Is there any big difference in ECU tuning?
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There is definitely a difference between the different tuning companies in terms of how their software is designed and how it performs. There is also a difference in 'character' in how different tunes drive. Some are smoother, driving like stock but with more there when you put your foot down. Others like ours drive more aggressive, bringing on power sooner and harder at low and midrange RPMs, and changing the amount of power you receive for a given throttle input.
One important thing here in Arizona is we have hellacious temperatures in the Summer and poor quality 91 octane fuel, the two worst cases for performance and reliability. The conditions we see here June through August are unseen almost anywhere else in the world and affect the car in ways that cannot be duplicated unless you dyno a car in an oven.
This is a good example. 997TT with an intake, exhaust, headers, and a tune came to us when the temps climbed over 100F because it was running poorly. It would completely fall on its face past 5000rpm and could be heard audibly detonating from inside the car. We put it on the dyno to verify what was happening, and were shocked to see a 100whp+ dip in the dyno chart as the car dumped timing, then fuel (richer than 10:1) as component protection took over trying to preserve the motor as intake temps skyrocketed due to the heat.
We retuned the car and picked up a huge amount of low to midrange power (a characteristic of how we tune these cars), and while we were affected by the high temperatures just as the other tune was (the car made about 25whp less up top than it does in 75F temps), the reduction in power was consistent and mild as the tune did its job to deliver as much safe power as possible. The car drove MUCH smoother and was considerably faster to accelerate through the powerband than before.
A review of the old tune found that the 'safety map', which is the ignition timing map the ECU falls back on to preserve the engine if it detects excessive knock, high temperatures, etc. had been modified and was running more timing than we ever run on pump gas even in 'normal' temperatures. The engine was kept together by the miracles of Bosch engine management in spite of what somebody had been trying to do to it. We keep maps like this stock, and also are very careful and conservative about making changes to other component protection--they're there to preserve your engine if something goes wrong and in extreme conditions, not to try and win races with.
We've developed our tuning over many years alongside the Fabspeed exhaust and our intake. When paired with our software, we offer a version of the V-Flow intake that uses a Hitachi MAF sensor, replacing the unreliable factory Bosch MAF sensor with a much more reliable and more capable Hitachi sensor and eliminating a common failure item on tuned 996TTs.
On a Stage 2 K16 car like yours, top end power with our software will be in the same ballpark as most tunes (445whp with 91 octane on our dyno is a median number), as the turbos are the biggest limiting factor. However, our tune drives with a lot of low end and midrange torque and brings power on sooner under 3000rpm than any other tune I've driven (even prior to my time working at EVOMS). Despite being 'aggressive', I've never heard any negative feedback from people driving at the track about the amount of torque or how it comes on, and on the street it is fantastic.
Let me know if there's anything we can do to assist. We're located in north Tempe near the 101 and 202. Feel free to email me at sstone@evoms.com or call 480-317-9911 if you have any questions.
Thanks,
Sam
One important thing here in Arizona is we have hellacious temperatures in the Summer and poor quality 91 octane fuel, the two worst cases for performance and reliability. The conditions we see here June through August are unseen almost anywhere else in the world and affect the car in ways that cannot be duplicated unless you dyno a car in an oven.
This is a good example. 997TT with an intake, exhaust, headers, and a tune came to us when the temps climbed over 100F because it was running poorly. It would completely fall on its face past 5000rpm and could be heard audibly detonating from inside the car. We put it on the dyno to verify what was happening, and were shocked to see a 100whp+ dip in the dyno chart as the car dumped timing, then fuel (richer than 10:1) as component protection took over trying to preserve the motor as intake temps skyrocketed due to the heat.
We retuned the car and picked up a huge amount of low to midrange power (a characteristic of how we tune these cars), and while we were affected by the high temperatures just as the other tune was (the car made about 25whp less up top than it does in 75F temps), the reduction in power was consistent and mild as the tune did its job to deliver as much safe power as possible. The car drove MUCH smoother and was considerably faster to accelerate through the powerband than before.
A review of the old tune found that the 'safety map', which is the ignition timing map the ECU falls back on to preserve the engine if it detects excessive knock, high temperatures, etc. had been modified and was running more timing than we ever run on pump gas even in 'normal' temperatures. The engine was kept together by the miracles of Bosch engine management in spite of what somebody had been trying to do to it. We keep maps like this stock, and also are very careful and conservative about making changes to other component protection--they're there to preserve your engine if something goes wrong and in extreme conditions, not to try and win races with.
