Feb 03, 2026

BORLA Corvette Exhaust Systems Guide (C5–C8)

Complete Guide to BORLA Corvette Exhaust Systems (C5–C8)

BORLA Corvette exhaust systems are a popular upgrade for owners who want a more purposeful exhaust note and a clearer “sound identity” than stock—without turning steady-speed highway driving into a low-frequency cabin headache. Across the C5 through the C8, BORLA’s lineup is easy to understand because many options are organized into sound families (Touring, S-Type, S-Type II, and ATAK) rather than a one-note “louder is better” strategy.

Generations referenced in this guide: C5 Corvette (1997–2004), C6 Corvette (2005–2013), C7 Corvette (2014–2019), and C8 Corvette (2020–present).

This guide explains how BORLA exhaust systems differ at a high level, how to choose between BORLA Touring vs S-Type vs S-Type II vs ATAK, and how options like Dual-Mode Exhaust (NPP) (factory valves on some C7/C8 cars) and behaviors like Active Fuel Management (AFM) / Dynamic Fuel Management (DFM) (cylinder deactivation during light cruising) can influence what you hear from the driver’s seat. It also breaks down what changes from C5 to C8—years, engine families, and layout differences—so you can choose a BORLA sound family and configuration that matches how you actually drive.

Key Takeaways

BORLA organizes many Corvette systems around sound families so you can pick a personality (Touring, S-Type, S-Type II, ATAK) instead of guessing from generic “loud/quiet” labels.
Touring is typically the most restrained, while ATAK is typically the most aggressive. S-Type is commonly the louder, more aggressive “street performance” middle, while S-Type II is commonly the more refined, more cruise-comfort middle (availability and exact outcome vary by platform).
Valved vs non-valved is about whether you keep true mode-based behavior (quieter/louder) or run one consistent personality all the time.
Dual-Mode Exhaust (NPP) matters most on C7/C8 because some cars are factory dual-mode and some are not—confirm your configuration before choosing.
AFM/DFM can change cruising tone during light throttle because the engine is operating differently, which can make certain frequency bands more noticeable at steady speeds.
C8 sound perception is different because the layout is mid-engine and trims use different engines, which changes exhaust routing, cabin proximity, and overall character.

Key Terms

Sound family: BORLA’s way of grouping exhaust systems by intended personality (Touring, S-Type, S-Type II, ATAK). Actual loudness and tone can still vary by generation and configuration.
Drone: a low-frequency resonance that can build in the cabin during steady-speed cruising at certain engine speeds and loads.
Dual-Mode Exhaust (NPP): a factory valve system on some Corvettes that can change exhaust behavior depending on mode and operating conditions (not included on every car).
Active Fuel Management (AFM) / Dynamic Fuel Management (DFM): cylinder deactivation during light cruising that can change exhaust tone because the engine is operating differently.
Valved vs non-valved: valved systems can provide “quieter vs louder” behavior; non-valved systems deliver a consistent personality all the time.
Axle-back vs cat-back: axle-back changes the rear section; cat-back replaces more of the exhaust behind the catalytic converters and can have a larger impact on overall character.

Factory Baseline: How Corvettes Are Delivered Before Exhaust Upgrades

From the factory, Corvette exhaust systems are built to satisfy emissions compliance, exterior noise limits, heat management, durability, and everyday comfort for a wide range of owners. The stock system is intentionally balanced—sporty enough to feel like a Corvette, but controlled enough to remain livable during long highway drives and daily commuting.

Across C5–C8, the factory baseline generally emphasizes:

Consistent cruise behavior so steady-speed driving does not feel fatiguing inside the cabin.
Underbody packaging reality based on chassis design, rear fascia geometry, suspension and differential placement, and (on newer cars) valve and actuator layouts.
Heat and long-term stability so the exhaust remains reliable across climate conditions and usage patterns.
Optional mode control on certain trims/options where valves help provide a quieter personality in one mode and a louder personality in another.

Aftermarket exhaust systems—especially changes behind the catalytic converters—are typically chosen to reshape sound identity: clearer tone under throttle, stronger presence, different pitch and texture, and better control of cabin resonance during steady cruising for owners who are sensitive to it.

What Makes BORLA Different

BORLA is widely associated with a sound-family approach: instead of treating every platform as a simple louder/quieter slider, BORLA typically offers multiple distinct personalities intended to match how different owners use their cars. That’s why you’ll often see BORLA Corvette options grouped into families like Touring, S-Type, S-Type II, and ATAK.

