EVOMSit Live Tuning Videos: A Backstage Pass with SharkWerks
#1
09-23-2010, 09:38 PM
EVOMSit Live Tuning Videos: A Backstage Pass with SharkWerks
We flash many 996TTs, 997TTs, GT3s, Cayennes etc... but what's actually behind it all? Something that we do get asked a lot is what makes us decide to partner with one tuner vs another. The following example is one of many reasons. In this case, it's a naturally aspirated example but many of the same principles still apply. We also think it's something that many of you folks do not get to see so here's a "behind the scenes" look at tuning our 3.9L 996GT3.
After a few hundred miles of break-in James put the final touches on the car, we made the decision to leave to Arizona (a 12+ hour drive through Los Angeles) around 9 PM. Driving that kind of distance through the desert, in the summer, with a freshly assembled motor would normally be a little unnerving, but we knew with James' attention to detail that we were in good shape.
Todd from EVOMSit sent us a base file (since this was the first 3.9L 996 GT3 and had modified camshafts / race exhaust etc.) and we crossed our fingers as James turned the key - but the car started up beautifully and idled great.
http://www.youtube.com/watch?v=tVxUbgFx5Hw
The hours flew by (who doesn't enjoy driving a GT3?) and before we knew it, we were through LA. Nothing stopped us on our trip, but we did find things we did not like about a base tune that would require Todd's fine tuning and dyno time. Nothing beats one-on-one time with Todd for this kind of driveabilty. So en route we made mental notes - a weird low-throttle hesitation here, a flat spot in the power curve there.
In particular, the most noticeable problems with a non-custom tune were at low to mid throttle - sadly where most of a freeway drive is spent. The car would buck a bit when holding speed up hills or gently accelerating (even though it ran decent at wide open throttle). Todd said to keep track of all the imperfections so we could address them one at a time and create a tuned car that ran as good or better than stock.
And soon we were greeted by Arizona sunshine.
When we reached EVOMS headquarters in Scottsdale, we immediately strapped the GT3 down and got to work.
EVOMS has their tools and SharkWerks has ours:
A baseline pull showed a good increase in torque over a stock 996 GT3 and plenty more topend power, but it was clear that Todd could squeeze more out of her. He set up his emulator, so that he could make realtime changes without removing the ECU from the car, and focused on one part of the power curve at a time. Todd logged the changes and constantly watched to see what was happening at different RPMs.
Todd installed two eproms into our ECU as well so that we had a true "dual-mode" if you will. One full map for 91 octane and one for 93 octane that we can switch between (more on this later):
If there was a dent in the power curve (even if it also existed on a stock 996 GT3 as can be seen in the dyno baseline graph below), Todd would make a few changes and run another dyno, and again until he eliminated it.
The dyno did not have a chance to rest for several days nor did James' new 3.9L motor. We must have made 200+ wide open throttle pulls throughout the week in 108F degree heat, each time to squeeze a tiny bit more of out the car or eliminate a potential safety issue. Todd would have us watch the logs while he watched the emulator, and we would tell him "Right now!" when a certain undesired event happened so he could pinpoint the cause.
This video below shows a brief look into the Matrix of Porsche tuning (take the red pill obviously). With the emulator installed on to our car's ECU we were able to make "on-the-fly" changes and perform precision tuning.
http://www.youtube.com/watch?v=JJw8QFp3fVI
If you watch this second video below you can also see us doing a dyno run with the emulator hooked up so that we could then see the EVOMSit changes in action to verify what areas of specific maps were being used (cuts out any guesswork). There are obviously certain targets/calls that one wants to achieve but it really does take a lot of time, effort and energy but the end results were worth it.
http://www.youtube.com/watch?v=1G5mx0Tym7A
Dan's Take 1:
"Obsessed" is the word I would use to describe Todd's commitment to creating a perfect file and I have never seen such attention to detail from a tuner before. He simply would not let us leave without a perfect running car.
A fuzzy picture showing the EVOMS lobby, where we spent next 3 days eating take-out food and dynoing the GT3:
When you're tuning until the wee hours of the night you need a 24 hour place...
And then back on the dyno (here's a clip of how she sounds with our race/track exhaust):
http://www.youtube.com/watch?v=hTnQM4vSLMU
Dan's Take 2:
By the end of the trip, the car had picked up an additional 25 HP from its baseline tune file, 30 ft/lb torque, and had a much smoother useable powerband. The biggest noticeable difference vs a stock 6GT3 is in the initial low-end grunt. The change in tq (look at the graphs) almost give it a V8-like response.
