OpenFlash Tablet: 987.1 ECU Exposed

Greetings, We just want to thank everyone for supporting our product. Thanks to all you early adopters, we have assembled a good sized database of calibration files. So at this point, we can offer support for all 987.1 vehicles (S or non-S). So perhaps this would be a good time to explain how developed our mapping is and how we apply some the changes we do. The screen shots I'm going to show are of our tuning interface. This is the same exact tuning interface that we provide to all our OFT customers. Not only is our tuning interface "open", I also firmly believe that it provides end users a deeper and more thorough look into ECU mapping that what even most other tuners have. This is due to the level of development we have put into our definition files. So without further adieu, here goes... Air/Fuel Request Driver This table maps the air/fuel ratio target as a function of engine load and RPM. One of the best attributes of the ME7.8.x ECU is that the ECU retains closed loop fuel control during all conditions unlike many other ECUs which transition to open loop fuel control at higher loads/engine speed. This makes tuning fuel quite easy. For standard "Stage 1" tune, we just input new targets (slightly leaner at high rpm/load and we are done). The except to this rule is when having to tune for upgraded MAF sensors or larger injectors in which case more tables have to be adjusted. Cylinder Filling and Optimal Engine Torque These two tables work together in adjusting the volumetric efficiency of the engine. To optimize power, the values in both tables need to be adjusted upwards slightly. Doing this raises torque limits and unrestricts power output at full throttle. This alone is responsible for as much as half of the power gains provided by ECU tuning. These changes also contribute to smoothening out of the power curve and elimination/minimization of torque dips. Ignition Advance Tables There are many ignition advance tables. To be exact, there are 4 "optimal advance" tables, 2 "base" timing tables and 2 "base high lift" timing tables. Typically, the optimal timing table are left alone as they are used by the ECU for internal engine modeling. The two base timing tables can be adjusted to improve engine torque during light and moderate driving conditions. Whereas the high lift ignition maps are used to optimize engine torque during high load conditions. In the case of our standard Stage 1 mapping, gains can be realized by advancing timing at certain engine speed/load combinations. Some fun stuff can be introduced through mapping these days. Among them burning/popping under deceleration conditions, softening of torque during transients between shifts, introducing a soft rev limiter, etc,. Camshaft Angle Tables Here are the two main cam timing tables. One is referenced during low lift conditions, the other is referenced during high lift conditions. They look pretty typical in that they run more advance (bigger negative number) at lower engine speeds, tapering down at high engine speeds. For most cars, advancing the values more at lower to mid engine speeds (at higher loads) will improve power output and knock resistance. So that is exacty what we do with our baseline Stage 1 map. Drive-by-wire Throttle Table These tables have a very big effect on drivability. As anyone with Sport mode will attest to. These tables control the relationship between applied accelerator pedal and actual throttle blade angle. A more "sporty" setting has higher throttle blade openings at lower applied accelerator pedal angles. And it is heavily biased towards lower engine speeds where it gives the driver the impression of the engine having more low end torque than it really does. The reverse gear table is toned down a bit, by comparisons, to avoid jumpy behavior while revising out of a parking space. So obviously, it's to screw drivability up by being to aggressive with these tables. So care/judgement must be taken. In the case of our standard Stage 1 mapping, we apply Sport mode throttle mapping to the non-Sport mode table. This works very well for those cars without Sport mode. And then we juice up the Sport mode table slightly to improve engine response when driving aggressively. But this is a very subjective thing. So one of the many advantages of the OFT is that the user can adjust these settings themselves to get exactly the response they are looking for. Or we can do it for them through some back and forth emails Rev Limits and Idle Speed Targets The stock rev limiter is set to 7300rpm. This limit can be adjusted differently in each gear and when the vehicle is stationary. Usually, we raise these settings a bit so that the revs fall back into a more meaty portion of the power band when upshift near fuel cut. But for those who are concerned about engine wear and loads, these values can remain unchanged with very little downside. As for the Idle Speed Target tables, there are two. One for 6MT and one for ATs. Typically, we increase the idle targets by 100rpm to provide for a subjectively smoother idle quality. It also helps for those who have lighter flywheels and/or aggressive clutches. Knock Control Tables There are a lot of them. And they all do very important things. In the case of the knock detection threshold tables, there is one for each of the six cylinders. They define the sensitivity level for knock detection (I know, duh). The higher the values, the more engine noise is required before the ECU deems it as detonation. The standard mapping is very conservative. In other words, it tends to over-react and retard timing before detonation actual occurs. It is possible to increase these values slightly and get more torque. Advance it too much, however, and the ECUs ability to protect against knock is compromised. For naturally aspirated tunes, raising these values slightly is fine and that is exactly what we do. However, for boosted applications (aftermarket turbo), it may be useful to decrease these values and make the ECU more sensitive to knock since the consequences of detonation are so much greater. The Knock Retard per Event table defines the amount of timing (as a function of RPM) that is retarded when knock is detected. The standard value 2.25 degrees per event is very conservative for NA tunes, meaning that the ECU tends to over-react to knock conditions. To improve performance, this value can be reduced slightly. In the case of boosted applications, this value should actually be increased since more ignition retard is required to eliminate knock once it begins. The Maximum Knock Retard Tablet defines the maximum amount of ignition advance that can be retarded in the event of knock. There is plenty of authority range (up to 18 degrees) with the standard settings. There is no need to adjust these values in most circumstances. Maybe in the case of a dedicated race car running on high octane racing fuel, settings these values to 0 can be a good approach which would eliminate the possibility of the ECU retarding timing due to false knock detection. But anything short of that, there is no need to tweak this table. While this is by no means a complete explanation, I hope this post sheds some light on the inner workings of this 987.1 ECU. We will offer a similar post for the 987.2 ECU once we are ready to launch the 987.2 OpenFlash Tablet. For more information about the OpenFlash Tablet, feel free to ask or visit our WEBSITE . Here's a little video of our 997.1 Turbo OFT in action (the 987.1 OFT is identical in design/function): Dyno Results (Stock 987.1 Cayman S with and without OFT Stage 1 tune) Have a great weekend! Visit us on Facebook

