A Tale of Two Chips - 05 November 2010

As many of you know, ProMAX Motorsport have been supplying performance chips (EPROMS) for many of the older Porsche models for some time (since 2004) and have solutions for most Porsche models that use the older Bosch Motronic ECU with a removable and programmable EPROM (chip).

We recently supplied a chip to a customer who planned to install into his 944S2. Unfortunately, after installation of the chip, the car would not start. After a quick call to tech support, it was diagnosed that the ProMAX chip was being installed into a scrambler board that was installed with a different manufacturers performance chip. Some of the earlier chips (from other manufacturers) used a small board that had to be installed first – unless this small board is removed first, putting the original or ProMAX chip directly into the board will result in a non starting car. The easy solution is just to remove the small scrambler board and ensure the ProMAX chip is installed directly into the correct EPROM socket.

Even if your car has an earlier performance chip, you may find that the performance and economy that you can achieve with a ProMAX chip will still result in a noticeable benefit – if you are unsure, there is still the 100% money back guarantee to fall back on. ProMAX Performance chips are available for 924S, 944 8v, 944 8v 2.7, 944S, 944S2, 944 Turbo, 968, 928 GT/S4 & GTS and 964. Andrew S

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Website Update and Future Classics - 16 September 2010

It’s been another busy week at ProMAX Motorsport, the website has been enhanced still further and even more products added. There are now over 2350 Porsche related parts, accessories and products online – all in stock and available for next day delivery in the UK. What ever you need for your Porsche, check out the website at and see whether what you need is in stock. To find any item, just click on ‘Search’ and enter the part name or number (ensure you tick the ‘search in product descriptions’ check box). If the item has an ‘Add to Cart’ button, it is in stock at our warehouse.

On September 4th, I went to Silverstone to see Mark Koeberle claim another great result in the Future Classics race. Fresh from his recent win at Mallory Park, Mark scored a very impressive 5th placed finish – despite being handicapped with the 30 sec penalty for winning the last race! I’ll be down at Brands Hatch this weekend (Sunday) to follow Mark again in his Porsche 944 Turbo S – semi prepared and set-up by ProMAX Motorsport. Andrew S.

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If its in stock on the website, we have it in stock! - 19 August 2010

When you need parts for your Porsche, ProMAX Motorsport can save you money and get the parts to you quickly, without fuss and with the assurance that you will be receiving genuine or Porsche approved OEM parts. We supply many after market parts too and have an extensive range of lubricants and other specialist parts; tools and after market performance equipment. ProMAX Motorsport supply: Service kits, Filters, Engine parts, Brake parts, Clutch kits, Hoses, Radiators, Wheels, Tyres, Trim parts, Exhausts, Transmission, Suspension, Dampers, Upgrades and more.

Most parts are available from stock with the majority of other parts being available within 24 hours. The ProMAX Motorsport website lists nearly 3,000 different parts, kits and accessories; most Porsche parts can be located by Porsche part number (just click on 'Search' and tick the 'Search in Descriptions' check box).

We offer a number of delivery options including Royal Mail Special Delivery, TNT and other specialised carrier services. Delivery is available to most parts of the globe and you can also collect parts – in fact, we’ll do whatever we can to help you get the parts you need cost effectively and with maximum convenience. Just contact ProMAX Motorsport parts – details on the contact page.

If you’re embarking on a major project with your car, you can save money by planning ahead. Work out what you need and we can almost certainly provide you with a volume discount depending on the value and quantity of your order. Our returns and warranty policies ensure you swift replacement in the unlikely event that something does not work out as intended (terms and conditions apply).

No matter what Porsche model you drive, whether it be an early air cooled 911 or a later 911 turbo or Boxster – we can supply parts for all these vehicles quickly and often at a very competitive price giving you even better value from ProMAX Motorsport!

Remember, the website is linked to our in house parts system and updated daily, hence if it says its in stock on the website – its in stock and physically on the shelf in our parts store. Items showing as out of stock can be ordered and obtained the next working day if required. Andrew S.

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Performance Engine Oil - 30 July 2010

With ProMAX Motorsport’s introduction of the latest approved oil for late model Porsche cars from Mobil (namely Mobil 1 New Life 0W-40); I thought some further information about synthetic engine oils would be useful as well as some further details about our very advanced Royal Purple lubricant products which we have been supplying since 2004.

Modern cars have different engine oil requirements than older cars. This is especially so with Porsche, as (on later cars) the tolerances between internal engine components is so small, that special oils are needed to ensure correct lubrication. However, these oils go so much further than just lubrication. Modern synthetic oils consist of chemical compounds which are artificially made (synthesized) using chemically modified petroleum components rather than whole crude oil. Synthetic oils are used as a substitute for lubricant refined from petroleum when operating in extremes of temperature, because they generally provide superior mechanical and chemical properties than those found in traditional mineral oils. So, when applied to automotive engines, synthetic oils, clean protect, last longer and reduce fuel consumption as well as lubricate.

