Porsche 992 GT3 / GT3RS - Competition Long-Tube Header VANTA

Built to win. Tuned to sing.
The 992 GT3 and GT3 RS are benchmark track cars, but their factory header assemblies are a compromise—short primary runners, dense packaging and high-cell catalysts that raise backpressure, flatten mid-range response, and mute the glorious character of the 4.0-liter Mezger-line flat-six. Our Competition Long-Tube Equal-Length Headers remove those bottlenecks. Each cylinder sees a true, matched primary length that times pressure waves at the collector for strong scavenging, quicker cylinder emptying, and a broader, cleaner power band. The result is a sharper throttle, a harder pull from 4,000 rpm to redline, and the razor-clear motorsport timbre GT3 owners crave—without the brittle rasp.

Design & Construction

• Architecture: long-tube, truly equal-length primaries merging into a high-efficiency collector for pulse-timed scavenging and reduced reversion.

• Material: AISI 304 stainless steel only (no mix-and-match)—chosen for durability, heat resistance, and stable acoustic character.

• Thermal Management: full integrated heat-shield wrap to protect surrounding components and lower under-body temps.

• Manufacturing: CAD/3D scanned for millimetric fit; CNC-machined head flanges; back-purged TIG welds with smooth internal transitions to keep velocity high.

• Fitment: 992 GT3 and 992 GT3 RS (all years). Direct bolt-on to factory locations.

Sound & Driveability

Equal length kills the uneven, phasey note of short/unequal runners. Idle settles into a richer baritone; mid-range gains a muscular, linear surge; and the top-end rips with a clean, high-frequency wail. Because pulses are synchronized and the collector does the work—not the muffler—you get aggression without drone and clarity without harshness.

Realistic Performance Gains*

Dyno results from the 992 GT3 platform with developed long-tube/equal-length headers consistently show double-digit improvements, with 200-cell catted options slightly behind catless race versions, as expected.

• 200-Cell HJS-style Catted Version:
  +12–16 whp / +16–20 lb-ft at the wheels (≈ +15–20 hp crank). 

• Catless (Race) Version:
  +18–22 whp / +24–28 lb-ft at the wheels (≈ +22–26 hp crank). 

• With ECU Calibration (on top of our headers):
  Expect an additional +4–8 whp / +5–9 lb-ft, for combined gains of roughly +20–30 whp depending on catted vs. catless, fuel quality, and paired rear exhaust. (Community and vendor data on GT3 header + tune packages support these ranges.) 

*Actual results vary with dyno type, ambient conditions, OPF/GPF presence, rear-section choice, and calibration strategy. Ranges above reflect reputable vendor dynos and community testing on the 992 GT3 platform.

Why It Works

Long primaries and equal length time the negative pressure wave to arrive as the exhaust valve opens on the next cycle—this pulls spent gases out and helps draw the intake charge in. The longer, smoother path reduces backpressure where the GT3 breathes hardest (upper mid-range to redline), so you feel earlier torque, a stronger sweep to 9k, and cleaner gear-to-gear transitions.

Options

• Configuration: 200-cell catted (street-friendly) or catless (competition).

• Hardware: new multi-layer steel gaskets and high-temp fasteners included.

• Compatibility: mates to OE or aftermarket center/rear sections; ECU calibration recommended for catless use or to maximize catted gains.