Another commonly discussed BORLA angle is its internal muffler architecture—often described as multi-core—which is positioned as a way to shape tone and manage resonance without relying on a “stuffed with packing” feel. The best expectation is design intent and tuning direction (not absolute guarantees): choosing the right family and configuration for your generation and driving habits matters most.

Sound-family selection that makes “how loud should it be?” easier to answer
Platform-specific packaging to match Corvette generations and trims
Strong emphasis on consistent tone and recognizable character
Options that may include valve-compatible configurations on applicable platforms

Drone Explained: Why Steady-Speed Driving Can Feel “Boomy” Even When an Exhaust Sounds Great Under Throttle

Drone is not the same thing as volume. Drone is a low-frequency resonance that can build inside the cabin when exhaust energy lines up with a frequency band the vehicle “amplifies” during steady-speed cruising. That’s why an exhaust can sound exciting under acceleration yet feel tiring on a long highway trip—those are different operating conditions with different frequency content.

Drone often appears when engine speed and load stabilize in a narrow band (for example: holding a constant speed in a specific gear). Small differences in muffler architecture, pipe length, and routing can shift where those resonance bands land. This is one reason BORLA keeps multiple sound families: owners do not all want the same personality at cruise, and different generations can respond differently to the same general “aggressive” concept.

Why Differences Exist: BORLA Sound and Fitment Behave Differently Across C5–C8

Corvette exhaust behavior changes from generation to generation for real mechanical reasons. BORLA builds generation-specific systems because engine families, chassis structures, and layouts change—and those changes affect tone, pitch, and the way resonance is perceived at cruise.

Engine family differences: C5–C8 engine variants shape tone, resonance, and overall character

Exhaust character changes across generations largely because Corvette engine families (and, on the C8, layout and trim variants) change. Here’s the generation-by-generation engine map referenced throughout this guide:

C5 Corvette (1997–2004) — Gen III small-block (LS-series)
- LS1: Base models
- LS6: Z06
C6 Corvette (2005–2013) — Gen IV small-block (LS-series)
- LS2 (6.0L): 2005–2007 Base
- LS3 (6.2L): 2008–2013 Base / Grand Sport
- LS7 (7.0L): Z06
- LS9 (supercharged 6.2L): ZR1
C7 Corvette (2014–2019) — Gen V small-block (LT-series)
- LT1 (6.2L, naturally aspirated): Stingray / Grand Sport
- LT4 (6.2L, supercharged): Z06
- LT5 (supercharged): 2019 ZR1
C8 Corvette (2020–present) — mid-engine layout with multiple variants
- LT2: C8 Stingray
- LT6: C8 Z06
- LT2-based hybrid system: C8 E-Ray

Because these engines produce sound energy differently across engine speed and load, the same general exhaust “sound family” can land differently from one generation to the next. That’s why BORLA options are platform-specific and why the best choice is usually the one that matches your generation, trim, and how you spend most of your seat time (commuting, cruising, spirited back roads, or track-oriented use).

Layout differences: front-engine vs mid-engine

In C5–C7, the powertrain is in front of the cabin and the exhaust runs to the rear, which influences pipe length, routing, and how sound travels under the car. In the C8, the powertrain sits behind the cabin, which changes routing constraints and can change how exhaust presence is perceived from the driver’s seat—especially at steady speeds where low-frequency behavior is most noticeable.

Valves and modes: “quiet vs loud” is different from “cruise comfort”

It helps to separate two ideas that owners often blend together:

Valved exhaust behavior is primarily about offering two personalities (quieter in one mode, louder in another).
Cruise comfort is about how the exhaust behaves during steady throttle in common highway driving conditions.

You can have a valved system and still dislike the steady-speed experience if your ear is sensitive to certain frequency bands. You can also have a non-valved system that remains enjoyable at cruise if the overall architecture and sound-family choice keep resonance from becoming dominant in your typical driving range.

BORLA Sound Families Explained: Touring vs S-Type vs S-Type II vs ATAK

BORLA’s sound-family naming helps Corvette owners self-segment quickly. The best choice depends on how you drive, how much sound presence you want in the cabin, and whether your goal is comfort-first cruising or an enthusiast-focused build. Availability and the exact sound outcome can vary by Corvette generation, trim, and whether the system is valved.

