As I stated earlier I was a hard believer about my car...some months before I bought it,i raced it with my 996TT (6,32) and from rolling 1st gear 996 was only half car lenght in front up to 220km...After that speed and until 320km that we stopped 996 was 7-8 car lenghts in front...then i decided to buy it...
Everyone is welcome to come here,check my car for anyhting more than APR tune,Remus exhaust and Fabspeed filters and have a drive...Ask Dgreen for my 996,we has here last summer...Greece is very nice these months...
P.S. I would like to state again that I do not have any business relation with APR...In fact I am not happy with their behaviour since I asked for a prepaid dyno test and didnt get any response...That was the least they could do in order to help me advertize their product...Some days ago another APR tip car (cabrio) raced against coupe car with ECU+exhaust...there was no race between them...i will try to find the video...

 

But does a 6.32 car put 7-8 lengths on a 6.48 car?

 

6,32 and 6,48 are 60-130 times...Above that km k24/18g turbos shine and show their superior power...

 

I know, but we are into bus lengths now. Hard to believe a 6.32 puts a bus length and some change on a 6.48 60-130.

 

heavy, thanks for that video. I've never been on a track before and seeing that perspective really has me looking forward to it this summer.

 

skandalis,

Have you done any acceleration test between 200-300kmh ?

Also, which apr program do you have? 91, 93 or 100 octane ?

Thanks
Emre

 

Ok guys, you asked for APR to step up and discuss how they tuned the 997 Turbo, Keith Lucas (director or sales and marketing for APR) was kind enough to send us an email last night telling us a little bit about APR leading up to the tuning of their 997T and the approach they took tuning the 997TT. I have copied his email here below word for word.

Let me know if you have any questions or concerns about anything Keith says in his email or feel free to call him directly as well.

To all,

It has come to my attention that there are some questions regarding our 997T ECU Upgrade.<O</O
<O</O

I think I can help a little bit to clear up some of the confusion. Where to start is the interesting part but I’ll try to address what I’ve read on different forums at different times and the most frequently asked questions I get directly to APR. A special note is that I am writing this from memory so the dates may not be exact and EMS versions I reference may not be completely accurate in nomenclature.<O
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Our R&D Processes and History:<O
<O
APR began modifying Porsches in 2001 with a 996T ECU Upgrade and a long term R&D exercise regarding k24 turbochargers for the same application. In 2005 the results of that testing were complete and we were confident in our abilities to release a full product line developed over that time for all 996 generation 911’s with the exception of the 996 CS. We also purchased several in house 997 and 987 generation models for the new cars at the time to continue our development and provide a product line comprehensive of what was available as current model years.<O

