Quoted from FVD 996TT Programming:
Will your programming work on my UK spec or other country specific vehicle?
Is all programming the same worldwide?
All our programming is not only vehicle specific but country specific as well, just as the factory programming is. NOT ALL PROGRAMMING IS THE SAME WORLD WIDE! There is programming for LEV vehicles (USA), Europe (EU3), Germany (EU3/D4), Japan, Australia and (M 150) vehicles (countries with leaded fuel) as in UAE, Dominican Republic, so on. Software can not be the same world wide as US Vehicles have emissions components and sensors to comply with LEV standards, components such as tank venting and carbon canisters- and an M 150 vehicle has no catalytic monitoring from the factory- cant be the same programming.

Does your programming advance the number of programming operations or “counter”?
When you load our tuned software it does not advance the “counter” as seen on the dealer PWIS tester in the DME C.U. under vehicle data. This is also true when the file is flashed back to stock with our software as the number is also not advanced. Some vehicle recall campaigns require a reprogram of the ECU performed at the dealer using the stock MAP files stored in the PWIS tester. This reprogram advances the counter one digit and is only an indication of the number of times the programming has been overwritten. The counter gives no indication as to whether it was a tuner or a dealer who performed the last programming operation and is not all that Porsche would look at to see if an ECU has been modified by a tuner. Even though the number of programming operations hasn’t changed, anytime there is a warranty claim submitted to Porsche for an engine or emissions fault (Check Engine Light), a vehicle analysis log is generated and submitted for review with the claim. This is an extended read out of the DME, all faults stored in the control unit as well as detailed information about the ECU. All Porsche has to do is dig a little deeper under the surface of the DME and look at certain values in the coding to tell if it has been modified. It just depends on how deep they want to dig to find what they need. We do ensure whatever programming we extract gets put back bit by bit exactly as if programmed at the factory.


Do you have different programming for different octane ratings?
No. The reason for this (and I am sure this will cause controversy and maybe backlash, but I will try to explain as simple as possible)- is no one can adapt programming for just one specific fuel octane rating- as this is automatically controlled, optimally adjusted for, and monitored by the DME and a network of sensors including our old friend, Mr. knock sensor. Lets think about this logically and cover the basics first. The higher the fuel octane rating the slower the fuel burns- so 100 octane fuel burns slower than 93 octane. Manufactures recommend octane ratings for specific applications taking in to account many of the different engine design and operating factors. This is to prevent knocking or detonation of the fuel mixture caused by pre-igniting or igniting to late in the power stroke. Fuel octane ratings play a big part in this as once again, octane rating is an indication of how quickly the fuel mixture will burn. This is where Mr. Knock sensor comes into play. If the sensor sees incorrect combustion it will set the ignition timing later (retarded) on the appropriate cylinder, as Porsche can adapt individual cylinder ignition timing instead of adjusting it on the entire bank. This is because each cylinder has its own ignition coil (Coil on Plug system). The DME than adjusts back until the “knock” stops. The ECU will only allow for so much adjustment in the ignition timing as it is a preset parameter (and preset for a reason) as well as a safety feature. Older vehicles (ex. 964) ran only one map for a knock situation -what was called a 3-6-9-knock program. This program would retard the ignition timing 3 degrees, than 6 degrees, than if need be up 9 degrees max until the knock stopped. Now with the 996 and the advent of the faster processing speeds of the Bosch ECU, Porsche can run many different maps to control nearly every type of fuel and ignition scenario. Information regarding variables from sensors such as engine speed, engine load, intake air temp, boost pressure, etc. are sent to the ECU, which automatically adjusts ignition timing for optimal combustion. Octane rating is compensated for, once again automatically, thru these calculations. This is also a safety feature as incorrect combustion, especially at high RPMs, can cause severe engine damage. There is however only so many degrees of adjustment that the ECU is able to perform before the vehicle goes into “limp mode” and refuses to run under full power. So now you ask, why don’t you just trick a sensor or change to coding so it doesn’t go into limp mode. Well, once the information and other variables from the network of sensors is input and compared with current operating conditions and the vast number of preprogrammed map scenarios, the ECU simply overwrites the “octane programmed tuner map” and compensates accordingly. Also, FVD-Brombacher tunes ECUs with performance, safety and reliability in mind and refuses to “butcher” factory programming or override any of the vehicles safety features. Basically, whether you run 87, 93,107 or 150 octane, there is only so much adjustment to ignition timing before the combustion process is no longer complete, horsepower is lost, and your back to square one!
Please note: This post was written to be a clear as possible and explained in what I thought was the simplest of terms. This information is to the best of MY knowledge accurate.

What do you think ?

 

There's a recent separate thread on exactly this