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So Josh - you will basically tell us (1) the intercoolers are to small (2) the exhaust is restrictive (3) the airflow in can be improved, perhaps by adding CAI or filter xyz (4) and Porsche left X on the table
so...........
you'll offer new intercoolers, new exhaust and "improve" the input air flow, you may offer new bigger and better turbos - will you offer a tune, specific to these mods. What will this mean for an owners warranty, will they be able to extend the warranty etc............
How about fuel delivery, ooops its a DFI engine so you can't increase the fuel flow via new pump and injectors...........
what sort of dyno do you use to verify the "before" and "after" improvements.......is it, per chance a Maha MSR500/1000, a dyno used by Porsche for some very good reasons.......
What is your strategy to genuinely and safely improve performance other than by increasing boost, advancing timing and fiddling with the AFR? Do you have unfettered access to the code within the ECU
If you own an a S, why wouldn't you simply add the Porsche kit.......after all they may know something........particularly with regard to the highly variable fuel quality in the US.
By far and away the best modification is driver training .......it really is.......
People like you are the worst. Driver training isn't going to make my exhaust louder.
Also, unless you've been living under a rock, there are plenty of ways to improve the capacity and flow of DFI systems.
If you're concerned about your warranty you can't afford to mod the car. Buy a cheaper one. Maybe just stop raining on the parade all together?
The X51 package of the GTS may not be enough for some. Personally, I bought a Carrera to change the turbos and go for 700+ to the wheels. You have fun with 450 crank if you want to and you can tell everyone who blows you away about how awesome your factory option is once or if you catch up to them.
The Mustang Dyno is a load bearing dyno btw and used successfully throughout the automotive world. Just because they aren't using a MAHA doesn't mean the Mustang doesn't work VERY well for the application.
^^^^
700 plus to the wheels, good for you bud - probably should have bought a a turbo S, but of course there are far better ways to get to that without buying a Porsche and far better ways to get a loud exhaust.
Its not HP that makes the driver, its seat/track time and as everyone knows if you want to be quick its about the corners not the straights.
The MAHA500/1000 have independent drives for very good reasons. Theres more to it than just spinning the wheels up with a linked belt drive or non calibrated additional electric motor drive. Particularly when you need fine detail high in the rev range as you approach the knock threshold.
If you change intercoolers, modify fuel systems or intake inputs or output gas flow through the addition of a turbo back exhaust you'd better have an appropriate tune ready to go .......and as far as DFI, good luck effectively and reliably modifying the Porsche system, you'd better pray that Porsche left plenty of duty cycle head room. Think twice, or indeed thrice before reaching for ethanol blends - current generation Porsches can handle ~10% blend, beyond that you'll start having fun with various pump and hose components.
Its also fair to ask direct questions of the various tuners on here - some give clear and direct answers, some don't. If they start a tuning development thread they need to address potential clients questions as openly and honestly as they can.
^^^^
700 plus to the wheels, good for you bud - probably should have bought a a turbo S, but of course there are far better ways to get to that without buying a Porsche and far better ways to get a loud exhaust.
Its not HP that makes the driver, its seat/track time and as everyone knows if you want to be quick its about the corners not the straights.
The MAHA500/1000 have independent drives for very good reasons. Theres more to it than just spinning the wheels up with a linked belt drive. Particularly when you need the fine detail high in the rev range.
Heres a great tip - if you change intercoolers, intake inputs or output gas flow through the addition of a turbo back exhaust you'd better have an appropriate tune ready to go .......and as far as DFI, good luck effectively and reliably modifying the Porsche system, you'd better pray there is a lot of fuelling left up the sleeve.
Its also fair to ask direct questions of the various tuners on here - some give clear and direct answers and some don't.
Honestly, based on your absolutely uninformed posting I'm not interested in any tuning advice from you. The thought that some people may prefer lighter RWD 911's didn't even cross your mind.
I don't care about what you have to say about seat/track time. I don't care what you think about 'driving lessons' or what I want to do with my car or whatever else.
Also, I prefer Mustang dyno plots to the MAHA as most Americans do. MAHA is made in Germany. Of course it will be more popular over there with Germans. The Mustang is American.
Here's a great tip, keep your tips to yourself as you don't know what you're talking about and are just ruining a development thread for people who want to buy parts.
I doubt AWE-Tuning likes you turning customers away with 'go take a driving lesson' when people want to buy an exhaust and intercoolers.
^^^^
Thanks mate, not uninformed at all, over 20 years of competitive driving --------in turbocharged WRX STIs and EVOS. Some with Cosworth long blocks (STIs), some tuned by Prodrive - all very heavily modified (and with various restrictors for various classes - multiple tuning strategies). (oh and I currently own a .2 C2S and 981 GTS - I think they qualify as RWD and relatively light weight, unless you come from an Exige S - so I do get it).
For reference, I asked Josh a series of questions and threw out a few challenges to see where they were at, where they were headed and what equipment they use to measure outcomes. He answered clearly and succinctly - so all good, thank you Josh. From my perspective Sticky, I didn't know you existed and I have no interest in you or your car or what you are trying to achieve. I have no interest in interacting with you at all.
However, if you buy certain parts that impact on charge temp, input airflow or output gas flow for example, you may or may not need to do certain things to maintain a reliable outcome. This is turbocharged cars 101. Whether you do or don't understand this I couldn't care less - your car, your problems - pay to play.
Good tuners are able to clearly explain this to their clients and, when they have done the development work, provide solutions relative to risk profiles. There is no mystery. Likewise different tuning houses have different client bases and deliver different outcomes relative to those client bases.
Conversely there are clients that want to understand how tuning and parts may affect a warranty etc, some don't care, plenty do care. For example, over here if you have a non-oem exhaust system you wont be offered an extended warranty.
Well we aren't over there we are in the USA where the Magnuson-Moss act exists for those who have warranty concerns.
Secondly, you could have 200 years of driving experience that still doesn't change you essentially trying to undermine development and act like a know it all.
Look at past AWE releases. They provide tons of data. You are asking for things that are not even available.
Of corse there is room to improve the exhaust and inter coolers. Are you new to turbocharged Porsches or did you not cover those while driving Subarus?
Relax, stop making demands, stop telling people what they should do, and all will be provided.
The difference between the before and after runs are what's important when reading dyno plots -- i.e. the delta. You could technically set up any dyno to read however you'd like (Mustang over Dynojet and vice versa).
We take great pride in our testing protocol to ensure the most accurate data capture possible -- always testing our exhaust systems same day to minimize weather variation, on the same dyno, with the same setup.
The difference between the before and after runs are what's important when reading dyno plots -- i.e. the delta. You could technically set up any dyno to read however you'd like (Mustang over Dynojet and vice versa).
We take great pride in our testing protocol to ensure the most accurate data capture possible -- always testing our exhaust systems same day to minimize weather variation, on the same dyno, with the same setup.
I agree 100% I'm just interested in how your specific Mustang is set up and what your correction factor is.
It helps for those of us who may want to compare the delta to a Dynojet
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Just wondering, why is there a bigger gain on the non-S Carrera than on the S? Assuming the PSE is the same of both cars, I expected there would be higher gains on the S simply because it is pushing more exhaust and would respond better to lower restriction.
Just wondering, why is there a bigger gain on the non-S Carrera than on the S? Assuming the PSE is the same of both cars, I expected there would be higher gains on the S simply because it is pushing more exhaust and would respond better to lower restriction.
Purely speculation - due to the programming, the base could have less control of over boost resulting in more power.
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