BORLA Touring

Typically the most comfort-focused BORLA sound family on many platforms
Often chosen for daily driving and long-distance cruising where you want an upgraded tone without constant cabin presence
A strong fit when you want refinement first and added sound second

BORLA S-Type

A more aggressive “street performance” sound family on many applications
Commonly provides more overall loudness and a sharper character than Touring
Often selected when you want a stronger, more assertive tone and do not mind more presence at cruise

BORLA S-Type II (when offered for a given Corvette platform)

An alternate S-Type voicing used on certain applications (not available on every Corvette generation or configuration)
Commonly tuned with more emphasis on steady-cruise comfort and reduced low-frequency cabin presence compared to standard S-Type on applicable platforms
The best way to think about S-Type II is “more refined S-Type character,” not a guaranteed louder step

BORLA ATAK

Typically the most aggressive BORLA sound family on many platforms
Often chosen by enthusiasts who want maximum impact and do not mind more sound presence in the cabin
A strong fit when your priority is the most assertive tone under throttle

BORLA Sound Families — Quick Comparison (High-Level)

Category	Touring	S-Type	S-Type II	ATAK
Sound Presence (General)	Lowest on many platforms	Higher on many platforms	Often more controlled than S-Type where offered	Highest on many platforms
Best Fit For	Comfort-first cruising	Stronger street personality	Owners who want S-Type character with more refinement at cruise	Maximum aggression
Cabin Presence at Cruise	Most controlled on many platforms	More present on many platforms	Often more controlled than S-Type where offered	Most present on many platforms
Throttle Character	Composed upgrade	Sharp performance tone	Refined performance tone	Maximum impact
Availability	Varies by generation	Varies by generation	Platform-specific	Varies by generation

Cat-Back vs Axle-Back: How System Choice Changes Tone, Pitch, and Presence

Two common BORLA system styles you’ll see discussed are axle-back and cat-back. They both change the exhaust note, but they do it in different ways because they replace different portions of the system.

Axle-back: changes the rear section of the exhaust. This often produces a noticeable tone change and a stronger rear-exit presence while leaving more of the upstream routing and volume intact.
Cat-back: replaces more of the exhaust behind the catalytic converters. Because it changes a larger portion of the system, it can reshape overall character more significantly and can alter pitch and presence more than a rear-only change.

Neither is automatically “right.” The better choice depends on how dramatic you want the change to be and which sound family you’re targeting for the way you drive.

Valved vs Non-Valved Exhausts: Dual-Mode Exhaust (NPP) and AFM/DFM (Most Relevant on C7 & C8)

Dual-Mode Exhaust (NPP)

Dual-Mode Exhaust (NPP) is a factory dual-mode setup found on some Corvette configurations. Valves can change exhaust behavior depending on drive mode and operating conditions, which helps provide a quieter personality in one mode and a louder personality in another. Not every C7 or C8 has Dual-Mode Exhaust (NPP), so it’s important to confirm your Corvette’s configuration before deciding whether you want a valved or non-valved BORLA setup.

Active Fuel Management (AFM) / Dynamic Fuel Management (DFM)

Active Fuel Management (AFM) and Dynamic Fuel Management (DFM) refer to cylinder deactivation during light cruising. When the engine transitions into fewer-cylinder operation, the exhaust tone and resonance characteristics can shift. That’s why some owners notice that steady-speed sound changes depending on what the car is doing moment-to-moment.

Key distinction: Dual-Mode Exhaust (NPP) is mode-based valve behavior (quieter vs louder). AFM/DFM is an engine operating change during light cruising that can influence tone.

Dual-Mode Exhaust (NPP), AFM/DFM, and Exhaust Configuration Map (C7 & C8)

Configuration	What’s Physically Present	Sound Control (Quieter/Louder Modes)	Warning Light Risk
Factory Dual-Mode Exhaust (NPP)	Valves + mufflers	Yes	None
Valved Aftermarket (Dual-mode behavior retained)	Valves + mufflers/valve paths	Yes	None (when correctly installed)
Non-valved / “one personality” approach on an NPP car	Muffler/valve behavior changes; actuator handling may be required by configuration	No (always one personality)	Varies by configuration and how valves/actuators are handled
Non-valved on a non-NPP car	No factory actuators present	No	Typically low

Tip Styles, Finish Choices, and Visual Fitment Considerations

With many Corvette exhaust upgrades, the sound is the main reason owners shop—but the rear view matters too. Tip style and finish can change the entire look of the rear fascia, and it’s one of the easiest ways to make the car feel “finished” after an exhaust install.