When we finally left the Phoenix area late Thursday night, I had the pleasure of driving the first round. As I merged onto the freeway near EVOMS, and "gently" brought the car up to cruising speed, it was obvious that Todd's ~50-hours of tuning were not at all wasted.
The GT3 was so smooth now, incredibly responsive to even the slightest throttle inputs. As smooth as stock? Smoother even perhaps. Look at the dyno and you can see how it looks at wide open throttle, but the real magic was performed in the low load and mid throttle. We were very happy indeed...
It even got slightly better mileage thanks to his light-load level adjustments.
Todd wanted to create a file that is 100% ready, that anyone would be happy with both in a daily driver or a track-only race car. And after a couple trips to Arizona and back we're confident this 996 GT3 could be driven by anyone. Some 6,000 miles later she's a happy camper!
After a few hundred miles of break-in James put the final touches on the car, we made the decision to leave to Arizona (a 12+ hour drive through Los Angeles) around 9 PM. Driving that kind of distance through the desert, in the summer, with a freshly assembled motor would normally be a little unnerving, but we knew with James' attention to detail that we were in good shape.
Todd from EVOMSit sent us a base file (since this was the first 3.9L 996 GT3 and had modified camshafts / race exhaust etc.) and we crossed our fingers as James turned the key - but the car started up beautifully and idled great.
http://www.youtube.com/watch?v=tVxUbgFx5Hw
The hours flew by (who doesn't enjoy driving a GT3?) and before we knew it, we were through LA. Nothing stopped us on our trip, but we did find things we did not like about a base tune that would require Todd's fine tuning and dyno time. Nothing beats one-on-one time with Todd for this kind of driveabilty. So en route we made mental notes - a weird low-throttle hesitation here, a flat spot in the power curve there.
In particular, the most noticeable problems with a non-custom tune were at low to mid throttle - sadly where most of a freeway drive is spent. The car would buck a bit when holding speed up hills or gently accelerating (even though it ran decent at wide open throttle). Todd said to keep track of all the imperfections so we could address them one at a time and create a tuned car that ran as good or better than stock.
And soon we were greeted by Arizona sunshine.
When we reached EVOMS headquarters in Scottsdale, we immediately strapped the GT3 down and got to work.
EVOMS has their tools and SharkWerks has ours:
A baseline pull showed a good increase in torque over a stock 996 GT3 and plenty more topend power, but it was clear that Todd could squeeze more out of her. He set up his emulator, so that he could make realtime changes without removing the ECU from the car, and focused on one part of the power curve at a time. Todd logged the changes and constantly watched to see what was happening at different RPMs.
Todd installed two eproms into our ECU as well so that we had a true "dual-mode" if you will. One full map for 91 octane and one for 93 octane that we can switch between (more on this later):
If there was a dent in the power curve (even if it also existed on a stock 996 GT3 as can be seen in the dyno baseline graph below), Todd would make a few changes and run another dyno, and again until he eliminated it.
The dyno did not have a chance to rest for several days nor did James' new 3.9L motor. We must have made 200+ wide open throttle pulls throughout the week in 108F degree heat, each time to squeeze a tiny bit more of out the car or eliminate a potential safety issue. Todd would have us watch the logs while he watched the emulator, and we would tell him "Right now!" when a certain undesired event happened so he could pinpoint the cause.
This video below shows a brief look into the Matrix of Porsche tuning (take the red pill obviously). With the emulator installed on to our car's ECU we were able to make "on-the-fly" changes and perform precision tuning.
http://www.youtube.com/watch?v=JJw8QFp3fVI
If you watch this second video below you can also see us doing a dyno run with the emulator hooked up so that we could then see the EVOMSit changes in action to verify what areas of specific maps were being used (cuts out any guesswork). There are obviously certain targets/calls that one wants to achieve but it really does take a lot of time, effort and energy but the end results were worth it.
http://www.youtube.com/watch?v=1G5mx0Tym7A
Dan's Take 1:
"Obsessed" is the word I would use to describe Todd's commitment to creating a perfect file and I have never seen such attention to detail from a tuner before. He simply would not let us leave without a perfect running car.
A fuzzy picture showing the EVOMS lobby, where we spent next 3 days eating take-out food and dynoing the GT3:
When you're tuning until the wee hours of the night you need a 24 hour place...
