More Power With Dundon Motorsports – Porsche GT3RS

The Porsche GT3 RS is a supercar with state of the art engineering in the powertrain department.  It has a naturally aspirated 6 cylinder flat 6 that pumps out an amazing 125 hp per liter.  The 9A1 engine has an 8800 rpm redline and a stratospheric 13:1 compression ratio which it somehow runs with on pump gas, even California’s crappy 91 octane pee water, with the aid of direct injection.

With all of this high tech engineering, getting more power out of the engine is beyond what most aftermarket tuners can pull off.  In our last article, we showcased the Dundon Motorsports headers and exhaust system that we intend to run on our car.  Now that we have our parts, it was time to install and test them.

The Dundon Motorsports headers and exhaust system for the Porsche GT3 RS are tig welded 321 Stainless beauties.

You can read more about the details of the Dundont Motorsports Porsche GT3RS headers  and exhaust system in our previous article. 


To dyno test our GT3RS, we first had to lock our car in Dyno or Roll mode to prevent the sophisticated electronic nannies from freaking out. We had to go to our friends at BBi Autosport to have them put our car in Roll Mode with their PIWIS III Porsche factory scan tool.  Switching to Roll mode took a few minutes.


Next, we took a trip to World Motorsports to use their “Wind Tunnel” dyno.  This is a Mustang AWD chassis dyno in an enclosure capable of 120 mph wind speeds synced to the dyno to simulate actual wind speed.

Since the GT3RS depends on its ram air intake to make power and that the engine is very sensitive to temperature and heat bloom from the front mounted radiators, it was necessary to use the World Motorsports dyno which we feel is the most sophisticated in Southern Califonia.

The GT3 is on its maximum power map when the intake air temp is below 68 degrees. above this, it switches to a lower cylinder pressure map to avoid detonation and looses power. At 78 degrees it switches once again to an even lower pressure map and looses more power.

We dynoed the car on a cool early spring day and were able to keep the intake air temp from exceeding 68 degrees although it started in the 70’s and dropped during the pull.


We also monitored the air-fuel ratio so we could look into doing some ECU tuning later if need be.


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