<!--StartFragment -->Cannga,

Thanks for the questions.

1. Do you recommend an upgrade diverter valve to be used with the power upgrade?

It is not required but may save you headache later.

2. Did I understand correctly, that if I plan to use ONLY 91 octane gas and never valet park my car, then I don't need the flash loader?

There is the stock program as well. Also, don't forget that our 91 pump program will make more gains if you add or use higher octane. That calibration also has higher ignition maps to jump to. They are just not as aggressive as our race gas programming.

3. Did I understand correctly, that the implication here is that a mode switch between say pump and race gas is better done with a flash loader fashion (as opposed to an automatic switch with programs already loaded into the ECU), because it allows a more complicated switch (than an automatic switch)?

Actually, the GIAC Flashloader handheld simplifies things in that you always know what program you are in. It also gives the user more control. You can switch to the program you want when you want, even if the motor is idling. You don't have to wait for the DME to try race With eight ignition maps between pump and race you also have more resolution for the DME to find the appropriate map for the octane you are running.

 

Thanks so much for taking the time to respond. I think these answers are very important and helpful to your potential customers.

1. Would you please elaborate on the "headache"? I've read that the issue has to do with boost leaks and diaphragm sticking. But what does this all mean? What will I see that will cause me to have "headache"? And is the damage, if any, from not using it reversible?

2a. So it is NOT true that if I am in the 91 pump program and then use race fuel without changing the program, the engine could be damaged? In other words, the 91 pump program COULD handle race gas and WILL adapt automatically?

2b. Would you explain the aggressive part? Is it more aggressive throttle response, or more power, or more torque?

2c. Why would I need a stock program if I don't valet park my car? Porsche will detect that ECU has been modified regardless of whether I am in stock program or not, right?

3. Would you please explain the "eight ignition maps between pump and race"? Where does that 8 come from? Are there 8 ignition maps in any particular program? For example, does the 91 program have 8 ignition maps??

 

cannga,

No problem. I put your questions below with my answers.
<!--StartFragment --><X-SIGSEP>
</X-SIGSEP><!--StartFragment -->You are correct that the problem has to do with pressure leaks and a seizing diaphragm, but this was more of an issue on the 996TT. When I said "headache" I was not referring to a future engine problem, but rather that it can lead to driveability issues that may take a while to diagnose. Sometimes, the aftermarket diverters fail as well, but I would not worry too much about it for your car, as we have not seen any problems with the 997TT diverter valves yet.

<!--StartFragment --><X-SIGSEP>
</X-SIGSEP>That is absolutely untrue. I would question the knowledge or the motivation of someone telling you this. Running a higher octane fuel will not damage your motor. Leaded gas used over too long a period however, will foul and/or damage plugs, oxygen sensors, and cats. Our program will also adapt to take some advantage of the higher octane. The question is at what level are you no longer taking advantage of a higher octane. On the 91 pump program you won't see a difference from say 96 octane, (mixing gas) to 108 octane. On a 93 pump program that range becomes more like 98 octane to 108 octane. Our race gas options do have minimum octane requirements such as 98 or 100 octane, but they will make gains on octane levels all the way up to C16 leaded gas.
<!--StartFragment --><X-SIGSEP>
</X-SIGSEP>Our race gas program is a completely different tune ( like a completely different chip/flash). It uses four timing maps of its own as well as its own boost tables, limits, load settings, etc. Throttle response is slightly increased on the race gas program to match the power output and provide the smoothest transition.
<!--StartFragment --><X-SIGSEP>
</X-SIGSEP>Valet and Stock are two separate programs. Unlike the Stock option our Valet mode is actually a part throttle only program. At the present time, there is nothing in our PIWIS factory scan tool that can detect our programming in the DME. The stock option uses all the stock performance tables so that the car drives and dynos like stock.
<!--StartFragment --><X-SIGSEP>
</X-SIGSEP>Well, aside from the four ignition maps (timing) that we leave stock, there are also four timing maps for the pump gas option as well as four timing or ignition maps for the race gas option. Having this many ignition maps for each grouping of desired octane levels offers quite a bit of resolution for the DME to choose a timing map that is most appropriate for the octane in the tank.

 

hi andrew this is khoi from canada it has been a while since our last talk i didn't had a chance to give you some feed back on my back to back experience between your performance 93 oct flash and my previous apr 93 oct program on my otherwise stock 997tt so here it goes if that can help anyone:
1) yours seems to make more hp especially after 5000rpm but it the same smooth curve as stock this is especially good on track where smooth and high rpm is the norm
2)yours max boost is 1.2 bar in sport mode
3)no error or malfunctionning or cel even on track
4)APR program feels more powerful though ie more torque (kick in th ***) in the street zone which is from 3500 to 5000 rpm and really change the overall character of th power delivery so more difficult to modulate on track but more fun on the streets and in higher gears
5)APR max boost is 1.0 bar but gets there quicker even if i'm not quickly depressing the gas pedal whereas giac is like stock you have to mash the throttle to put it in overboost
6)APR eliminates the overboost button/function they told me their program doesn't need overboost which can be actually easier that way
7)APR program made my electric driver seat stop functionning after a week the problem was solved after a factory reflash on the seat though
all in all in a nutshell from my personal point of view:
APR better kick in the pants more torque less fiddling with the sport button(i hate having to push the sport button every time AND the suspension button back on normal pasm for street driving to put it my way) less stable program???(ie computer in seat, pasm?)
GIAC smoother, more hp higher in the engine range, very stable , more max boost
there hpoe it helps everyone

 

Khoi,

Quick question:

did you notice that the throttle response between regular and sport mode was much different with the GIAC software?