And then back on the dyno (here's a clip of how she sounds with our race/track exhaust):
http://www.youtube.com/watch?v=hTnQM4vSLMU
Dan's Take 2:
By the end of the trip, the car had picked up an additional 25 HP from its baseline tune file, 30 ft/lb torque, and had a much smoother useable powerband. The biggest noticeable difference vs a stock 6GT3 is in the initial low-end grunt. The change in tq (look at the graphs) almost give it a V8-like response.
When we finally left the Phoenix area late Thursday night, I had the pleasure of driving the first round. As I merged onto the freeway near EVOMS, and "gently" brought the car up to cruising speed, it was obvious that Todd's ~50-hours of tuning were not at all wasted.
The GT3 was so smooth now, incredibly responsive to even the slightest throttle inputs. As smooth as stock? Smoother even perhaps. Look at the dyno and you can see how it looks at wide open throttle, but the real magic was performed in the low load and mid throttle. We were very happy indeed...
It even got slightly better mileage thanks to his light-load level adjustments.
Todd wanted to create a file that is 100% ready, that anyone would be happy with both in a daily driver or a track-only race car. And after a couple trips to Arizona and back we're confident this 996 GT3 could be driven by anyone. Some 6,000 miles later she's a happy camper!
Last edited by sharkster; 09-23-2010 at 11:08 PM.
#2
09-23-2010, 11:12 PM
Wow Alex, very impressive and insightful. Thanks for the write up and video's, it shows how dedicated you guys are at Sharkwerks. Todd really knows his stuff and it seems that 3.9 is going to have a very happy life... and owner ;-).
I really need to get over to the new shop one of these days and hear some of these beauties in person.
I really need to get over to the new shop one of these days and hear some of these beauties in person.
#3
09-24-2010, 08:58 AM
Thanks for the insight Alex.
Is there enough performance variability from car to car (with the same engine type) that a custom tune would yield greater results in some cars - or would an EVOMSIT 'off the self' file garner closely matched results in all flashed cars of the same type and engine?
Also, I would imagine that most people making the effort to put race gas in their car would at least run a 50/50 mix - say 91/100 here in CA. - resulting with a higher octane mix than 93. Is the 93 file used because it achieves almost all the power that can be gained, while costing less because one doesn't have to use as much race gas?
Is there enough performance variability from car to car (with the same engine type) that a custom tune would yield greater results in some cars - or would an EVOMSIT 'off the self' file garner closely matched results in all flashed cars of the same type and engine?
Also, I would imagine that most people making the effort to put race gas in their car would at least run a 50/50 mix - say 91/100 here in CA. - resulting with a higher octane mix than 93. Is the 93 file used because it achieves almost all the power that can be gained, while costing less because one doesn't have to use as much race gas?
#4
09-24-2010, 10:45 AM
Wow Alex, very impressive and insightful. Thanks for the write up and video's, it shows how dedicated you guys are at Sharkwerks. Todd really knows his stuff and it seems that 3.9 is going to have a very happy life... and owner ;-).
I really need to get over to the new shop one of these days and hear some of these beauties in person.
I really need to get over to the new shop one of these days and hear some of these beauties in person.
I forgot to have you come in when Todd was here so that we could twist his arm for some software for you:PCome by any time though!
Thanks for the insight Alex.
Is there enough performance variability from car to car (with the same engine type) that a custom tune would yield greater results in some cars - or would an EVOMSIT 'off the self' file garner closely matched results in all flashed cars of the same type and engine?
Also, I would imagine that most people making the effort to put race gas in their car would at least run a 50/50 mix - say 91/100 here in CA. - resulting with a higher octane mix than 93. Is the 93 file used because it achieves almost all the power that can be gained, while costing less because one doesn't have to use as much race gas?
Is there enough performance variability from car to car (with the same engine type) that a custom tune would yield greater results in some cars - or would an EVOMSIT 'off the self' file garner closely matched results in all flashed cars of the same type and engine?
Also, I would imagine that most people making the effort to put race gas in their car would at least run a 50/50 mix - say 91/100 here in CA. - resulting with a higher octane mix than 93. Is the 93 file used because it achieves almost all the power that can be gained, while costing less because one doesn't have to use as much race gas?
Correct assumption. This car really does like 93 more than 91 with the higher compression but it doesn't benefit much beyond that mixture
#5
09-24-2010, 09:47 PM
Love the license plate Alex!!
Well done on this car. The 3.9 must be a blast to drive [and to listen to].
Well done on this car. The 3.9 must be a blast to drive [and to listen to].
