Alright,
K24s are going one first of next week, along with p/p headers, 5 bar fpr, straight pipes, DVs, and BMC air filter.

Right now i'm in a dilemma. The car currently has FVD tuning for my K16s, purchased by the previous owner, but FVD will be charging me for the new files unfortunately - previously I was just going to go with them for tuning, assuming it'd be free.

Alright,
I may still go with them, but i'm on the fence.

If i'm having to pay for new tuning, I might as well see what my other options are.

I need the nastiest, sweetest, most powerful (times/dyno proven) tuning for my setup..

Who do you guys suggest i look into?

 

um.....PROTOMOTIVE , i would also get wastgate actuators , and later on when you get bored with your k24s, which you will quickly id do the oll 18G treatment.

 

Yeah,
Here's the thing....

If I go FVD, and then decide I want to go with 18Gs, they don't do tuning for those - so all the money spent on the tuning will be down the drain.

If I go with Protomotive, EPL, etc., then I can always upgrade to their 18G tune - correct?

Just trying to see what my options are. FVD is still giving me a good deal though, since I already have their programing. But i'd hate to pay for FVD, then later have to pay for someone else's tuning for 18Gs, you know?

Also,
Do you guys think i'll be able to get a flash/tune for like $1200 or less?

 

EPL...you'll get credit towards the 18G tune, which you'll be getting soon...

 

Haha, are you psychic?

 

correct i dont think fvd does 18 g and so on. i would do protomotive . i beleive is tuning is superior to epl .no one knows the dme like Todd k.

 

No matter what make sure and get upgraded wastegates with any K24 flash. This consists of noting more than stiffer springs to help keep the wastegates closed and only open them as the ECU/Boost controller calls for it.

Makes a big difference.

 

Ari,
I worked this out when I got the turbos from Sam on here. He set the wastegate 'rods' to 34mm instead of their stock 30mm position. It puts more "pre-tension" on the springs if I and saying it correctly heh.

It's an easy alternative to buying stiffer wastegate springs, etc. He said it should suffice for my setup for now. Quicker spool, and it'll hold boost better.

 

That's a very bold statement that I will refrain from commenting fully on. Feel free to email me if you would like to discuss.

 

Give me a ring tomorrow if you would like to discuss tuning options!

 

Tony,
I'll give you a shout! Sounds good, I need to do something soon, just weighing my options (price/best deal/ tuning yields, etc) - turbos are going on the car next Tuesday.

My name is Micah, i'll call you early afternoon.

 

I was fortunate enough to have ARD help me set up my wastegate upgrades...and he used a PSI gauge to set each side to open at 8.50 to 8.75 PSI....this was a lot more accurate than a mm setting for each side...especially when you consider that the wastegate rod on the passenger's side is a bit longer than the one on the driver's side. ARD did up a DIY write-up on it...I think it was on Rennlist....but you should take a look at it before you go arbitrarily setting your wastegates with metric settings. They may not open at the same time....or open too soon/too late.

 

indeed it is .. go ahead and comment on here , the board has the right to know on why you apparently think your tune is better ,,,,, hes tuned some of the fastest cars in the world ,some record holding 60- 130's . hes flown to germany to tune cars from big race teams ... where are your big numbers ? and im not tyring to be an *** here either...

 

I went from an k24 with giac to an k24/18g protomotive----difference is night and day

 

We make all our own flashing/data logging in house and do not rely on 3rd party vendors to flash/log our products. Dissembling and writing your own tools is like building an engine. If you’ve never done it before, you don’t know exactly how things come apart and go back together….

We are the first tuner in the Porsche world to incorporating motorsports features such as launch control, flat shifting, gear dependent rev limits and soon to be released, gear dependent boost.. This is because we are not just "tuning maps" we are changing large sections of code in the DME.

We tune using as many of the factory PID loops and strategies as possible. Basically using all functions of the DME, and not just "shutting" things off that stand in our way.

We successfully tuned multiple external wastegate cars using factory boost control and not EBC's that other weren’t able to tune.

I believe we are the only tuner in the 996 world setting proper deadtime and voltage compensation specific for the injectors we use.... Many other tuners 60lb injector files only function at ~55lb because of this.


We understand what happens with the factory knock control at or around 6000 rpm. Im not going to explain this one further, but let’s just say most engine damage due to poor tuning on 996tt’s happens between 6000-7200.

Im fairly sure we have a few of the highest horsepower stock engine 996's in the world at this point....

Im not saying there aren’t other tuners in the market that do at great job. Im just saying it’s a very bold statement to say one is superior to another without knowing all the facts.