981 Cayman / Boxster (2.7L)
981 Cayman / Boxster S (3.4L)
981 Cayman / Boxster GTS (3.4L)
981 Boxster Spyder (3.8L) 
981 Cayman GT4 (3.8L) 
981 Cayman GT4 Clubsport (3.8L)

991 Carrera (3.4L)
991 Carrera 4 (3.4L)
991 Carrera S (3.8L)
991 Carrera 4S (3.8L) 
991 Carrera GTS (3.8L) 
718 Cayman GT4 Clubsport 

Tuning Guide and Table Definitions

This tuning guide is broken into the basic components of tuning a Porsche 981 or 991 and the tables associated with each of these components. The guide outlines basic tuning strategies and defines tables for each major tuning category, such as torque control, fueling, and ignition timing.

Step 1 – What is the mechanical configuration of the vehicle?

The first step in tuning a Porsche 981 or 991 is choosing the COBB Tuning Off-The-Shelf (OTS) calibration that most closely matches the mechanical components and modifications of the vehicle to be tuned.
Stage 1 calibrations are designed for vehicles with no aftermarket parts.

Step 2 – What fuel is the vehicle using?

Note that COBB Tuning offers calibrations for three different fuels: 100 octane (105 RON), 93 octane (98 RON), and 91 octane (95 RON). Higher octane ratings indicate higher quality fuel that burns more slowly and can support higher cylinder pressure. This difference in fuel will determine how the car is tuned. Higher octane fuels support more ignition timing and leaner air-to-fuel mixtures compared to lower octane. Using a map designed for high octane with low octane fuels can result in damage to the engine.

Step 3 – What type of air intake is on the vehicle?

The 981 and 991 utilize a calculated mass airflow, but does not use actual MAF (Mass Air Flow) sensors. It uses airflow calculations to estimate engine mass air flow. Changing intakes will require some small changes to the calibration, but because the car does not have MAF's it is not as important to rescale the MAF based on intake pipe diameter change. The 981 and 991 use the airflow calculations to limit power via throttle closures, so making changes to calculated airflow tables is critical to making the car run correctly.

Step 4 – Calibration refinement on a chassis dynamometer.

A: Perform initial testing with safe conditions.

After selecting the most appropriate initial calibration, prepare to test and refine the calibration on a chassis dynamometer. When creating a custom tune, it is best to begin testing under the safest conditions. Lowering timing and a richer fuel mixture are suggested to start if the part configuration doesn't meet the OTS part guidelines.

B: Connect the Accesstuner software to the Accessport equipped 981 or 991

Open the selected starting calibration in the Accesstuner software then configure the Accesstuner software to connect to your vehicle. Attach the OBDII connector to the vehicle and to your Accessport (if applicable), then connect the associated USB cable to your computer.

C: Log critical engine parameters while testing.

Accesstuner software allows the user to sample and record critical engine parameters including sensor information and commanded engine function. Open Accesstuner and load the calibration currently flashed to the vehicle. Attach the OBDII cable to the vehicle and the computer. Press "Ctrl+F" to configure the target folder for datalogs, logged parameters in the "Log List" tab, and those displayed in the Accesstuner "Dashboard" through the "Gauge List" tab. The Dashboard, a screen that reports active engine and sensor parameters, can be accessed by pressing "Ctrl+B." It is critical to actively monitor the condition of the engine during tuning and this screen is the single best way to do so. These data monitors allow the tuner to determine if a calibration is performing correctly. Accurate and deliberate assessment of logged parameters is the only way to avoid conditions that may damage the engine.

The POR-007 Accessport can log 25+ parameters around 40 Hz, The amount of parameters selected does not impact the logging speed.

D: Tuning for appropriate Air to Fuel Ratios (Lambda)

The ideal air to fuel ratio (AFR) depends upon fuel quality, engine design, fueling model (port injection, DISI, diesel, etc.), heat exchanging abilities, and other variables. Higher octane fuels are more stable at higher cylinder pressures, and are more resistant to pre-ignition. Leaner AFRs can produce higher power up to a point, but also create more heat that may lead to unsafe pre-ignition. Lower octane fuels, such as 91(95 RON) and ACN91 (Arizona, California and Nevada 91 octane), are less resistant to detonation and require a richer (fewer parts air per parts fuel) AFR for safer operation. Richer AFRs produces less heat, protect against detonation due to a cooling effect of the excess fuel, and usually produce less power. We have found 981 and 991 engines are tuned on the leaner side from Porsche. After some initial testing we have found that just by richening the fuel target, the car picked up power.

