2009 Porsche 997TT Tiptronic EVT670 ClubSport

Bosch ME7.8 ECU
10-29-2009

About the EVT670 ClubSport:
- [EVOMSit] ECU Chip Switch – Utilizes “On The Fly Switching” with 2 X EPROMS
- [EVOMSit] EVT670 ClubSport RACE ECU Calibration – 7000 RPM Rev Limit
- [EVOMSit] EVT630 ClubSport PUMP ECU Calibration – 7000 RPM Rev Limit
- [EVOMSit] Tiptronic TCU Calibration – Raised TQ Limits & 7000 RPM Rev Limiter
- EVOMS ClubSport 44.5mm Exhaust Headers
- EVOMS ClubSport Intercoolers w/ Silicone Boost Hoses
- EVOMS High Flow Silicone Turbocharger Air Inlet Ducts
- EVOMS Billet Recirculation Valves
- EVOMS / FabSpeed 70mm Sport Exhaust
- HJS 200 cpsi SM-Winding Motorsport Stainless Steel Catalysts

Peak Wheel Gain: ~134 HP / ~ 107 TQ
Max Gain: ~215 HP / ~240 TQ @ 4800 RPM’s

Power is measured at the wheels on our Mustang 500 SE AWD dyno in a controlled environment for accuracy. Dyno runs shown are the average runs of a 10 run sample group for both the Baseline and [EVOMSit] modified runs. Dyno runs are accurately run with the same RPM start point, same transmission gear, same performance mode (sport or non-sport) and same cool down time in-between runs. Measurement was made with 1 x 65,000 CFM main cooling fan in the front of the vehicle. Dyno room temperature was 82.7 degrees Fahrenheit for both sets of run groups and was conducted with AZ 91 octane fuel & 100 octane race fuel.

2009 Porsche 997.2 3.8L DFI

Siemens-VDO SDI3 ECU
02-11-2009

EVOMSit Run 1: [EVOMSit] V4 Software HP and TQ (Solid Lines)
Baseline Run 2: Baseline – Stock Software HP and TQ (Dashed Lines)

Power is measured at 4 wheels on an independent Mustang 500 SE AWD dyno in a controlled environment for accuracy. Dyno runs shown are the average runs of a 10 run sample group for both the Baseline and [EVOMSit] modified runs. Dyno runs are accurately run with the same RPM start point, same transmission gear, same octane fuel and same cool down time in-between runs. Measurement was made with 1 x 65,000 CFM main cooling fan in the front of the vehicle with 2 x 5000 CFM “spot” cooling fans to extract exhaust fumes from the exhaust. Dyno room temperature was 64.2 degrees Fahrenheit for both sets of run groups and fuel grade was 100% pump 91 octane CA grade oxygenated fuel.

Thank you Alex and James at Sharkwerks for the car and Stasis Engineering for the use of their dyno for the day.

2009 Porsche 997 GT2

Bosch ME7.8
09-14-2008
Price: $1695

EVOMSit Run 1: [EVOMSit] V8TZ Software, EVOMS VTG Headers, Cargraphic / HJS 200 Cell Cats, EVOMS BRV’s
Baseline Run 3: ALL Stock

Power is measured at the wheels on our Mustang 500 SE AWD dyno in a controlled environment for accuracy. Dyno runs shown are the average runs of a 10 run sample group for both the Baseline and [EVOMSit] modified runs. Dyno runs are accurately run with the same RPM start point, same transmission gear, same performance mode (sport or non-sport) and same cool down time in-between runs. Measurement was made with 1 x 65,000 CFM main cooling fan in the front of the vehicle with 2 x 5000 CFM “spot” cooling fans directed down the rear window. 1 x additional 45,000 CFM fan in the rear of the vehicle forcing fresh air into the rear engine compartment. 2 x 5000 CFM “spot” cooling fans reverse flow to cool the intercoolers. Rear decklid was closed to simulate actual air flow into the engine compartment. Dyno room temperature was 86.5 degrees Fahrenheit for both sets of run groups.