Now we are talking! Great post.

Thanks you sir! We aren't called OPENflash Performance for nothing

Not to mention the "open" communication with Shiv. Ordered my OFT and recieved in just a few days. Map followed quickly after the steps taken to send him my ECU details. Offer to customize and taylor to my liking. Awesome, personal customer service and response!!! Will not hijack the thread on my impression of the flash. Go here: http://www.planet-9.com/987-cayman-boxster-modifications/100993-openflash-review.html Thanks Shiv!

Hi Shiv! From my understanding of Air / Fuel Request Driver, do we only need to set our target AFR and ECU will figure out how to reach it? How about fuel correction trim? And is cylinder filling is similar to torque manager?

That is correct, the ECU will target on the value you input in the AF Request table. But only as much as the closed loop authority range will permit. Fortunately, it's got a huge amount of authority range. But it's good practice to not let it get out of hand by making sure your MAF scaling is suitable. The Fuel Correction tables are there to reflect the volumetric efficiency profile of the engine. But in practice (and more mild to moderate modifications) you don't really need to change anything but the AF Request table.

Do you have this for the 987.2 ? Is it possible to remap the computer to so I can remove the catalytic converters? Sent from my iPhone using Tapatalk

987.2 support is coming very soon. And yes, you will be able to disable various diagnostic routines to avoid CELs

Great please let me know when this is available!!! Thank you!!!! Sent from my iPhone using Tapatalk

I'm interested in it's data logging capabilities. It's connected through the OBD2 so can it only log the data on the standard OBD2 stream or can it access more channels from the ECU . If it can what can it log for a 987.1 .

Yep me too as to if it can datalog in any form, even live and possibly pull codes or errors from the PDK

good info!!! the dyno graph shows only 3 ho increase - this can't be right.

Will the throttle mapping feature eliminate the need for a sprint booster type product?

what do the cylinder filling and optimal engine torque tables actually represent in terms of ignition timing, fuel or cam timing? all the other parameters make sense to me except these....

The 987 OFT logs enhanced Porsche -specific data channels. Definitely more than OBD2 channels. Available channels include: MAF, Inj DC, Inj on-time, LTFT1&2, STFT 1&2, Power actual, torque actual, Lambda1&2, Throttle blade, accel pedal, IAT, Roadspeed, engine speed, Relative load, Oil temp, water temp, engine load, ambient pressure, ambient temp, battery voltage, etc,. Here's a video showing a slightly dated version of the Porsche logging/display function in action: Porsche 997/987 OFT Data displays - YouTube Peak hp only increased by 3whp. But there were much larger gains at other engine speeds if you look at the dyno graph. Drivability is also significantly improved in terms of response and smoothness. Yes, with the OFT, all 3 throttle tables are modified (Sport, non-sport and Reverse gear) and can be further modified to anything anything the user desires. There is absolutely no need for any additional hardware. Cylinder filling and engine torque tables have an effect on the ECU's torque limiting behavior which means that it can be adjusted to minimize things like unwanted ignition retard, VVT changes or even, at times, unwanted throttle closure. They are a very important tables.