Air to fuel ratios for these vehicles are directly impacted by several tables. The Porsche fuel control system operates a closed loop control strategy. This means that the car runs a set of wideband air fuel sensors, and is constantly adjusting the fuel targets based on a collection of variables. The fuel target under wide open throttle is dictated by the Basic Lambda Setpoint maps as well as Lambda Full Load Enrichment and Lambda Full Load Enrichment for Sport Mode. Setting a target in this table will yield the desired Air Fuel result, as long as some of the others conditions are correct.

A fuel mixture that is too lean will contribute to uncontrolled combustion, excessive heat, detonation and possible engine damage. The objective is to run the car at the richest air to fuel mixture possible that does not sacrifice power. Ultimately, the best air to fuel can only be determined in concert with changes to ignition timing. For example, in some cases a comparatively rich air to fuel mixture can be run with more ignition timing than a leaner mixture. This combination may produce higher power than a lean mixture with less ignition timing. Generally speaking, the air to fuel and ignition timing combination that produces the best power while minimizing heat is the desired calibration. Of course, this ideal is not limited to ignition timing and fuel, but is also a balance of variable cam timing and air mass.

E: Tuning Ignition Timing

The ignition control strategy in the Porsche 981 and 991 are very dynamic and has a lot of contributing variables to determine the overall ignition timing value. Since the car is always trying best to calculate an overall best efficiency, it does this for ignition timing by using the Absolute Calibration for Reference Ignition Angle Due to Valve Overlap and using a target lambda (ʎ) =1 as a base for the efficiency. Additive corrections get made and it forms a variable in the ECU that is "optimal timing." This is the basis for all the ignition calculations in the car. The Porsche uses a strategy of two states of cam timing as well. These points will dictate which of the ignition timing maps are used and when. The actual ignition timing uses some additional variables and then comes to the conclusion of ignition timing based on the difference between Absolute Calibration for Reference Ignition Angle Due to Valve Overlap and Calibration for Reference Ignition Angle Due to Valve Overlap. Ignition Timing changes will need to be made in the Calibration for Reference Ignition Angle Due to Valve Overlap tables to start, as these are the basic tables that will reflect changes made. The first 4 tables are the main tables being used in WOT (0-0 thru 0-3).

F: Knock Control System

The knock control strategy on the Porsche 981 and 991 are very complicated and uses individual cylinder knock control to make changes to the ignition timing at all times. The system is very sensitive and thus almost always has some sort of feedback. You can monitor knock retard and ignition correction in each cylinder. This is the best way to check for detonation, and to ensure a safe running vehicle. The closer to 0 the better, but if it sways into the negatives (-1 and below), the car is registering detonation. Since the car is very dynamic it is made to be sensitive. If you are getting values past -6 you will want to try and lower ignition timing, or add more fuel to try and see if you can bring the values back closer to 0. Running a race fuel will also help in getting the knock control values closer to zero.

If running built engines you can change the knock detection thresholds in the software. By raising these tables you are de-sensitizing the knock control system. THIS SHOULD BE DONE WITH GREAT CARE AS DOING THIS CAN RESULT IN ENGINE DAMAGE AS KNOCK CONTROL BECOMES LESS ACTIVE!!

Generally speaking, higher ignition timing supports higher torque and greater power. However, ignition timing should be increased with great caution. Higher timing yields are limited by fuel quality and the mechanical limitations of the engine due to higher cylinder pressure. Too much timing will produce knock sums when fuel quality is the limiting factor. When fuel quality is high, ignition timing should ONLY be added when its addition produces a substantive increase in torque and power. If increased timing does not increase torque, the extra cylinder pressure is simply producing unnecessary stress on engine components.

G: Porsche Torque Control Strategy

The Porsche Siemens SDI9 uses torque control to influence how the car behaves on power and off power. This system uses input from a wide variety of internal variables and external sensors to dictate how the car reacts in certain conditions.
This ECU uses various methods to control torque output, such as closing the throttle plate when the car overshoots a target torque table. So you will always want to monitor throttle plate opening as it is a way for the car to lower the torque output. Other methods include lowering ignition timing, or changing air fuel ratios. You want to be sure that the car is optimally calibrated in all conditions. Being too far over or under can cause the car to have errors. The correct torque values are also important as they dictate shifting and the amount of power to the clutch's that may be too much or too little.

