It appears as confirmed in the most recent edition of Excellence magazine that the RS has a different program in its ECU than a regular GT3 that takes advantage of the light weight fly wheel in the RS that gives the RS a little extra rip in the last 1000 rpm or so before redline. Does anyone have any ideas on how to get that sortware for a regular GT3 if the switch is made to a LWF and weather dealer could just reflash the RS program into the GT3 ECU?

 

go into a p-shop that has a rs getting service
have the dealer load the program from the RS ecu and save it
then reflash into your car

can you post a link to the excellence article about this - thx

 

they might say that and might be true but the only difference i noticed was the feel og the lwf. had them both and a decent porsche driver can keep the gt3 spooled up enough not to notice the difference to much

just my opinion though

 

It will be unlikely that a dealer will do this for you and it will likely void your warranty if you have it done at an aftermarket shop. A few dealers are just itching for an excuse these days. Proceed with caution.

As 930 man said, the software is not a big deal at all.

The LWFW is an amazing mod though, enjoy!

 

just do the lwf i am sure that will please you ... did it in my 996 3 huge difference

 

I agree with 930man. There is no extra blip from 7500rpm to redline in my RS that I can feel. Pretty linear from 5500rpm on up to 8400.

 

ltw flys improve rev matching and make the the car feel lively in the gears 1, 2, and to a limited extent 3. Above that and the effects are negligable and largely placebo. I've had ltw flys in a number of my cars, great mod, but I don't think the software will do much of anything for power.

 

Thanks to all that replied to this thread. The relevant quote from the article was as follows: "the presence of the lightweight flywheel pays another dividend. Those who read our GT3 test may recall my lamenting the disappearance of the 996 GT3's exciting last lunge from 7000 rpm to 8200 rpm, in which the flat six seemed to wake up and leap for redline. The 997 GT3 traded that for a perfectly linear, surprise-free powerband, but the last lunge is backwhen the big yellow neddle on the RS's tach flashes past 7500 rpm - thanks to an ignition-timing tweak that takes advantage of the single-mass flywheel. And interestingly, the lunge is far more pronounced than the GT3's."

 

that's what i was saying in another one of my long winded posts. i, personally, cannot feel the difference in how quickly rpm picks up or any different in heel and toe fee.

 

makes sense. i dont use first gear and only 1-2 turns do i drop to 2nd. and in 2nd i can't be too hard on throttle or my *** wiggles, so i am not sure (for me) lwfw really matters.

 

Mooty, the question is, have you driven a regular GT3 so that you could feel a possible step down in throttle response?

I have a GT3 and by no means think that it is a lazy motor (everybody writes it´s one of the greats), but I also think that taking 9 kilos out of the drivetrain must be noticeable somewhere.

 

mooty i just dont type well! so my post are short...lol

 

Makes sense.

Back when the E36 M3s were new, there were a bunch of weenies on one of the email digests who crunched all the numbers on the affects of ltw flys, and the conclusion was gears 1 and 2 will show 'apparent' power due to reduced inertia but as the mechanical advantage goes away in taller gears and coupled with the weight of the vehicle, 3 and above = nothing.

A few years later I recall an article in Grassroots I Grassroots where they tested the affects of a ltw fly in a GTI. They dyno'd the car on an inertial dyno, like a dynojet (as opposed to a true loading dyno like a Mustang). In gears 1 and 2 they magically found power. Above that, no difference.