Both Mobil 1 New Life and Royal Purple are highly developed and advanced synthetic oils. ProMAX Motorsport offer both brands (in differing viscosities and grades) across the full Porsche model range.

The benefits of synthetic oil can be summarised as follows:

  • Measurably better low and high temperature viscosity performance
  • Better chemical & shear stability
  • Decreased evaporative loss
  • Resistance to oxidation, thermal breakdown and oil sludge problems
  • Extended drain intervals with the environmental benefit of less oil waste.
  • Improved fuel economy in certain engine configurations.
  • Better lubrication on cold starts
  • Longer engine life

Royal Purple Motor Oil delivers superior protection and improves performance when used in Porsche engines. It increases horsepower and torque, saves fuels and reduces heat, wear and emissions. It has unsurpassed oxidation stability that allows for extended oil drains and fewer oil changes, which saves you time and money and reduces the impact on the environment. Check out the video below to see how Royal Purple can really make a difference to your Porsche. Andrew S.

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Silverstone Track Evening - Jul 19 2010 - 21 July 2010

On Monday, I joined a number of other members of the Porsche Club GB forum at another of Goldtrack’s excellent Silverstone track evenings. This time we were using the Silverstone Bridge GP circuit (same as the old GP circuit but with the Historic fast Vale left hander instead of the tight 90 degree one on the Arena GP circuit).

There was the usual fascinating variety of cars including 4 or 5 x 944 models, 2 x 968 models and numerous 911s and GT3 models (including 997 GT3 RS). I was in the trusty Monaro CV8 (5.7 L V8) which managed to work it’s way through what was left of the Yoko A048 tyres, rear pads and some of the diff oil also (when it gets hot on the Monaro – it ends up on the rear tyres and does a good impression of a detonated engine, as much of the oil burns on the exhaust). Other than that, CV8 was very good - especially through the fast turns.

The next Goldtrack evening is August 11th 2010 (Silverstone Arena GP), hence I will be there again in the CV8. Hope to see some of you there. Andrew S

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Early Boxster vs 944 - Which would you choose? - 07 July 2010

With values of the early Boxster dropping to less than £5,000; the 2.5 model from 1997 to 1999 represents an excellent buy. The ‘S’ model with the 3.2 litre engine can be found for as little as £8,000 too. Early 986 Boxsters are now similar money to the 944S2 and 944 Turbo models with Cabrio versions of either costing a little more. The 968 still fetches a higher premium, but how do these different models really compare?

In the workshop we see lots of Boxsters. They are a very popular car and on the whole offer good performance with good reliability. As most are at least 10 years newer than the older generation 944/968 – how do these very different cars compare from a performance and durability perspective?

A few years back, I had a Boxster 3.2S. It was an excellent handling car and very enjoyable to own. I’ve also had quite a few 944 models (including Lux, Turbo and S2 Cabrio) and have driven a few 968 models. Both cars have similar performance and similar running costs (apart from the 944 Turbo – which is still in a different performance league). Corrosion is the big concern for 944 models that are now all reaching 20+ years of age. Despite being fully hot dip galvanised when built, many are suffering the ill effects of corrosion (sills, wings, rear wheel arches and fuel pipes) – but, if cared for seem to stand the test of time very well. The Boxster is a little more challenging when it comes to major engine surgery, but also suffers corrosion in many areas (mainly components rather than external bodywork). Hence, it’s interesting how comparable the two cars are. What would you choose on a £5k Porsche budget? Andrew S

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Height Adjustable Suspension for the 993 Turbo S - Sound dull? Read on.... - 25 June 2010

Based on the title it sounds a bit dull, as a lot of cars already have this feature! But this is different!

A customer of ours has a very nice 993 Turbo S – one of the rarest models of the Turbo series. These were all built by the Porsche Exclusive department and have some different equipment and features. This car has a lot of carbon trim on the inside, rear wing intakes similar to 996 Turbo, Carrera RS suspension, different rear spoiler to name but a few.

Our customer had a very specific requirement. He wanted to get over slow down ramps without hitting the floor, but also keep the car low and thus retain its iconic handling.

The solution was to fit the KW variant three kit with the HLS – Hydraulic Lift System. The only problem was that it needed to be a totally reversible fit, because the car is valuable and holes cut in the body etc would de value it. The kit works by having a hydraulically controlled spring platform, thus raising and lowering via a hydraulic pump and reservoir situated under the bonnet in the spare wheel well. It gives around 25mm of lift when the button (or remote) is pressed.

With some careful routing of wires and pipes, no holes were cut and the install can be totally removed without trace if required.

The end result is a nice handling car, which is as you would expect with the KW kits. There is a short video on our facebook page, but you have to concentrate to see it happening, as it’s very smooth. Just search for ProMAX Motorsport on facebook!

The lift system is available to fit most KW kits, and can be retrofitted to existing KW kits. Drop us a line if you want one! Andy Everett

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A V8 that's not a 928 - 23 June 2010

Now that England are through to the final sixteen, we can all breath a sigh of relief! I also can focus my thoughts back onto the 924 GT shell that is still residing in the storage unit (which actually started life as a humble 924 Lux from 1981!). There it remains; waiting patiently to be turned into a purpose built track car!

