WooHoo.

Overall fit & finish, sound, and performance in this exhaust system has met all the expectations one expects from a high-flowing combination of aftermarket and custom parts. I guess it's to be expected, considering the total cost of the current system is now over a thousand dollars, not taking old/removed stuff into consideration. Comparable setups on others' MkIIIs have shown this setup can flow ~600RWHP; much higher than my current 362RWHP, or even future power goals. Would I do the exhaust the same way, if I had to do it again? Yes, the investment has been worth the rewards. Regardless, no one will dispute the fact that my exhaust system has some serious history behind it!

The high flowing Car Sound 3" catalytic converter.

The current duty 85mm HKS Super Drager on the left, &
the old 75mm HKS Sport Turbo on the right.



Another shot of the two HKS mufflers.

A couple shots of the CAT-back piping sections.