You will feel the gane,it's for sure your performance will impruve.

 

If you'll read what I wrote again you'll notice that I said it does affect power output.[/quote]

Oops, my bad!



OP: I would estimate you'll see ~50-70hp of *actual* power increase given similar temperatures. GTgears' 12% agrees to almost exactly what I saw in actual power changes going from ABQ to LA.

 

Learned this from the man himself: Kevin @ UMW only tunes and supports stock turbos or his own, proprietary UMW turbo upgrades. He has a couple turbos he builds, and further offers a few a la carte upgrades for those as well. Fair warning: his tuning seems very reasonable, but the hardware upgrades appear pricey. Might be worth it to some, but expensive nonetheless.

Of note, he doesn't support K24/18g turbos, or Tial Alpha variants. You'd have to go elsewhere for your tuning if you wish to run those turbos (Protomotive or EPL being the most regularly endorsed, from what I gather here).

 

I've noticed on the UMW site they don't do anything with 24/18g setups. Thought they may have just left that off the list. Guess not.
Oh well, not in a hurry. Maybe I'll just see what other tuners are available in the NW region.

Thanks for the info though.

 

Your assumption is correct. SAE corrected numbers for any dyno runs you made up here make it look like you at sea level. The correction artificially inflates the numbers above what you truly make here. SAE correction tries to make an apples to apples comparison for use all over the world anywhere you might dyno the car.

The problem is not only does a Mustang read different than a Dyno-Pack which reads different than a Dyno Dynamics, but the correction factor used by the dyno operator varies widely. Locally, it's common knowledge that Mac Autosports has a much more generous correction factor on their dyno than Boost Creep uses up here in Longmont. Run your car same day, same set up in both facilities and on a vehicle like yours, you'll likely see a 20-30hp difference between the two dyno sheets the above mentioned facilities hand to you.

 

This variation in dynos is the reason why I posted an alternative method to measure and compare performance by using ECU data directly obtained using a Durametric cable. In my opinion this would provide the most accurate measure of performance change going from low altitude to high altitude. Everything is internally calibrated since it utilizes mass air flow, a direct measurement whether you're at sea level or 8000 feet. No correction factors needed.
https://www.6speedonline.com/forums/...der-curve.html

 

The problem there is that stock 996 MAF users will peg the meter at ~1377 kg/s. It works well for 997s and non-stock MAF suers though.

 

What do 996ers do when they upgrade? Wouldn't just a flash and exhaust exceed the maf limit? Does everone swap out the mafs too?