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It likely has to due with setting the car up on the dyno each time and when you configure derived RPM. Different cars such as the Turbo vs. Carrera have a totally different final drive as well. But yes, in general they should be really close. Variances like that can happen also if you play with running the car in different gears etc.
Little confused by the dyno charts. Doesn't torque and horsepower always cross at 5,252rpms? Why do they cross at different rpms?
Yes, it does but because we export the data and use in a different software for better visualization, the software can only align data points on one axis. The plot might be slightly shifted as the dyno has an RPM pick up data point and a torque/HP pickup. Because of the small differences in the digits and the software trying to justify both data plots to the same axis, it comes out that way. There isn't a good way for us to adjust it because we only have so many samples of data per second to plot. Sorry, it's a bit complicated to convey but that is why you might see it look off on one of the runs. You can just imagine shifting the plot to the left or right slightly.
Not often we see a Carrera T in-person! We had a client who wanted to stop by for some dyno verification numbers on his bone-stock Carrera T 992 running just 93 pump gas using our tuning software. Enjoy the video!
I've got a T on order, and I've seen that evo rear in at least one of your youtube vids . How does your product compare to my tactrix openport 2.0 running ecuflash/evoscan?
If what i just asked sounds like some nonsense, then I can elaborate on the capabilities of that hardware software combo and how I use it.
I've got a T on order, and I've seen that evo rear in at least one of your youtube vids . How does your product compare to my tactrix openport 2.0 running ecuflash/evoscan?
If what i just asked sounds like some nonsense, then I can elaborate on the capabilities of that hardware software combo and how I use it.
Great question! M-Tuner's current V2 dongle is based off of openport 2.0 hardware. Our software for the calibration side is done through own in-house program called M-Composer where all of the calibration files are written and custom made for each client. M-Composer is the industry leading calibration software for the 992 and is also what we use for our award winning M-Tuner product on McLaren.
I knew it looked familiar! Thanks for the response.
It sounds like you guys are offering more of the Apple experience, and I'm looking for the linux tools. It's going to be the length of the warranty period before I probably want to start tinkering with the tune, but I definitely want to start datalogging pretty much day 1.
Since you're based on the 2.0, have you got the standalone logging to MicroSD card feature working? Can you elaborate at all on the speeds and feeds of your datalogging features?
If you want tinker with the calibration yourself and tune the car yourself, you will need to use your own software and find your own exploits and A2L's to flash the ECU. We keep our tools in-house in regards to that.
For logging it is done via the USB cable to your laptop. In the future with our wireless dongle release we will have it store to a memory card. Logging speeds are not super great on 992 but if you shorten the logging list it is sufficient enough to have a useable resolution.
Yeah that's exactly what I'm looking for. I love mod'ing, nerding out over data logs, and polishing my tune.
I see this platform(992) hasn't evolved to the point where Joe Shmo enthusiast has easy access to those kinds of tools yet. That's ok, I'm sure in time it will get there.
That's unfortunate the logging speed is slow, but that could be an opportunity for a future product feature. It's definitely something I put a high value on.
Thanks for sharing that information. I'll be living in this platform(992) pretty soon, and I'll be following your company with great interest.
From our testing with aux EMAP sensors on a variety of exhaust systems, the best power and lowest EMAP readings (EMAP is exhaust manifold pressure, you don't want this number high!) come from running stock headers, and a turboback exhaust system that is a true 3" full system with no valves and a proper x-pipe in the center. Yes, you can still make good power if you want valves, but if you are trying to pinch every ounce of horsepower you need to ditch the valves and run that pig with no bottlenecks. We have made the biggest power running @Soul Performance systems on this chassis.
-Charles@M
Charles -- sorry, to clear up any confusion -- are you saying the stock headers produce lower EMAP than the soul performance headers, for example? Or were you simply stating that the biggest reduction in EMAP from stock is through removal of all possible restrictions after the headers? Just trying to understand if there is some scavenging and/or other stuff that actually makes the stock headers the most well suited?
Looking forward to Dyno testing the Cobb tunes against M engineering. Glad to have competition in the OBD flashing for 992s now, just wish it made it's way to the base 992
Hoping for the day when it's like BMW, easy map switching on the fly, easy adjusting custom maps and even trans.
A recent Carrera T we had in the shop and dyno tested. Very fun car in a manual! The customer is planning to come back for the GTS turbos after the new year!
charles or john. again, thank you for both for all your support and helpful advice.
on a base 992 if you add in the gts turbos and the m-tune ... is the tune essentially the same that porsche does from the factory on the gts or do you tweak it (aside from the cold start ellimination feature, etc.). how different is your tune from a porsche gts from the factory?
if you go with the pure 800 turbos, what is the current lead time to get them back? and you do advise a pro-tune with those, right? and if i have a base do the revise the turbos on the car or do i need to order the gts turbos and then they revise those?
10-13-2023, 12:30 PM
. How does your product compare to my tactrix openport 2.0 running ecuflash/evoscan? 