There are 4 tables that are very important to being able to utilize the added airflow of any added aftermarket parts. They are Maximum Intake Air of the Engine at Standardized Ambient Pressure, Maximum Intake Air of the Engine at Standardized Ambient Pressure Sport Mode, Maximum Intake Air of the Engine at Standardized Ambient Pressure in Sport Mode – Map Setpoint Limitation, and Maximum Intake Air of the Engine at Standardized Ambient Pressure – Map Setpoint Limitation.

Since the ECU does not have mass air flow sensors and it uses estimated airflow, you will want to raise these values with caution. Raise them slightly above the maximum airflow seen during the calibration procedure.

H: Tuning Variable Cam Timing (Vario-Cam Plus)

Porsche uses a variable cam timing system that changes cam duration at different engine speeds, but with Vario-Cam it also changes the valve lift dependent on cam phasing. This provides very good efficiency in all driving ranges as it can change lift using hydraulic tappets with a type of attachment pin. There are 3 lobes on the cam and the center is the "slow lift" the outer 2 lobes are the fast lift and pertain more to making more power and a higher lift. This helps to make more power through the power band. The cam timing can be changed in the software. In order to see results from this type of tuning a chassis or engine dynamometer is required. Porsche optimizes power extremely well for cars in stock configuration. Modifying these tables during testing on stock cars only resulted in a loss of power.

I: Variable Intake Manifold

Porsche uses a Variable Intake Manifold or VIM on some of their 981 vehicles. There is a butterfly valve, similar in operation to a throttle body, which opens and closes based off of the RPM and air mass. The VIM is only in the 981 3.4L and 3.8L engines.  991 is not equipped with VIM.  The VIM is generally closed during lower RPM and open at higher RPM. This allows for added torque at lower rpm and added horsepower in the upper rpm range. Again Porsche has this pretty dialed in and modifying the VIM table on a car in stock form resulted in little to no change in power during testing.

J: Speed Density/ Estimated Mass Flow

The Porsche 981 and 991 do not use MAF sensors, but instead uses calculated airflow using variables calculated from sensors and other parameters in the ECU. It then calculates estimated airflow entering the engine based on engine displacement and a slew of other variables related to air flow, temperature and barometric pressure. It does calculate a volumetric efficiency slope and offset. So while the ECU does not use a traditional speed density strategy, it uses a type of pseudo MAF/ SD setup using calculated variables and measured airflow into the engine through the MAP sensor.

If stroking an engine, the software allows you to enter the new displacement of the engine if changed, and the car will make changes to the mass flow calculations to compensate for the displacement change. Tuning will still need to be performed, but the calculation will be as correct as possible. This table is called Engine Displacement under the Miscellaneous folder.

K: Integrating all tuning parameters for the ideal calibration

The ideal calibration for your Porsche 981 or 991 is a combination of all major tuning areas outlined above. Generally speaking, the Porsche 981 or 991 will make the most power when it runs a lean AFR with the maximum amount of ignition timing allowed by the ECU without detonating. However, the theoretical ideal air to fuel ratio and high ignition timing is not realistic for all configurations and fuels. Calibrations should be thoroughly tested on a chassis dynamometer, where the impact of tuning is easily measured, to determine if they are ideal for the vehicle, its mechanical components, and its fuel. For example, addition of ignition timing that does not result in increased torque is not ideal because it produces additional stress on engine components without a perceivable benefit. The same is true of air to fuel ratio. If the vehicle can operate at a richer air to fuel ratio without losing power, it is ideal to do so. For a basic idea of ideal tuning parameters for your fuel type and mechanical configuration, examine the COBB OTS map notes.

L: Precautions

Fuel – The stock fuel system in the 981 and 991 is Direct Injection. Therefore the fuel is injected directly into the cylinder at very high fuel pressures to help atomize the fuel. There are limitations to these systems, so you will want to measure fuel pressure to see if you are having any issues with fuel delivery. This can be monitored using the Accessport.

Folder: Airflow Tables

Correction Factor for the Maximum Intake Air Depending on the Intake Air Temperature

Table Description – This is an airflow table multiplier based on intake air temperature.