We've developed our tuning over many years alongside the Fabspeed exhaust and our intake. When paired with our software, we offer a version of the V-Flow intake that uses a Hitachi MAF sensor, replacing the unreliable factory Bosch MAF sensor with a much more reliable and more capable Hitachi sensor and eliminating a common failure item on tuned 996TTs.
On a Stage 2 K16 car like yours, top end power with our software will be in the same ballpark as most tunes (445whp with 91 octane on our dyno is a median number), as the turbos are the biggest limiting factor. However, our tune drives with a lot of low end and midrange torque and brings power on sooner under 3000rpm than any other tune I've driven (even prior to my time working at EVOMS). Despite being 'aggressive', I've never heard any negative feedback from people driving at the track about the amount of torque or how it comes on, and on the street it is fantastic.
Let me know if there's anything we can do to assist. We're located in north Tempe near the 101 and 202. Feel free to email me at sstone@evoms.com or call 480-317-9911 if you have any questions.
Thanks,
Sam
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EVOMSit - intelligent tuning |www.evomsit.com
P: 480.317.9911
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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
Last edited by Evolution MotorSports; Oct 9, 2014 at 12:23 PM.
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^^^ I can guess the tune above, looks like a few I have seen ^^^
I have Eurodyne software and get Tim941 to do the tuning. I have kept detailed records of stock 996 K24 Turbos, my times with each modification and soon will have an E85 K24 tune with aftermarket coolers, GT2 AWE 200 cat exhaust, but stock headers, stock Dvs, stock WGs, then will go FBO before adding 68 mm HTA Forced Performance billet K24s before doing an engien build.
I am not sure if anyone keeps track, but I haven't seen too many K24 996 TTS going quicker than my car has 30-70 mph in 2nd gear, 60-130 mph 3rd and 4th gear and 60-100 mph in 3rd gear and one 201.7 mph top speed run. All done in summer with high temperatures, 6MT car
I have Eurodyne software and get Tim941 to do the tuning. I have kept detailed records of stock 996 K24 Turbos, my times with each modification and soon will have an E85 K24 tune with aftermarket coolers, GT2 AWE 200 cat exhaust, but stock headers, stock Dvs, stock WGs, then will go FBO before adding 68 mm HTA Forced Performance billet K24s before doing an engien build.
I am not sure if anyone keeps track, but I haven't seen too many K24 996 TTS going quicker than my car has 30-70 mph in 2nd gear, 60-130 mph 3rd and 4th gear and 60-100 mph in 3rd gear and one 201.7 mph top speed run. All done in summer with high temperatures, 6MT car
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Last edited by timccloud; Oct 10, 2014 at 08:53 AM.
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you cant go wrong with EPL,PROTOMOTIVE ,CHRIS TAPP(eurodyne),TIM,EVOMS,GMG,MARKSKI,etc some are guru other have experience in tuning!choosing your tuning house is more into how the current pass between the vendor and customer
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i'd want someone i could reach out to. i hate calling apr on another car. they don't give a sh*t. lol
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After sales is key IMHO especially if you are a child like me and keep blowing **** up
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Originally Posted by wolfhedge
sorry to hear that... but they sound like Ferrari on a potential 458 Speciale purchase, meh, ask an intelligent question and they are gone... but seriously if OP is near Markski go that route, anywhere south get Tim941NYC and really south there are many good people, west coast go with a closer guy
After sales is key IMHO especially if you are a child like me and keep blowing **** up
After sales is key IMHO especially if you are a child like me and keep blowing **** up
But if I was Anywhere near avondale mesa phx if definitely introduce my car and goals to evoms. hell yes. But local help , helps immensely with keeping these in top shape.
Last edited by '02996ttx50; Oct 9, 2014 at 06:40 PM.
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Tuning is only one aspect of the process. Customer service and response is another huge factor and thus far Mark @ 911tunig has been second to none. He's great.
Just my 2 cents.
-Chad
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From: Butt cold Minneapolis
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There is definitely a difference between the different tuning companies in terms of how their software is designed and how it performs. There is also a difference in 'character' in how different tunes drive. Some are smoother, driving like stock but with more there when you put your foot down. Others like ours drive more aggressive, bringing on power sooner and harder at low and midrange RPMs, and changing the amount of power you receive for a given throttle input.
One important thing here in Arizona is we have hellacious temperatures in the Summer and poor quality 91 octane fuel, the two worst cases for performance and reliability. The conditions we see here June through August are unseen almost anywhere else in the world and affect the car in ways that cannot be duplicated unless you dyno a car in an oven.