Just like stock, the GIAC software not only adds more low end boost when the sport switch is on, it also makes the throttle response sharper/more immediate.

We had them program our 750R kit the same way since a lot of people prefer to have a softer/more forgiving throttle when driving in stop and go traffic. I know I personally do. The difference is very dramatic with the GIAC software. It's nice having the option at the push of a button when driving.

 

1. What prevents you from loading more than 8 timing/ignition maps for any given octane mode? Is it the limited memory with the ECU?

2. I hope I am beginning to understand the need for the manual flashloader now, even as I have absolutely zero idea about the working of the programs. So please be patient and explain in a way that an amateur could understand. At any given time, you are limited to, say, 8 timing maps or so to be loaded? Automatic switching, as in an ECU tune that doesn't use the manual flashloader, means you are limited to any one of those 8 maps? Manual loading allows you to offer more map choices for any particular octane level?

 

Please clarify this important point; as that is not what I've "heard": I thought that once you modify the ECU, any Porsche dealer would MOST DEFINITELY know once they hook up the car to their computer system that you've done something? I've read that even the method of leaving your own ECU stock, and place the tuning program in a separate ECU, does NOT work because the computer could check the mileage and see that there is a gap in your stock ECU?

I believe this is the number one reason why most of us hesitate in modding the ECU, i.e. the warranty issue. So if it's true that PAG **cannot** detect GIAC tuning, it would be a big selling point.

 

I don't think it matters who does the flash. Any Porsche dealer can detect a flash very easily.

 

hi todd
yes there's a big difference in throttle response between normal and sport and yes i prefer normal mode in stop and go driving
what would be nice is to have it separate from the pasm sport mode cause i would love to have the full 1.2 bar boost but with the normal pasm mode in the streets (in case i meet a GTR....) and leave the pasm sport mode(too harsh for canadian roads) and quick throttle response separate

 

Hi Cannga,

Don't worry about the questions.

A fully loaded flashloader system has..

1) Pump gas calibration includes but is not limited to:
- GIAC pump gas boost tables.
- Four RON (research octane) based ignition maps ranging from 98 RON to 93 RON and the DME can jump between these to adapt to octane and condition differences.

2) Fully stock calibration which includes:
- Stock boost tables.
- Four Stock RON dependant ignition maps.

3) Race gas calibration includes but is not limited to.
- Race gas boost tables.
- Four RON (research octane) based ignition maps ranging from C16 leaded racing fuel to 100 RON and the DME can jump between these to adapt to octane and condition differences.

4) The valet mode:
- Limited to part throttle.

5) The Kill mode:
- immobilizes the car, even if the key is used.

The stock chip's automatic switching, that many tuners over the years have used for higher octane switching, works structurally the same as our stock chip option by itself or the pump program by itself, etc.

 

This is true to the word, however it is not to say that with some other means of investigation that it would be impossible to determine that someone had in some way(through software or hareware) increased the performance of their car.

 

Hi Khoispring,

It is good to hear that you have finally received our flash and are enjoying it. Three more pounds of boost along with the timing and air/fuel we run in the lower RPM range is hard not to notice. I know what you mean about being able to just switch the throttle response but not the boost. The throttle response can some times make it feel like you get that kick, but softening it is better for traffic. The sport mode does give the turbos a break now and again which is good for their longevity.

Keep in touch, as the next version of the software is due to be released soon.;-).

 

I recall reading about some folks with GIAC loaded into their 997TTs having issues with their cruise control not working. Did you guys ever fix that?

 

Hi Atomic80,

<!--StartFragment -->We found the problem, but it turned out to be a coincidence that those customers were running a GIAC program. The issue arose when a company would, via mail order, align a new DME with the PIWIS for customers that did not want to chip their original DME. There is some missing extra "vehicle data" from an original DME, that is not in a new DME and not included with the immobilizer data that the factory PIWIS programs in. This issue would happen wether the DME that was sent out was stock or upgraded. Many thanks to Stephen Kasper at Immagine Auto who aided us in tracking down the problem. Our engineers intern worked with Stephen to provide a proper cloning solution that he has used for his customers, all the customer needs to do is send both DME's to him.

 

This was sent to me by a friend in Chicago. Although I can't confirm the validity of it, I was told that it was performed on a GIAC tuned 2007 997 GT3.