It’s here!

We want to first start off with thanking a few people involved.

Erik Niehof, and the staff of Porsche of the Mainline in Newtown Square, PA., have now helped us with our third Porsche. We could not have been more pleased with the deal and service that we received from them. Regardless of where you live, please keep them in mind on the purchase of your next car. Erik has sold and shipped cars all over the U.S., so geography is not an issue.

Next we want to thank Garrett and Andrew from G.I.A.C. The timing is perfect as they have been working on the programming and Flashloader technology for a few weeks now. Dyno testing is being done as I type this.

Now for the good stuff...

So as with all new cars the first thing that needed to be done was some baseline dyno pulls on our Mustang AWD chassis dyno. For comparisons sake, this is what other Turbo models have done stock on our dyno.

(Horsepower To The Wheels)
996TT 6speed Non-X50: 355hp / 366tq
997TT 6speed in stock boost mode: 440hp / 401tq
997TT 6speed in overboost mode: 440hp / 432tq
997TT GT2: 487hp / 436tq (2wd car)

We have preached this for years, but I will say it again. Proper cooling is critical when dynoing a modern Porsche. They are terribly sensitive to even the most minor change in temperature. This car is no different!

So with proper fan set placement we then use a variety of scan tools to monitor engine performance. We have a proprietary scan tool that was written by G.I.A.C. along with a Porsche PIWIS Tester and Durametric software.

Data points that we are most interested in include:
Timing
Timing Correction
Injector Duty Cycle
Lambda
Boost
Exhaust Gas Temp.
Vane Duty Cycle
Fuel Pressure
Intake Air Temp.
Oil Temp.
Coolant Temp.
Throttle Position

Here is the dyno plot and boost plot of our new 997.2 TT.

Stock VS. Prototype Software





Video of a dyno run:

<EMBED height=344 type=application/x-shockwave-flash width=425 src=http://www.youtube.com/v/KDgoLN_yg6g&hl=en&fs=1 allowfullscreen="true" allowscriptaccess="always"></EMBED>

Once we have our baseline dyno runs out of the way, we then will hook up our laptop with the G.I.A.C. Serial Suite and download the factory program direct from the DME.

With this proprietary reader from G.I.A.C. there is no need to ever open the ECU. Uploads and downloads are never an issue with this method. We have also been asked if this method of downloading and flashing will alter the DME’s internal flash counter. The answer is no. Reason being is because G.I.A.C. uses their own tool they wrote themselves for recalibration. That has allowed them retain the original flash counter value. Plus OBD2 port flashing is just plain easier.

Here is a picture of the uploading of the new software. Downloading look is identical.



Once the program has been downloaded it gets emailed to G.I.A.C. for their recalibration. Once done it is sent back to us via email and then uploaded in the car.

Here are few special features already now available from G.I.A.C. for the 997.2 TT.

-OBD2 Port Flashing

-Four Unique Programs that can be switched with the G.I.A.C. Flashloader
1. Pump Gas Performance Mode (for 91-93 octane)
2. Stock Performance Mode (for trips to the dealer)
3. Race Gas Mode (higher timing for additional power)
4. Valet Mode (very low power if an attendant is driving the car)

-Two different redline settings

-Sharper throttle response

For those of you unfamiliar with the G.I.A.C. Flashloader and how it works, please watch this video:
http://awe-tuning.com/media/multimed...lashloader.wmv

Another benefit of our partnership with G.I.A.C. often missed is the fact that they are out West and we are out East. You may be wondering why this could be important. The answer to that is fuel.

With G.I.A.C. being in SoCal, the best at the pump they can buy is 91. This will allow them to find the performance floor if you will. They know what they can get with the least amount of octane.

Now with us being here on the East Coast we can find 93 and sometimes 94 at the pump. This allows them (G.I.A.C.) to find the ceiling with the increased octane. Many of our competitors have to guess or come up with some type of homemade blend of fuel to find the correct timing since 93 is not available to them.

So there you have it. The ball is in motion...

Next up will be exhaust development that is handled all in house by our team of Mechanical Engineers and Master Fabricators.

Stay tuned.

If you have any specific question, please email me directly.

Mike@AWE-Tuning.com

 

very nice, the car looks great.....but no PDK???

 

Mike almost all the 997tt dynos show gen 1 and 2 cars having a slight power spike at 5600 rpms. Any idea of what this is?

 

Car looks great guys! Big thanks for assisting us in our alpha software testing phase.

FYI, they are testing mild baseline file that we are using to collect Exhaust Gas Temperature and Intake Air Temperatures. We will continue testing more aggressive files with AWE and monitor these parameters closely to ensure the VTG turbos are kept at a safe temperature in all of the modes that we offer. It will be even more interesting when AWE begins adding hardware!

 

so we can expect more than 21whp gain?

i mean, i thought the 997.2TT tuning limits were low, but come on

 

on the gen 1 the tune alone (no exhaust) was good for 30-ish HP in stock boost mode. I would guess than once they add a low restriction exhaust there should be more significant gains. Durability is the only question

 

If you read the bottom of the dyno plot it states that it is prototype software.

You don't just come out of the gate and throw everything you have at it!

 

Great work guys.

Why does the boost drop off so much from 3000 - 3800rpm?

 

nice

 

Yes, very interesting, and a great question.

The ECU uses torque as its figure for control. Meaning it has a set torque target and will regulate whatever variable it needs to to hit that.

So for instance, if at a given RPM, the ECU wants 100 lb/ft of torque, it regulate whatever it needs to in order to hit that. These variables can be amongst other things, boost, timing, and cam timing.

So what you are seeing is just regulation to attain the desired output level.

Hope that helps!

 

****UPDATE #2***

WOW.

So G.I.A.C. has been chipping away at the programming. We are sitting comfortably at +53 AWHP and +37 AWTQ!

At this power level we are running close to some limits of the fueling system, though this is a very safe tune. We are monitoring many, many engine parameters via G.I.A.C.'s proprietary scan tool and also with our PIWIS and dyno tools.

Again, we look at things like air/fuel, EGTs, knock, ignition advance, boost, etc.

Impressed? Well it gets better...

Also finished are a unique stock and valet program all switchable with the G.I.A.C. Flashloader Device. The stock program is nice for trips to the dealer when you want all stock power levels. The valet program is nice for when you have to hand over the keys to someone else.

Currently being finalized is the unique race gas program that also can be switched using the G.I.A.C. Flashloader. Updates to follow.

 

Mike is this with or without exhaust?

 

Amazing numbers! Curious as to why you opted for the 6speed tranny? Would certainly be my choice but I would venture a guess that it will not be for the majority of new .2 owners.

BTW, is the clutch still mushy as on the .1?

 

All stock exhaust.

The plan was to do software first followed by exhaust and intercooler mods.

Stay tuned!

 

Wow Mike! Impressive numbers in stock trim- looking forward to flashing these Can't wait to see how your new exhaust does with the flash as well.