Will you have support for alternate engines for the platform?

there seems to be a throttle response time delay built in to these cars. when you blip the throttle on down shift or while sitting at idle, there is a significant delay. is this something that can be altered?

Using the logging I can get a variable called ignition misfire counter. Is this an indication for the knocks detected by the DME ? And would you then dial in the ignition advance such that under WOT there would be no ignition misfire activity or very little? Please shed some light onto this, thank you Andreas

There isn't a static delay as far as I can tell/log. But there are some pretty significant non-linearities in the throttle/dbw maps that can be perceived as delay in certain situations. All of which can be addressed through tuning quite easily. Misfire counter has nothing to with detonation. Misfire counter is more of an emissions related diagnostic that increments upwards when the ECU encounters any evidence of uneven combustion. This is monitored by comparing the angular crankshaft acceleration of each successive engine event. If they devote more than a certain amount, it is recognized as a misfire and assigned to a specific cylinder. Once this count value exceeds a threshold, a misfire cylinder X (1-6) code will be triggered. Knock/detonation is something else entirely and can be monitored by looking at ignition advance logs and/or through knock count datalog channels.

Thank you very much! So let's take a real example: I have ignition advance log of 15 degree @ 4000 rpm and WOT. Camshaft angle is at -20 degree. Am I right to assume that there are 2 ignition maps involved, the two ones for high valve lift and repsective camshaft early (-40) and late(0) degrees? One map has 22 degrees ignition advance and the other has 16 degrees advance. So at -20 degree camshaft position , which is halfway in between can I expect an ignition advance of 19 degrees set by the DME ? If I then see only 15 degrees in the log does this mean that due to knock the DME did reduce timing by 4 degrees? Thank you again. Andreas

Excellent post! Now all we need is this same post for the 981 !!!

Any way to add rev matching on the 987.1 MT? Thanks

Any thing to fix the sluggishness or improve the AT? Would this be a better choice than an actual tune? Or is something like softtronic flash still better? I am thinking of getting a plenum and hoping to get a few more horses.

The OFT provides an actual tune so I'm not sure I follow your question. The only difference is that the tune we provide isn't locked or encrypted. The other difference is that the OFT is a fully functional handheld/tablet and not a basic cable that requires the use of a laptop. While the OFT does require a laptop for custom tuning, it is capable of read/writing and providing on-screen data display/diagnostic functions.

This opeflash sounds awesome. I have a few questions before I pull the trigger. I just purchased a sprint booster , will this work with the booster or will it replace it? I have a base 987.1 . Edit: I just read in a earlier post that this will eliminate the need for a sprint booster .

Hey phuturo. I have had my OFT for about two months. I have not driven or risen in cars with other ECU flashes so I cannot compare. I am very happy with the results of the OFT maps, the ease of install, and best the attention and response from Shiv at OFT. The car is much more responsive and quicker through the revs. Mid range revs are more responsive to the throttle and the engine breaths noticeably better. Shiv just sent me a new map that will go to Homestead Raceway this Saturday for a few laps. I will report on the new map after I get back. Will let Shiv verify, but I know throttle sensitivity is adjustable. I have Sport Chrono . Shiv set sensitivity higher in non mode and a bit more sensitive in SC. The OFT gets my thumbs up for its performance gains and the support from Shiv. Good luck and let us know your input when you get it installed.

Hi, Definitely don't need a sprint booster as we remap the throttle tables to provide more response (among other things). Definitely return or sell it The limitation of the plug -in throttle modifying boxes (like the Sprint Booster ) is that they apply a fixed signal offset regardless of engine speed. Whereas with remapping the throttle tables, we can individually remap throttle response for Sport, non-Sport and Reverse modes. Also, we can remap with respect to not only throttle pedal input but also engine speed. So it's definitely a more complete approach Please let me know if you have any questions. Cheers shiv

I am coming from a heavily modified E39 M5, and honestly unless I am taking a turn hard I felt like the Cayman S was letting me down on straight line pulls. Enter OFT. Good lord, the response time from Shiv, the speedy delivery, and the GAINS! Words don't do it justice, I have a new car basically. I can't wait to do some data logging so they can fine tune it but just from the box with my Borla exhaust it is a wonderful product. Oh and the raised idle makes the car hum at idle, it is intoxicating.