The original design brief was 1000kg total dry weight, 300 bhp, track use only with a passenger seat. The possibility of installing a 425bhp 6.0 L LS2 V8 is still hovering about the workshop (the concept having been proved by installing into a scrap 944 Turbo last year). Suspension would be KW Clubsport (or Variant 3) with 928GTS front brakes, 944 Turbo running gear and ultra light billet aluminium 3 piece wheels and slick tyres. Some nice carbon Kevlar doors & bonnet should help us reach the target weight of 1000kg. All the V8 integration components are ready; it’s just a matter of finding some time to put everything together.

Talking of track days, there is another of Goldtrack’s very well run (and good value for money) Silverstone track evenings on July 19th. This time it’s on the Historic GP circuit. A number of PCGB 944 Register / Forum members will be attending and there are always a predominant number of Porsche models in action on Goldtrack days! I’ll be there in another kind of V8 – the Monaro CV8 (that’s a sleek black Australian coupe for anyone that is not sure).

Lets hope England continue today's much improved form through the knockout stages. Andrew S

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Cheap HP for the 944 Turbo - 15 June 2010

An interesting thread was started on the PCGB Forum recently concerning the tuning of the 944 models. Whilst it was suggested that the 944 Turbo can be quickly and easily tuned with some eBay sourced chips, some Wastegate shims and a boost valve; the general consensus was that tuning a car (not just a 944 Turbo) sometimes requires a little more up front investment to deliver the best value in the longer term.

The manufacturer (in this case Porsche), makes a considerable investment into ensuring the car can reliably deliver the quoted power output in such a way that the car is user friendly, reasonable on fuel and will not out perform any other more expensive models in its range (that are marketed as having higher performance). This usually means that (especially on Turbo cars) there is some margin for performance enhancement.

The 944 Turbo 250bhp model is a very popular choice for those wanting to achieve a 300bhp sports car without compromising reliability and without making a sizeable investment in after market tuning products (compared to the value and/or purchase price of the car).

Whilst the suggestion made in the first paragraph could be applied for little more than £200 (assuming DIY fitment) – that comparatively little investment could seem insignificant compared to the cost of a blown head gasket or, worse still, a melted piston (through the AFR being too lean and/or detonation occurring). It may achieve 300bhp – but it is unlikely to do so without compromising the operating parameters of the engine – the results of which can be avoided with a more considered approach.

Poor tuning can result in catastrophic engine damage. It is always wise to consider a sensible and proven approach to reliably achieve your objectives. The most popular kit we sell to reliably achieve 300bhp (+/- 10bhp) is the ProMAX Level 2 kit. Using this kit will deliver the power enhancements reliably ensuring that your engine will not be compromised (as in the opening example) and will continue to operate with a safe AFR (Air Fuel Ratio) and no detonation. Taking the same approach with other components (that do a similar job) will work also. If you have your Level 2 kit fitted by ProMAX Motorsport you can also be sure that everything is 100% correct with your car (compression, fluid & coolant levels and electronics). We also recommend a pressure test for the turbo boost circuit to make sure that none of your valuable boost pressure will be leaked when running the Level 2 kit.

So what about AFR and detonation? Why do these things matter? AFR (Air Fuel Ratio) is important because if the AFR is incorrect, it will result in either: poor performance, excessive fuel consumption or possible engine damage. The optimum AFR for petrol is 14.7:1. The AFR will vary from this under certain conditions and it may be desirable to have a richer AFR (a lower value) under hard acceleration (especially with forced induction). Optimum AFR is where the fuel / air mixture burns almost completely with no residue or other remaining reactants (air & fuel). The optimum burn ratio is called the stoichiometric ratio. The AFR for Methanol (as a comparative example) is 6.4:1.

Detonation (also called knocking) occurs when combustion of the air/fuel mixture in the cylinder starts off correctly in response to ignition by the spark plug, but one or more pockets of air/fuel mixture explode outside the envelope of the normal combustion front. The fuel-air charge is meant to be ignited by the spark plug only, and at a precise time in the piston's stroke cycle (contrast this with Pre-Ignition which is where the combustion starts before the spark plug fires). The peak of the combustion process no longer occurs at the optimum moment for the four-stroke cycle. The shock wave creates the characteristic metallic "pinging" sound, and cylinder pressure increases dramatically. Effects of engine knocking range from inconsequential to completely destructive. This is why a knock monitor can be very useful and is also why most turbocharged engines have knock sensors to instruct the ECU to retard ignition and suppress boost (where so controlled) when detonation conditions are detected.

The tuning approach for turbocharged cars is very specialized and careful consideration must always be given to cooling, air ingestion and the release of exhaust gases. As the boost increases; these aspects become more of a challenge and I’ll discuss these in a future blog. Andrew S

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Facebook Page - 15 June 2010
Find us on Facebook by looking for ProMAX Motorsport or by clicking the link!
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