Hello,

I didn't read all off of this as I am in California getting 3 Porsche race cars ready for Pikes Peak.

Our tune is plug and play. 9 out of 10 times we don't need to look at logs, or make revisions. That being said, if someone feels that the power is not right, something is a miss or just want to know the health of their engine, we check logs. We do this as a free service to anyone that buys our product as want to be sure that you are happy with what you are purchasing. An other thing that very much needs to be highlighted is no 2 cars, or fuels, or temps, or elevation etc are the same. We see people in the same state with the same fuel from different places show more knock than others. We do all of our own tuning in house, make tools, software and are very familiar with the cars. There are a lot of different software ID's and operating systems, but we go down to a code level to check things. We are human. Sometimes if something is new we might miss a table or a request, but we always do whatever it takes to make sure it is fixed asap.

Logging is a huge part of modifying any car and honestly you shouldn't buy a solution if you cannot log with it. Also most of the files that are sold for this platform are bought for 100 dollars from someone overseas, and loaded into a flashing device. 99% of the time those canned files also have knock control thresholds turned up, more timing than should be run amongst a multitude of others things that do need to be changed and a lot that don't.

If anyone ever has any issue with our tune, we do whatever it takes to make sure that they are happy. I see John posted his dyno chart, I am glad he did. We put John on our dyno at our South Florida facility last week, and he asked Scott for a conservative 93 tune. The numbers he got are just that, conservative.

There is another large issue with the 992 platform in general and it is the intercooler design and placement. What we see more often than not is that people will go say to a dyno and do a bunch of runs, and all of a sudden they lose a bunch of power. Here is a great example:





This is the same exact car on two different dynos. No change to calibration, one is a full dyno cell with very good cooling and fans setup. The second is doing pulls back to back in a closed room with no fans on the intercoolers. The IAT if I remember was in the high 100F range in the log.

The factory boost control system in the Porsche is designed to limit power based in intake air temp, so its trims the load based on it. We have seen cars on dyno's with no fans and they have been run 4 or 5 times back to back and the IAT is into the 220F+ range. So 9/10 times 992's on dyno's do not have adequate cooling.

As you can see here this is something that has to be adjusted, but we don't remove any safeties from it in terms of increasing it at higher temperatures:


Stock 992 Turbo S table example. Z data is the rl_w and the y is intake air temp and the x axis is RPM.

This is just one of many examples of things that will limit power.

So to end this I will say, we know these cars very well. We support our customer 110% of the time no matter what and we will do anything we can to make sure you are happy and your car's calibration is safe and correct.

If you have any more questions or would like more info maybe on the inner workings of the ECU let me know and I can spend sometime and go through a bit of it, or what we look at in logs.

You can reach us anytime:

info@m-engineering.us
mitch@m-engineering.us

Cheers,

Mitch McKee