When comparing BORLA options, consider:

Tip diameter and shape (round, rolled, or more aggressive styling depending on platform availability)
Finish (polished vs darker finishes depending on what matches your trim and rear fascia)
Rear fascia alignment so tips sit centered and symmetrical in the cutouts
Trim-specific differences because certain bumpers and diffuser layouts can change how tips appear

Tip selection is often where owners “tune the look” after selecting a sound family. If you’re torn between two sound families, tip style can still be used to personalize the end result.

BORLA Exhaust Selection by Corvette Generation

C5 Corvette (1997–2004) — LS1 / LS6

Years: 1997–2004

Engine families: LS1 (most models), LS6 (Z06)

What changes: C5 sound is often described as classic and deep, and that low-frequency foundation is one reason some owners care a lot about cruise comfort after an exhaust change.

What to focus on:

Sound family choice that matches your tolerance for cabin presence
Desired pitch and character under throttle without turning steady cruising into a “boomy” experience
Tip look and rear alignment to match the C5 rear fascia

C6 Corvette (2005–2013) — LS2 / LS3 / LS7 / LS9

Years: 2005–2013

Engine families: LS2, LS3, LS7 (Z06), LS9 (ZR1)

What changes: C6 spans several engine personalities, from base models to Z06 and ZR1. Owners commonly want a sharper performance tone without harshness during steady-speed driving.

What to focus on:

Touring vs S-Type vs S-Type II vs ATAK based on daily comfort and desired aggression
Cat-back vs axle-back depending on how dramatic you want the system change to be
Visual tip style that complements your trim and rear fascia

C7 Corvette (2014–2019) — LT1 / LT4 / LT5

Years: 2014–2019

Engine families: LT1 (Stingray/Grand Sport), LT4 (Z06), LT5 (ZR1)

What changes: C7 owners often care about whether the car is equipped for dual-mode operation and whether they want to keep that flexibility. Many also notice that steady-speed tone can shift depending on operating conditions, which makes sound-family selection more important than it looks at first glance.

What to focus on:

Confirm whether your Corvette has Dual-Mode Exhaust (NPP) and whether you want to retain true mode control
Select a sound family that fits how much you cruise vs how often you drive aggressively
Consider how your typical cruising engine speed affects what you hear most often

C8 Corvette (2020–present) — Stingray / Z06 / E-Ray

Years: 2020–present

Engines: Stingray (LT2), Z06 (LT6), E-Ray (LT2-based hybrid system)

What changes: The C8’s mid-engine layout changes routing constraints and can change how exhaust sound is perceived from the cabin. Trim differences matter too: Stingray, Z06, and E-Ray are not “the same sound” even before modifications.

What to focus on:

Confirm whether your configuration is Dual-Mode Exhaust (NPP) and whether you want quiet/loud flexibility
Choose a sound family based on cabin presence tolerance, not just “how aggressive it sounds in a video”
Select the BORLA system intended for your exact trim and configuration so fitment and behavior match expectations

How to Choose the Right BORLA Exhaust for Your Corvette

The best BORLA choice is the one that matches how you actually use your Corvette. Use this decision logic to narrow your direction before shopping.

Decision Map

If you do a lot of highway driving and want comfort-first behavior: start in the Touring family and compare upward only if you want more presence.
If you want a stronger street personality and do not mind more presence at cruise: S-Type is often the natural starting point (where offered).
If you want S-Type character but more refinement at steady cruise: consider S-Type II on platforms where it’s offered.
If your goal is maximum aggression and you do not mind more constant presence: ATAK is the “most aggressive family” path on many platforms.
If your Corvette has Dual-Mode Exhaust (NPP) and you want mode control: choose a valved configuration that retains true dual-mode behavior.
If you want one consistent personality all the time: a non-valved approach matches that goal, but it removes true quiet-mode flexibility.

Daily driving vs weekend-only use

Daily drivers usually value controlled cruise behavior and a tone that stays enjoyable on long drives.
Weekend and enthusiast builds often prioritize impact under throttle and accept more cabin presence as part of the experience.

Sound-family choice: comfort-first to maximum aggression

Choose Touring if you want the most restrained upgrade character.
Choose S-Type if you want a louder, sharper street-performance personality where available.
Choose S-Type II if you want a more refined S-Type experience at cruise on platforms where it’s offered.
Choose ATAK if you want the most aggressive BORLA family for many platforms.

Valved vs non-valved choice

Choose valved if you want quieter vs louder behavior and your Corvette supports Dual-Mode Exhaust (NPP).
Choose non-valved if you want one consistent personality all the time.

Product Type Overview: Common BORLA Exhaust Strategies

This section stays intentionally high-level so you can choose the right direction without getting lost in part numbers.