#6
09-25-2010, 01:05 PM
Only the hardcore guys understand the plate. Most people behind me in traffic probably think I'm sexist or something
#7
09-26-2010, 05:45 PM
Very cool write up Alex, THANK YOU!!!! I actually dont remember you or Dan taking any videos when you were there Tuning cars like the 3.9L is really fun and challenging at the same time. 90% of the project goes pretty quick and the rest takes days to nail. Thanks for your patience and putting up with me for the 20 hours a day we spent during your visit. 
Tuning cars like the 3.9L is really fun and challenging at the same time. 90% of the project goes pretty quick and the rest takes days to nail. Thanks for your patience and putting up with me for the 20 hours a day we spent during your visit.
__________________
Evolution MotorSports | www.evoms.com
EVOMSit - intelligent tuning |www.evomsit.com
P: 480.317.9911
F: 480.317.9901
E: info@evoms.com
Home of the Worlds Fastest 997TT Porsche(s)
997TT Standing Mile = 234.6 MPH
997TT Standing 1/2 Mile = 217.09 MPH
Fastest 1/4 Mile = 9.29 @ 172.7 MPH
60-130 MPH Time = 3.28 Seconds
Evolution MotorSports | www.evoms.com
EVOMSit - intelligent tuning |www.evomsit.com
P: 480.317.9911
F: 480.317.9901
E: info@evoms.com
Home of the Worlds Fastest 997TT Porsche(s)
997TT Standing Mile = 234.6 MPH
997TT Standing 1/2 Mile = 217.09 MPH
Fastest 1/4 Mile = 9.29 @ 172.7 MPH
60-130 MPH Time = 3.28 Seconds
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#9
09-27-2010, 03:08 PM
Very cool write up Alex, THANK YOU!!!! I actually dont remember you or Dan taking any videos when you were there Tuning cars like the 3.9L is really fun and challenging at the same time. 90% of the project goes pretty quick and the rest takes days to nail. Thanks for your patience and putting up with me for the 20 hours a day we spent during your visit.
Tuning cars like the 3.9L is really fun and challenging at the same time. 90% of the project goes pretty quick and the rest takes days to nail. Thanks for your patience and putting up with me for the 20 hours a day we spent during your visit. 
Darn convicts got it wrong with the spacing though! They're paying the sing sing guys too much
#10
09-27-2010, 03:49 PM
Nice write up Alex.... would think that these 3.9l conversions make a lot of sense on 996's given their low base price now.... perfect way to get a track toy with the power to take on the latest gen2 cars at much lower all in cost.
Still waiting for you to come visit us in England.... though you may wanna pass till we get through the rainy season now !!
Still waiting for you to come visit us in England.... though you may wanna pass till we get through the rainy season now !!
#11
09-27-2010, 11:15 PM
Sharky,
This has got to be one of the coolest threads I've had the pleasure to read. Thank you for sharing that.
It is always such a great pleasure to see people trying to do something and they take the time and have the skill to do it right.
Hat's off to everyone involved.
This has got to be one of the coolest threads I've had the pleasure to read. Thank you for sharing that.
It is always such a great pleasure to see people trying to do something and they take the time and have the skill to do it right.
Hat's off to everyone involved.
#12
09-27-2010, 11:19 PM
AWESOME PLATE.. LOVE IT!!! As always Sharky and Todd take pride in what they do.. There are some people who sell SKU #'s and some that sell you what you actually need.. These guys are always on top of their game.. Nice Work..
#13
09-28-2010, 10:03 AM
Sharky,
This has got to be one of the coolest threads I've had the pleasure to read. Thank you for sharing that.
It is always such a great pleasure to see people trying to do something and they take the time and have the skill to do it right.
Hat's off to everyone involved.
This has got to be one of the coolest threads I've had the pleasure to read. Thank you for sharing that.
It is always such a great pleasure to see people trying to do something and they take the time and have the skill to do it right.
Hat's off to everyone involved.
Nice write up Alex.... would think that these 3.9l conversions make a lot of sense on 996's given their low base price now.... perfect way to get a track toy with the power to take on the latest gen2 cars at much lower all in cost.
Still waiting for you to come visit us in England.... though you may wanna pass till we get through the rainy season now !!
Still waiting for you to come visit us in England.... though you may wanna pass till we get through the rainy season now !!
I need to get myself over there and soon. It's been too long;(
#14
10-06-2010, 03:41 PM
Here's another (longer video) showing some of the R&D and tuning processes that the EVOMSit system goes through before being released. Again the same principles apply, own the car(s), tuning hardware, software, knowledge, dyno etc... all in one place together
http://www.youtube.com/watch?v=XzeLcvgOVzQ
http://www.youtube.com/watch?v=XzeLcvgOVzQ
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