When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
We are at RR7! Come say hi, we will be located at booth #11 on the map.
Myself (Charles), Scott, Mitch, Dustin (pictured here), and Jerry will all be here. Looking forward to putting some usernames to faces and chatting Porsche!
Got my M-Engineering tune installed over the weekend, install was very easy and straight forward and it really woke the car up and got rid of the horrible throttle lag, the main reason I tuned it, the car is much faster now also.
Nice work on this Stage 2 992 TTS done by Flat 6 Motorsports! On 93 octane this car was able to put down 683whp on a hub dyno, a significant increase over what it ran stock. It is paired with a set of @Soul Performance link pipes and our PSE valve mod so the valves stay open 100% when activated.
We've also tested on a chassis dyno and roughly the same numbers/gains, impressive stuff with just software and a simple exhaust mod. We'll be dropping a video on this particular car this week showcasing how simple it is. Considering the stock numbers are down roughly 18.5% from the factory claim at the crankshaft, this would put the car at 800HP crank!
Nice spec on this 992 TTS that came in for a Stage 1 tune yesterday for 93 octane and some of our custom features. Chalk 992's are still so good to look at! M-Tuners are in-stock and ready to ship always.
Nice work on this Stage 2 992 TTS done by Flat 6 Motorsports! On 93 octane this car was able to put down 683whp on a hub dyno, a significant increase over what it ran stock. It is paired with a set of @Soul Performance link pipes and our PSE valve mod so the valves stay open 100% when activated.
-Charles@M
These are impressive numbers and from what I have read, M engineering is the best in the business. I'm probably missing some details here, but it seems the tuned vs stock gains graphed here are substantially different from the numbers listed on your website and the first post, particularly the torque delta. Please forgive me if I'm missing something obvious. I'm interested in your stage 1 tune and I'm just trying to gather all the information that I can.
These are impressive numbers and from what I have read, M engineering is the best in the business. I'm probably missing some details here, but it seems the tuned vs stock gains graphed here are substantially different from the numbers listed on your website and the first post, particularly the torque delta. Please forgive me if I'm missing something obvious. I'm interested in your stage 1 tune and I'm just trying to gather all the information that I can.
Dyno data can vary quite a bit in terms of final output numbers. Things such as brand of dyno, type of dyno, DA, temperature, if a roller dyno how is it strapped down, etc. For example a 992 Turbo might read mid 600's to the wheels on our Mainline ProHub dyno but a Mustang Roller Dyno with the exact same car and tune may read above 700whp. It's the before and after delta that matters.
Dyno data can vary quite a bit in terms of final output numbers. Things such as brand of dyno, type of dyno, DA, temperature, if a roller dyno how is it strapped down, etc. For example a 992 Turbo might read mid 600's to the wheels on our Mainline ProHub dyno but a Mustang Roller Dyno with the exact same car and tune may read above 700whp. It's the before and after delta that matters.
-Charles@M
Yes, I get that the delta is all that matters due to differences in dynos. In the most recent example you posted from flat 6, stage 1 shows a wheel torque delta of about 25 ft lbs. The wheel torque delta for the stage one numbers on your website is about 145 ft lbs. They're both deltas, and they're wildly different.
Last edited by DemonBarber; 10-13-2023 at 11:08 AM.
Torque can be flattened in the calibration (if customer requests that) and also controlled via the dyno in regards to load and when you start the ramp run. Generally you can start a ramp run early and let the car ring out lower, that's when you'll see the bigger mountain of torque we normally do.
Torque can be flattened in the calibration (if customer requests that) and also controlled via the dyno in regards to load and when you start the ramp run. Generally you can start a ramp run early and let the car ring out lower, that's when you'll see the bigger mountain of torque we normally do.
You don't want that huge torque hit in the mid range (IMO), its uncomfortable and hard on parts. A little smoother and carrying out in the higher rpm = more HP and doesn't slam the car when the torque hits low.
Is there any possibility of overheating or too much wear of parts with stage 1 on Turbo? My thinking is as follows – Porsche designed all parts to handle the power. Increasing it, makes the numbers out of range that Porsche Engineers were thinking about, so it might cause the system to overheat during e.g. long spirited driving. How does it look in real life? Sorry for noob question if this is a noob one
08-01-2023, 01:12 AM