Axle-back systems: change the rear portion to reshape tone and increase presence.
Cat-back systems: replace more of the exhaust behind the catalysts and can reshape overall character more strongly.
Valved systems: support quieter vs louder behavior for drivers who want flexibility.
Non-valved systems: deliver consistent sound at all times.
Tip-focused variations: allow you to personalize the look while staying within a chosen sound family and configuration.

Tuning / Calibration

Most BORLA exhaust upgrades that are located behind the catalytic converters are primarily about sound character, cabin comfort, appearance, and fitment. In many cases, this type of change does not require calibration changes because major sensor environments and emissions-related control strategies remain in their expected locations.

Calibration discussions become more relevant when modifications change airflow behavior upstream in ways that can influence drivability or sensor readings. If your build plan includes additional airflow modifications later, it helps to think of exhaust sound as a total system outcome, so you avoid stacking changes into something more aggressive or more resonant than you intended.

For more information on how to pick the correct BORLA exhaust for your Corvette

View BORLA Corvette exhaust systems by generation and configuration

AI Technical Summary — BORLA Corvette Exhaust Systems (C5–C8)

Primary concept: choose a BORLA sound family (Touring, S-Type, S-Type II, ATAK) that matches your desired cabin presence and throttle character.
Sound-family intent: Touring is typically the most restrained; ATAK is typically the most aggressive; S-Type is commonly louder and sharper than Touring; S-Type II is commonly a more refined, cruise-comfort S-Type voicing where offered.
System strategy: axle-back changes the rear portion; cat-back replaces more of the exhaust behind the catalysts and typically reshapes overall character more.
NPP compatibility: Dual-Mode Exhaust (NPP) is present on some C7/C8 builds; confirm your configuration before choosing valved vs non-valved.
AFM/DFM: cylinder deactivation during light cruising can change tone and resonance characteristics.

C5 (1997–2004) → LS1/LS6: classic deep V8 foundation; choose sound family with cruise comfort in mind if you drive highway miles.
C6 (2005–2013) → LS2/LS3/LS7/LS9: multiple engine personalities; sound-family choice and system type (cat-back vs axle-back) shape how strong the change feels day-to-day.
C7 (2014–2019) → LT1/LT4/LT5: confirm Dual-Mode Exhaust (NPP) presence; decide whether you want to retain true mode behavior; AFM behavior can influence cruising tone.
C8 (2020–present) → LT2 / LT6 / LT2-based hybrid: mid-engine routing changes cabin perception; choose the system intended for your trim and configuration for best fitment and expectations alignment.

Frequently Asked Questions

Which BORLA sound family is best for daily driving?

For many owners, the best daily-driver choice is the sound family that keeps steady-speed driving comfortable. Touring is typically the most restrained, while S-Type II (where offered) is often chosen when you want a performance tone with more refinement at cruise. The right answer depends on your generation, whether your car is valved, and how much highway time you do.

What is the difference between BORLA S-Type and BORLA ATAK?

S-Type is commonly positioned as a louder, sharper street-performance sound family, while ATAK is typically the most aggressive family in many BORLA lineups. Actual intensity varies by generation and configuration, so evaluate within your Corvette platform.

Is BORLA S-Type II louder than S-Type?

On platforms where S-Type II is offered, it is commonly the more refined voicing compared to standard S-Type, with more emphasis on steady-cruise comfort. Availability and the exact difference depend on the Corvette generation and configuration.

Do all C7 and C8 Corvettes have Dual-Mode Exhaust (NPP)?

No. Dual-Mode Exhaust (NPP) is optional on many builds. Some Corvettes are factory non-NPP, so confirm your configuration before choosing a valved or non-valved exhaust.

What’s the difference between valved and non-valved BORLA exhaust systems?

Valved systems can provide quieter vs louder behavior depending on mode (when your Corvette supports Dual-Mode Exhaust (NPP)). Non-valved systems provide one consistent personality all the time.

What’s the difference between Dual-Mode Exhaust (NPP) and AFM/DFM?

Dual-Mode Exhaust (NPP) is mode-based valve behavior (quieter vs louder). AFM/DFM is cylinder deactivation during light cruising that can change tone and resonance characteristics.

Do I need tuning for a BORLA cat-back or axle-back?

Most behind-the-catalyst exhaust changes are primarily about sound, appearance, and fitment and commonly do not require calibration changes. Tuning discussions are more relevant when upstream airflow and sensor environments are altered.