Part 3: The Quest for the Perfect Tune

[Mr.Smith]

If you change your mind we can always flash the controller remote and add it. No worries.


Thank you!
Time to also post the Taycan GT curves on the website.

btw another interesting tidbit about the Taycan GT- the gear ratios are different from all the other cars.
That's also why it's so much faster.

Doesn't it the Turbo GT shift at 72mph?

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[prj]

Doesn't it the Turbo GT shift at 72mph?

Shift start is around there yeah, but shift end is higher.

That's already a huge clue because for the Turbo S J1.1 with all the extra torque the optimal shift is around 50 mph.

I was bummed as to what was going on until I saw the gear ratios being shorter in the software. So it means the rear assembly is unique.

 

[GTS UK]

The non GT cars change up at about 55mph or something like that. Is that different with this controller or the same?

 

[prj]

The non GT cars change up at about 55mph or something like that. Is that different with this controller or the same?

I always set the shift speed optimal. The optimal shiftpoint is generally where the produced power before and after the shift is the same.

E.g. you can see here where the shift is. If you move it earlier, then after the shift the power will drop.
If you move it later then the power will start going down and then after the shift it will go back up.

But like this it's bang on, because the wheel torque basically continues right where it left off and the power is flat through the shift.

This is a Turbo GT log...
On the GTS of course due to different gear ratios and different torque on the motors the shiftpoint is in a completely different place. All this is empirically tested what the best shift point is for each combination.

That said, tuning these is a piece of cake (at least for me, but i've been doing this for two decades) compared to tuning ICE. It's doing all the other stuff like finding an exploit, cloning the ECU, remote flashing, reverse engineering the launch logic etc that is the hard part.

 

[GTS UK]

Thanks Dmitri, if you have the graph for the non GT cars that would be very interesting.

 

[Mr.Smith]

I always set the shift speed optimal. The optimal shiftpoint is generally where the produced power before and after the shift is the same.

E.g. you can see here where the shift is. If you move it earlier, then after the shift the power will drop.
If you move it later then the power will start going down and then after the shift it will go back up.

But like this it's bang on, because the wheel torque basically continues right where it left off and the power is flat through the shift.

This is a Turbo GT log...
On the GTS of course due to different gear ratios and different torque on the motors the shiftpoint is in a completely different place. All this is empirically tested what the best shift point is for each combination.

That said, tuning these is a piece of cake (at least for me, but i've been doing this for two decades) compared to tuning ICE. It's doing all the other stuff like finding an exploit, cloning the ECU, remote flashing, reverse engineering the launch logic etc that is the hard part.

This is the shift point you produced?

 

[prj]

This is the shift point you produced?

That's the stock one on Turbo GT in launch mode. I have to adjust all the other ones though, because they're set from factory for the lower power limits.

For the GTS etc I'd rather not post the shiftpoint graphs. Let any competition figure that stuff out on their own.

 

[Xaria Racing]

Huge 60-130 improvement on a roll. How does that compare to your Plaid?

Well, the Plaid is my daily driven tyre and dog hauling car so I’ve only done one Dragy test with it since I’ve owned it as I was curious to see how much power was lost due to battery degradation, a hot topic of discussion on the Plaid FB groups lately. With 58K miles on the clock, battery at 98% and battery temperature “peak performance ready”, it ran [email protected] MPH with very crappy and bald tyres. It spun a lot off the line but I don’t believe that affected the 60-130 MPH time of 5.12 seconds. This test was done on the same exact stretch of road where I do my Turbo GT tests.

So, the GT is way faster, but we’re comparing a new car to one with 58K miles… I sincerely hope the Turbo GT doesn’t lose that much power due to mileage and battery degradation. ? Maybe Dmitri can chime in on this one if he knows?

 

[Xaria Racing]

Amazing!. Is that on the street?.

Thanks, this is indeed on the street.

 

[ericdc]

I installed this in my Taycan 4 CT last week. The car previously felt slow, especially at highway speeds and now it is absolutely ludicrous. If you have a low trim model like me, don't hesitate - order this thing now. The car is completely transformed.

 

[BjörnfromHamburg]

With a Turbo S, ot is also a deal-breaker, making the car a lot more fierce.
Not so much in numbers, but in character.

 

[ferdiaz]

First off, amazing work!

I'm currently in the market for a J1.1 Turbo S. From what I've heard, J1.1 cars with a failed battery are now getting a J1.2 battery as replacement, apparently because LG Chem no longer produces the old battery.

Unfortunately, it seems that Porsche will limit the cars, so that they won't be able to access the additional storage that is available with the new J1.2 battery. Therefore, no increase in range despite of running a higher capacity battery.

So my question here is: with the replacement ASG, would it be possible for J1.1 cars running the upgraded J1.2 battery to bypass the limitation from Porsche and tap into the extra battery capacity, thus leading to an increase in range comparable to J1.2 cars?

 

[Porsche-Guru]

First off, amazing work!

I'm currently in the market for a J1.1 Turbo S. From what I've heard, J1.1 cars with a failed battery are now getting a J1.2 battery as replacement, apparently because LG Chem no longer produces the old battery.

Unfortunately, it seems that Porsche will limit the cars, so that they won't be able to access the additional storage that is available with the new J1.2 battery. Therefore, no increase in range despite of running a higher capacity battery.

So my question here is: with the replacement ASG, would it be possible for J1.1 cars running the upgraded J1.2 battery to bypass the limitation from Porsche and tap into the extra battery capacity, thus leading to an increase in range comparable to J1.2 cars?

@prj can provide a more accurate & technical answer, but my guess is the answer is No.

The battery capacity/ management is controlled by the BMS module and not by the ASG module.

 

[ElectricV8Biturbo]

Well, the Plaid is my daily driven tyre and dog hauling car so I’ve only done one Dragy test with it since I’ve owned it as I was curious to see how much power was lost due to battery degradation, a hot topic of discussion on the Plaid FB groups lately. With 58K miles on the clock, battery at 98% and battery temperature “peak performance ready”, it ran [email protected] MPH with very crappy and bald tyres. It spun a lot off the line but I don’t believe that affected the 60-130 MPH time of 5.12 seconds. This test was done on the same exact stretch of road where I do my Turbo GT tests.

I believe it does affect it. Not by a whole bunch but by a small enough amount. My 60-130 times fluctuate from 4.8-5.2, depending on traction (I am always on the ragged edge due to being a RWD).
Electric doesn't spin much since it is easily mitigated by much more effective traction/torque control management. But it shows in slower times.
I bet your car is 2-3 tenths faster as is with better rubber

 

[Mr.Smith]

@prj can provide a more accurate & technical answer, but my guess is the answer is No.

The battery capacity/ management is controlled by the BMS module and not by the ASG module.

Your limitations are the invcon and motor

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