<O
An interesting article of note about Porsche ECU/DME technology is that VW and Audi seemingly adopt the newer versions of Bosch Motronic 1-2 generations of current model offerings prior to Porsche. This gives us an advantage in our R&D as we’ve completely understood the same control strategies for years in advance. For example, the new Direct Injection 997.2 Porsches currently use ME9 which was first released in Audi’s 2.0T FSI in 2005, 5 years prior to Porsche adopting Direct Injection and ME9. The 997T is ME7.1.5 which was first introduced in the VW R32 in 2003 and Audi S4 in 2004 (remember to think globally as in when the models were released first in Europe 1-2 years prior to the North American market typically).<O
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ME7.1.5 contains approximately 1500 interlaced load dependent maps. We calibrate approximately 250 maps per Octane Specific Calibration. This can be compared to an average difference of 6-25 different map changes amongst our competition.<O
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Dynamometer Testing:<O
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We use a Dynapack AWD Hub Dyno for all of our internal performance data and verify our data with independently owned DynoJets and Mustangs. We find our Dynapack is on par with a Mustang (depending on how the Mustang is calibrated) and slightly lower than a DynoJet. We collect 20-30 runs of each Octane Specific Calibration over the course of final development. We perform a 10 run final verification prior to the release of marketing materials in which we select the 6 most consistent runs removing the high and low outliers and average them together for certification. We calculate Wheel Power and Torque back to Brake/Crank Power and Torque by determining the difference between our collected OEM Wheel Power and Torque data against what the OEM offers for Brake/Crank Power and Torque ratings. For example, if Porsche calls the 997T 480 BHP and we measure 410 WHP, we will determine our ECU Upgraded BHP by applying the same 14.6% drivetrain loss as measured as the difference between the OEM rated BHP and our dyno measured WHP. This works very well unless the OEM has severely underrated their numbers as in the case of the new Audi S4 where we measure 315-325AWHP vs. Audi’s BHP rating of 331.<O
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The APR 997T ECU Upgrade:<O
<O
Our 997T was purchased in the first group to arrive into North America at that ridiculous premium that was required to get them early. We spent more R&D effort on this single calibration than perhaps any other OEM hardware set calibration to date. Our engineering team went to great lengths regarding accelerated life testing and our marketing department began a joint effort with the engineering team through enlistment of professional drivers Randy Pobst and Ian Baas to provide many, many hours of track testing at Road Atlanta and Barber Motorsports Park. Some PCA members may remember seeing us at various HPDE’s throughout the Southeast offering a “Taste of the Track” whereas Randy or Ian would take people out for hot laps in our Blue 997T or Yellow 996T.<O
<O
The greatest opportunity in the 997T’s ECU/DME is the extra control strategies incorporated for the Variable Geometry Turbines. Adaptive Wheel Technology doesn’t only aid with spool times to achieve desired boost pressure but also aids in turbocharger efficiency regarding superheating of the air. ME7.1.5 wasn’t new to us but the VGT controls were. Our engineering team completely consumed and reversed every calculation, algorithm, map and electrical signal found in this control during our development. This provided areas of opportunity that are untouched by the competition in most cases and provided an amazing opportunity for torque increases in the lower and middle portions of the power bands.<O
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Targeted and Achieved Boost Pressures in our calibrations are VARIABLE. Motronic 7 is a load-based, situation adaptive, dynamic and compensational system that meets a desired load on the engine as determined by the calibrator. The ECU/DME does not attempt to always run 1 bar of boost, 24 degrees of timing and an AFR of .84 lambda. It operates within a range of boost pressures, timing angles and AFR’s to achieve the calibrated load dependent upon fuel quality, ambient conditions, driving styles and real-time and additive feedback from various engine operation sensor data. The calibrator’s job is to set those ranges to achieve the highest amount of load possible within a safe margin and THEN to find every single calculation and map that is dependent upon those ranges as situations change and recalibrate their settings as well, so all works in harmony regardless of operating mode. APR 997T ECU Upgrade owners can expect to see anywhere from 1 bar to 19 psi of pressure during wide open throttle operation. The lower your boost pressures are, the more often the car is operating in its highest efficiency range based on those parameters as it doesn’t need more boost to make up for other deficiencies. Regardless however, since our calibrators leave the load-based compensational mapping features intact, the engine will always meet its desired load and will always perform at its maximum power output as intended by our engineering team unless it is unachievable due to other influences such as additive driving style, fuel quality or a parts failure.<O
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All in all, we feel our 997T ECU Upgrade is the best on the market. We offer it worldwide and many 997T owners are very happy with the results and have been enjoying their cars for many thousands of trouble free miles. We offer a 6 hour free trial and 30 day no questions asked money back guarantee. We implore every 997T owner to give it a try and make their own decision regarding whether it’s right for them. We offer our calibration to any testing that anyone would like to undertake as long as it’s performed in an independent and scientific manner. We don’t wish to enter into arguments with other tuners or “super enthusiasts” who choose to call us out on any of our claims but will provide proof of concept data when possible. We offer the ECU Upgrade readily and with confidence but we are not going to fight and scrap for every single sale. Those who do choose our product can feel comfortable knowing they made a lesser traveled selection and have found a diamond in the rough or unsung hero, if you will. We don’t plan to offer turbo upgrades, complete tuning programs or any other further 997T development at this time. We don’t offer “custom” calibrations as we feel our team of 15 accredited engineers, most of whom have OEM R&D experience, are able to determine the best operating conditions for the engine. The bells and whistles you do get are found in our patented cruise control selection of octane and situation specific calibrations that are developed with the same attention to detail and exhaustive R&D and the advanced functionality features we incorporate into the coding architecture of the ECU/DME such as our Security Lockout, Fault Code Erase, Throttle Body Alignment and Anti-theft features.<O
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I hope this helps and feel free to give us a call at 800-680-7921 for further questions.<O
<O
H. Keith Lucas, Jr.<O
Director, Sales/Marketing<O
APR, LLC.<O

 

You coming to RA this summer? When and what event? I live 10 minutes from the track so if you need any assistance while you're down this way let me know.

I plan to make it up to one of those awesome tracks in Canada soon so I'll be looking for the same.

 

Excellent followup Matt. Thanks for posting this.

- bob

 

That was a very solid response from APR. Take it or leave it. Even though towards the end I had no idea what he was talking about.

 

Thanks Matt for the interresting response from APR. Still seems odd that they would put all that effort into the 997tt and not market it well !

At the end of the day - we still have no actual dyno results to support that excellent graph shown on their website.

Will APR maybe release any of their actual test results !! That would be better than nothing ! I believe APR have a great flash, but boy, do they make life difficult for the punters. Maybe the old saying " If its worth having then its worth waiting for " holds some truth.

 

I don't know what RA is but I'll be going to Mosport up here sometime in the late summer. If you are in this area give me some notice.

 

Nice well written post (but that would be expected from the director of sales/marketing!). I'm looking forward to more independent tests. I think in another thread tclayj indicated he was going to get dynoed and get some performance numbers. I'm looking forward to seeing those...

 

Oh, ok, I thought you were suggesting you would be coming to Road Atlanta. My bad.

 

If anyone knows a dyno that will let us do a 997TT anywhere in NC or SC thats with in an hour or 2 driving let me know and I will gladly get it done asap. As for trap times I will be getting with a couple guys to find a spot to get this done. We really need a full mile track and most of the ones around here are 1/4.