Whether or not you like the orange hue and bespoke 718 decals that MTM chose for their 718 Boxster S demo car there is no doubt that the distinctive 20-inch MTM Bimoto forged alloys and 25mm lower ride height give Porsche’s mid-engined roadster a beefier, more purposeful stance.
For those who are not familiar with MTM, these symmetrical initials stand for Motoren-Technik-Mayer, one of Germany’s most respected Audi tuners. With Bentley, Lamborghini, and now Porsche under the VW Group umbrella, MTM has expanded its tuning remit to the most popular models of these marques.
With forced aspiration comes the possibility of extracting a decent power and torque bump for comparatively lower cost through ECU remapping, with even more on tap if exhaust backpressure can also be reduced. With this in mind, MTM offers two stages of tune for the 350hp 718 Boxster S, lifting power to 382 and 402hp respectively.
The 718 Boxster S is no slouch out of the box, and its 350hp at 6,500rpm, and 420Nm of torque from 1,900-4,500rpm are pretty decent numbers that push the PDK version of this pretty roadster to 100km/h in a rapid 4.4 seconds.
The Stage 1 MTM conversion employs their Cantronic Generation II piggyback ECU module, which alters the fuel, spark and boost maps for optimum performance under full load. Output is increased to 382hp at 6,500rpm, underpinned by 470Nm of torque from 2,800 to 5,500rpm. While torque plateaus higher up the rev band, the fatter curve ensuring no loss of low-end tractability.
This power and torque bump produces real gains against the stopwatch, with the 0-100km/h sprint significantly reduced to 4.0 seconds And if you live near an autobahn the recalibration of the electronic speed limiter that is part and parcel of the remap sees top speed rise from 285km/h to 297km/h. The only constraint of this conversion is the mandatory 98 Octane Super Plus required to support the more aggressive ignition mapping and higher boost pressure. While you can use 95 Octane fuel in an emergency MTM says output is noticeably knocked back, and recommends only part throttle operation.
Forced aspirated engines benefit far more from reductions in exhaust gas back-pressure than naturally-aspirated ones, and MTM’s Stage 2 conversion takes aim at this to really open up the full potential of Porsche’s turbocharged 2.5 litre boxer four.
Spent gases escape more easily via a pair of bespoke larger diameter exhaust downpipes and a 200-cell metal catalytic convertor. This is joined to a stainless steel free-flow silencer with 90mm pipework, feeding two central 89mm outlet pipes whose covers that can be ordered in polished stainless steel, black ceramic, or carbon-fibre finish. The Cantronic Gen II ECU is suitably mapped to make full use of these mechanical upgrades.
The big numbers are 402hp at 6,600rpm, accompanied by a healthy 490Nm of torque from 2,800 to 5,500rpm. The 0-100km/h sprint tumbles further to just 3.8 seconds, with 200km/h coming up in 13.8 seconds The top speed remains at 297km/h because of overall gearing.
“This engine has a lot of tuning potential,” says Roland, “but Porsche deliberately restricted its output to position it well below the Carrera and of course extra niche models like the 365hp GTS that was recently released. Our goal is to exploit more of its inherent potential while taking long term reliability and full EU emissions certification into regard, hence the modest 52hp increase over stock.”
MTM’s 9.0J and 11.0J Bimoto ultra-light forged wheels in diamond cut finish are one inch wider than the stock wheels on the S, but suit the stock 245/35ZR20 and 295/30ZR20 Michelin Pilot Sport tyres perfectly. Their slightly lower unsprung weight makes the most of the KW V3 coil-over suspension kit available for cars with and without the PASM system fitted to the MTM car.