Thanks for the kind words! We are having great fun playing with our 987. So it's only natural we have fun helping others with theirs too. And our winter project developing a turbo kit Cheers, Shiv

This sounds very promising. 987.2 here, eagerly awaiting that version. Those with the patience and facilities to document maps for specific mods (ie; plenum & tb, exhaust ) will be deserving of gold stars. I am pleased to see continuing development for the 987's and glad that the version 1's get this cool product first. As some others here have expressed, I too am interested in acquiring the ipd plenum and gt3 throttle body , but hear that the dfi's need some optimization to exploit those modifications. Let us know how your OFT experience is going .. I suspect that many are listening.

The 987.2 OFT is close to being ready to launch . We are just deep in the map discovery process right now. This process if fun but it takes a good bit of time unfortunately!

I reverted the throttle map back to factory, but kept the rest of the tune, with winter being here. It breaks the tires loose too much ;-). Its nice to be able to do so on my own.

Question for Shiv... Once the definition file / tune is created, is the OpenFlash tablet then permanently 'coupled' with that car/ ecu ? I have a 987.1 -Tip right now and plan on looking for a 987.2 - PDK in the Spring, wondering if I upgrade if I can 'unflash' a current car and reflash a new car or would need to purchase another tuner if tuned now and then ended up upgrading cars. For example, with my F150 3.5L EcoBoost tuner has this feature... You can marry/unmarry the device to different vehicles as long as you unload the tune first. I'm assuming you can not do this with OpenFlash Tablet, but thought I would ask. Also Any 987.1 map tweaks for high altitude? I'm in Colorado, typically between 6,000 and 9,000 feet. Tiptronic tweaks? Do your tunes allow any modification of tiptronic behavior? Default second-gear starts drive me a bit nuts, and I find it a bit lazy even in Sport mode..

'beep-beep' .. Is anyone running the OpenFlash on 987.2 yet?

I second this notion, any update on 987.2 support for the OFT??? I know the last post was on 11/20/14 saying it was close to launch ...

Hello All, I have a 2008 Cayman S design edition one with the sport chrono & Tip trans package. I have installed a IPD 82mm plenum GT3 Throttlebody and cat back FABSPEED MAX-FLO exhaust system. I just recieved my Schenll long tube hedders this week and am looking for a tuning solution for these mods. I will be running catless. I have been looking at the various tunnning solution currently out there I.E the EVOMS three stage / step system or the softtronic reflash. Can you provide an idea of what your product could do in regaurds to the lack of cats and any insight as to what may be accomplished with the trans shift points and ending the tiptronics second gear starts. If I am understanding what I have read here .......... I do some data logging with your product and then send you the file? You then send me back a map and directions on what to set the differant paramiters to air fuel ratio / spark retard or advancement / torque management / etc....? With the possibility of eventualy seeing a turbo upgrade in my future plans for the cayman s It sounds like you are working on tuning for that as well?? Thank you for your time in advance.

I just spoke with Shiv at OFT yesterday..... He has helped me with my custom tune for my Cayman S DE1 I have enjoyed working with him and his staff with very nice results on my car. The OFT software has greatly improved the performance and drivability of my cayman ( It is like a whole new car ) it holds the shift points better and the throttle responce is great! I love the second gear chirps and the pull ( torque curve ) is right on. I just started data logging nast night and will be sending in the file in the next week or so to have Shiv take a look at it to see if this will be the final tune applied to my car. The process was simple and straight forward. Plug in the OFT tablet to the OBD II port on your car and down load the cars current file. Unplug the OFT from the car. Plug the into your laptop or desktop run the OFT program. Save the original file from your car to your desktop or anywhere you like on your computer. Download the tune file for your car from the list of tune files that match your configuration.( no mods, or high flow airfilter with throttlebody , of open exhaust etc... Save the file to the second file location on the OFT. Plug it into your car and upload ( takes about five minutes ) Start the car let idel for about 10 - 15 minutes drive it normaly will run a little rough for the first 50 miles or so and as the car learns the new settings it will drive better in the next few drives. Then enjoy the added power and responce of your car!!! TEN THUMBS UP!!!!!!! Plus the added bonus of being able to retune it your self if you choose to or add options as you go . I.E bigger throttle body or open headers for track days or 91 oct fuel to 93 oct or turbo system ect.... This is a great product with unmatched service and support straight from the developer of the software. IMO Up load it to the first file spot in the OFT tablet.