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Here is mine with their stage 2 tune and IPE Titanium exhaust and 200 cell cats. It spun on the hit and I let out early for a car, I don't have any 0 - 60 because it won't hook with my current tire set up anymore so I ordered some new wheels and I am going to put some stick tires on it and get one of those.
Hey guys, here is a really good video of our PSE valve mod. In this video, Free-Revving in Neutral is engaged so we can rev it out all the way. This mod is available with M-Tuner or M-Coder!
Just got off the dyno with a 992 Turbo S here running STOCK TURBOS and it set a new record for stock turbos on our dyno. This car has upgraded link pipes, CSF intercooler, Do88 inlet pipes, and meth injection. These power figures were made with MS109 and meth spraying. Pretty incredible these cars coupled with M-Tuner and our PDK2 tune can output this much! This will be a really fun car for the client on the street.
Here was a fun one from the other day, a simple Stage 2 dyno session and PDK2 flash. Enjoy!
Can someone turn the heat off in Florida already?
-Charles@M
Is the first dyno pull what the car was making on the stage 2 tune? Is that about what to expect with the mail tune you send out? If having it dyno tuned makes that big of a difference I need to send you guys my car.
That first pull was from editing the video, so I'm not sure which revision or point we were at with that. Generally the OTS maps on these cars make high 600's / low 700's to the wheels on our Mainline ProHub. This particular day we had a DA close to 2400ft with full Florida heat and humidity so the conditions were not great.
That first pull was from editing the video, so I'm not sure which revision or point we were at with that. Generally the OTS maps on these cars make high 600's / low 700's to the wheels on our Mainline ProHub. This particular day we had a DA close to 2400ft with full Florida heat and humidity so the conditions were not great.
PSA regarding aftermarket headers on the 992 platform. We have said this a few times before on RL, but we are back at it with more data on another car. Aftermarket headers have proven time and time again to lose power. We have yet to see any that do any good. This particular dyno graph is a 992 Stage 4 car on pump gas brought to us with aftermarket headers (a commonly sold set for another company's Stage 4 package advertised). The high EMAP was holding the car back on boost response on overall power. We advised a switch back to stock headers and the car picked up quite a bit of power with the parts alone and allowed us to dial it in further. The below graph is with the hardparts change and one small calibration change.
Here is another graph we have posted before in another thread of EMAP data. This data is from the stock headers. We are running around 60psi in EMAP at the top of a ramp run. On the aftermarket headers, this number is usually around 80psi! What this means is too much pressure on the turbo side leading to poor turbo and boost response thus less power. This is all done with aftermarket sensors on the headers using an auxiliary datalogger (AQ1) to capture this. From the factory, this sensor is not on any Porsche street car. You want this number to be lower for best efficiency.
Just wanted to share our continued findings, we are still seeing a lot of cars running headers or come to us with headers, we always advise switching back to stock when possible.
On a Carrera T we tested with stock and Stage 1 calibrations, while there are some gains, there are some losses and overall you can see the areas under the curve. This is the first time we tested in isolation without any other mods as we were curious as well.
PSA regarding aftermarket headers on the 992 platform. We have said this a few times before on RL, but we are back at it with more data on another car. Aftermarket headers have proven time and time again to lose power. We have yet to see any that do any good. This particular dyno graph is a 992 Stage 4 car on pump gas brought to us with aftermarket headers (a commonly sold set for another company's Stage 4 package advertised). The high EMAP was holding the car back on boost response on overall power. We advised a switch back to stock headers and the car picked up quite a bit of power with the parts alone and allowed us to dial it in further. The below graph is with the hardparts change and one small calibration change.
Here is another graph we have posted before in another thread of EMAP data. This data is from the stock headers. We are running around 60psi in EMAP at the top of a ramp run. On the aftermarket headers, this number is usually around 80psi! What this means is too much pressure on the turbo side leading to poor turbo and boost response thus less power. This is all done with aftermarket sensors on the headers using an auxiliary datalogger (AQ1) to capture this. From the factory, this sensor is not on any Porsche street car. You want this number to be lower for best efficiency.
Just wanted to share our continued findings, we are still seeing a lot of cars running headers or come to us with headers, we always advise switching back to stock when possible.
-Charles@M
WOW......if you were at 28ish engine psi.....that is a BPR of 2.14 on the stock headers and 2.86 on the aftermarket......mercy.....on our V8 stuff we target 1.0 and definitely stay under 1.5.....Porsche is very unique.....thanks for posting....great data point. Makes you wonder what is causing the turbulence / restrictions on aftermarket headers since you can't drop a golf ball though the turbine housing....must be some serious pulse revision pressure waves ......interesting stuff.
02-26-2024, 10:15 AM