This is a good example. 997TT with an intake, exhaust, headers, and a tune came to us when the temps climbed over 100F because it was running poorly. It would completely fall on its face past 5000rpm and could be heard audibly detonating from inside the car. We put it on the dyno to verify what was happening, and were shocked to see a 100whp+ dip in the dyno chart as the car dumped timing, then fuel (richer than 10:1) as component protection took over trying to preserve the motor as intake temps skyrocketed due to the heat.
We retuned the car and picked up a huge amount of low to midrange power (a characteristic of how we tune these cars), and while we were affected by the high temperatures just as the other tune was (the car made about 25whp less up top than it does in 75F temps), the reduction in power was consistent and mild as the tune did its job to deliver as much safe power as possible. The car drove MUCH smoother and was considerably faster to accelerate through the powerband than before.
A review of the old tune found that the 'safety map', which is the ignition timing map the ECU falls back on to preserve the engine if it detects excessive knock, high temperatures, etc. had been modified and was running more timing than we ever run on pump gas even in 'normal' temperatures. The engine was kept together by the miracles of Bosch engine management in spite of what somebody had been trying to do to it. We keep maps like this stock, and also are very careful and conservative about making changes to other component protection--they're there to preserve your engine if something goes wrong and in extreme conditions, not to try and win races with.
We've developed our tuning over many years alongside the Fabspeed exhaust and our intake. When paired with our software, we offer a version of the V-Flow intake that uses a Hitachi MAF sensor, replacing the unreliable factory Bosch MAF sensor with a much more reliable and more capable Hitachi sensor and eliminating a common failure item on tuned 996TTs.
On a Stage 2 K16 car like yours, top end power with our software will be in the same ballpark as most tunes (445whp with 91 octane on our dyno is a median number), as the turbos are the biggest limiting factor. However, our tune drives with a lot of low end and midrange torque and brings power on sooner under 3000rpm than any other tune I've driven (even prior to my time working at EVOMS). Despite being 'aggressive', I've never heard any negative feedback from people driving at the track about the amount of torque or how it comes on, and on the street it is fantastic.
Let me know if there's anything we can do to assist. We're located in north Tempe near the 101 and 202. Feel free to email me at sstone@evoms.com or call 480-317-9911 if you have any questions.
Thanks,
Sam
One important thing here in Arizona is we have hellacious temperatures in the Summer and poor quality 91 octane fuel, the two worst cases for performance and reliability. The conditions we see here June through August are unseen almost anywhere else in the world and affect the car in ways that cannot be duplicated unless you dyno a car in an oven.
This is a good example. 997TT with an intake, exhaust, headers, and a tune came to us when the temps climbed over 100F because it was running poorly. It would completely fall on its face past 5000rpm and could be heard audibly detonating from inside the car. We put it on the dyno to verify what was happening, and were shocked to see a 100whp+ dip in the dyno chart as the car dumped timing, then fuel (richer than 10:1) as component protection took over trying to preserve the motor as intake temps skyrocketed due to the heat.
We retuned the car and picked up a huge amount of low to midrange power (a characteristic of how we tune these cars), and while we were affected by the high temperatures just as the other tune was (the car made about 25whp less up top than it does in 75F temps), the reduction in power was consistent and mild as the tune did its job to deliver as much safe power as possible. The car drove MUCH smoother and was considerably faster to accelerate through the powerband than before.
A review of the old tune found that the 'safety map', which is the ignition timing map the ECU falls back on to preserve the engine if it detects excessive knock, high temperatures, etc. had been modified and was running more timing than we ever run on pump gas even in 'normal' temperatures. The engine was kept together by the miracles of Bosch engine management in spite of what somebody had been trying to do to it. We keep maps like this stock, and also are very careful and conservative about making changes to other component protection--they're there to preserve your engine if something goes wrong and in extreme conditions, not to try and win races with.
We've developed our tuning over many years alongside the Fabspeed exhaust and our intake. When paired with our software, we offer a version of the V-Flow intake that uses a Hitachi MAF sensor, replacing the unreliable factory Bosch MAF sensor with a much more reliable and more capable Hitachi sensor and eliminating a common failure item on tuned 996TTs.
On a Stage 2 K16 car like yours, top end power with our software will be in the same ballpark as most tunes (445whp with 91 octane on our dyno is a median number), as the turbos are the biggest limiting factor. However, our tune drives with a lot of low end and midrange torque and brings power on sooner under 3000rpm than any other tune I've driven (even prior to my time working at EVOMS). Despite being 'aggressive', I've never heard any negative feedback from people driving at the track about the amount of torque or how it comes on, and on the street it is fantastic.
Let me know if there's anything we can do to assist. We're located in north Tempe near the 101 and 202. Feel free to email me at sstone@evoms.com or call 480-317-9911 if you have any questions.
Thanks,
Sam
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