[EVOMSit] Software, EVOMS VTG Headers, Cargraphic / HJS 200 Cell Cats, EVOMS BRV’s
Power measured at the wheels

2009 Porsche 997 GT2

Bosch ME7.8 ECU
03-13-2009

EVOMSit Run 1: [EVOMSit] EVT670 – Performance Software
Baseline Run 2: Baseline – Stock w/ Upgraded HJS Catalysts

Power is measured at the wheels on our Mustang 500 SE AWD dyno in a controlled environment for accuracy. Dyno runs shown are the average runs of a 10 run sample group for both the Baseline and [EVOMSit] modified runs. Dyno runs are accurately run with the same RPM start point, same transmission gear, same performance mode (sport or non-sport) and same cool down time in-between runs. Measurement was made with 1 x 65,000 CFM main cooling fan in the front of the vehicle with 2 x 5000 CFM “spot” cooling fans directed down the rear window. 1 x additional 45,000 CFM fan in the rear of the vehicle forcing fresh air into the rear engine compartment. 2 x 5000 CFM “spot” cooling fans reverse flow to cool the intercoolers. Rear decklid was closed to simulate actual air flow into the engine compartment. Dyno room temperature was 82.3 degrees Fahrenheit for both sets of run groups.

997 GT2 EVT670 Performance System Dyno Video

Power is measured at all 4 wheels.
Crank power is calculated by dividing the wheel power by .87
(~674 HP / 672 TQ)

2010 Porsche 997 GT3

Bosch ME7 ECU
08-20-2009
Price: $995

[EVOMSit] Performance Software: 404 WHP / 277 WTQ
[EVOMSit] Performance Software & Sport Muffler: 414 WHP / 278 WTQ
Baseline – All Stock: 392 WHP / 267 WTQ (as tested) 

Peak Gain: ~24 HP / ~19 TQ (software & exhaust)

Power was measured at the wheels on an independent tuning facility Mustang 500 SE AWD dyno in a controlled environment in northern California. Dyno runs shown are the average runs of a 10 run sample group for both the Baseline and [EVOMSit] modified runs. Dyno runs are accurately run with the same RPM start point, same transmission gear, same performance mode (sport or non-sport) and same cool down time in-between runs. Measurement was made with 1 x 65,000 CFM main cooling fan in the front of the vehicle. Dyno room temperature was 82.2 degrees Fahrenheit for both sets of run groups and was conducted with CA 91 octane fuel.

The software calibration involves a more aggressive fuel map, timing advance optimization for specific grades of fuel, and a more responsive accelerator pedal.

A summary:
With software only, the 2010 GT3 went from 392 WHP to 404 WHP at the peak. The car gained about this much horsepower for most of its RPM range. The car gained over 11 ft-lb of torque at its peak around 6600 RPM and more torque throughout the RPM range.

With the exhaust and software, the gains were higher, bringing it up to 414 WHP at the peak (22 WHP net gain), more torque at the peak, and a large gain in torque between 3700 and 5400 RPMs.

You will notice a drop in torque at lower RPMs (below 3500) with the Track exhaust due to the greatly reduced back pressure, but there is a significant increase in torque after this point and horsepower throughout the RPM range. We still recommend our Street Bypass setup for most owners for several reasons, including that it does not lose torque like this (and it doesn’t set off car alarms, cause your dog to run away, etc.).

2009 Porsche Cayman S – DFI – PDK

Siemens SDI3 ECU
06-05-2009
Price: $895

[EVOMSit] Performance Software, Tubi Exhaust, VFlow Intake: 350 HP / 298 TQ
[EVOMSit] Performance Software, Tubi Exhaust: 340 HP / 290 TQ
Baseline – With Tubi Exhaust: 327 HP / 277 TQ

~23 HP / ~21 TQ Gain

Power is measured at the wheels on our Mustang 500 SE AWD dyno in a controlled environment for accuracy. Dyno runs shown are the average runs of a 10 run sample group for both the Baseline and [EVOMSit] modified runs. Dyno runs are accurately run with the same RPM start point, same transmission gear, same performance mode (sport or non-sport) and same cool down time in-between runs. Measurement was made with 1 x 65,000 CFM main cooling fan in the front of the vehicle. Dyno room temperature was 94.7 degrees Fahrenheit for both sets of run groups and was conducted with AZ 91 octane fuel.