Tuning Tips – This table is set to 1.000 from the factory. If intake temps are climbing and result in detonation this table can be fine-tuned to limit airflow when the temps get extremely high. Since these cars are naturally aspirated the chances of intake temps becoming extremely high are rare.

Maximum Intake Air of the Engine at Standardized Ambient Pressure

Table Description – This is a maximum airflow table based on calculated airflow, in normal mode.

Tuning Tips – Raise this table when tuning with aftermarket modifications which increase the pumping efficiency of the engine. Since the ECU uses a calculated airflow target, this can directly impact the maximum amount of allowed airflow by closing throttles if the limit is exceeded.

Maximum Intake Air of the Engine at Standardized Ambient Pressure Sport Mode

Table Description – This is a maximum airflow table based on calculated airflow, in sport mode.

Tuning Tips – Raise this table when tuning with aftermarket modifications which increase the pumping efficiency of the engine. Since the ECU uses a calculated airflow target, this can directly impact the maximum amount of allowed airflow by closing throttles if the limit is exceeded.

Maximum Intake Air of the Engine at Standardized Ambient Pressure in Sport Mode-Map Setpoint Limitation

Table Description – This is a maximum airflow table based on calculated airflow, in sport mode.

Tuning Tips – Raise this table when tuning with aftermarket modifications which increase the pumping efficiency of the engine. Since the ECU uses a calculated airflow target, this can directly impact the maximum amount of allowed airflow by closing throttles if the limit is exceeded.

Maximum Intake Air of the Engine at Standardized Ambient Pressure- Map Setpoint Limitation

Table Description – This is a maximum airflow table based on calculated airflow.

Tuning Tips – Raise this table when tuning with aftermarket modifications which increase the pumping efficiency of the engine. Since the ECU uses a calculated airflow target, this can directly impact the maximum amount of allowed airflow by closing throttles if the limit is exceeded.

Folder: Cam Timing

Inlet Camshaft Position Setpoint at High Temperature Level 0-0 thru 3-1

Table Description- Degrees BTDC (before top dead center) that the intake cam opens and closes.

Tuning Tips- Modify this table to try and achieve optimum cylinder filling and to help increase volumetric efficiency. Best modified on a chassis or engine dyno so you can measure results. These are based on varying conditions and in normal mode, NOT sport. Maps 0-0 and 0-1 are utilized most under high load conditions.

Inlet Camshaft Position Setpoint at High Temperature Level for Sport Mode 0-0 thru 3-1

Table Description- Degrees BTDC (before top dead center) that the intake cam opens and closes.

Tuning Tips- Modify this table to try and achieve optimum cylinder filling and to help increase volumetric efficiency. Best modified on a chassis or engine dyno so you can measure results. These are based on varying conditions and in Sport Mode. Maps 0-0 and 0-1 are utilized most under high load conditions.

Folder: EGT Tables

Target Exhaust Gas Temperature for Reference Conditions 1

Table Description- These tables are exhaust gas temperature targets. Past this the car will try and trim the values back down by implementing methods such as closing throttles.

Tuning Tips- You can increase this temp if you are making big power and the exhaust gas temperature appears to be too high. This is a modeled temperature so the actual temperature values can vary. We suggest having a good way to measure EGT if you are unsure of the actual temperature.

Folder: Fuel

Basic Lambda Setpoint 1

Table Description – This is the base lambda table that the car will try and target not under full load, bank 1.

Tuning Tips – Tune this table accordingly for the target lambda values that you would like to achieve.

Basic Lambda Setpoint 2

Table Description – This is the base lambda table that the car will try and target not under full load, bank 2.

Tuning Tips – Tune this table accordingly for the target lambda values that you would like to achieve.

Basic Lambda Setpoint Offset Value for Knocking Bank 1

Table Description – This is the lambda value that will be removed when knock is detected in bank 1

Tuning Tips – Tune this table accordingly for the amount of fuel you would like added when knock is present in bank 1. The more negative the value the more fuel is injected during knock events. This table is set to 0 from the factory.

Basic Lambda Setpoint Offset Value for Knocking Bank 2

Table Description – This is the lambda value that will be removed when knock is detected in bank 2

Tuning Tips – Tune this table accordingly for the amount of fuel you would like added when knock is present in bank 2. The more negative the value the more fuel is injected during knock events. This table is set to 0 from the factory.

Constant for stoichiometric air/fuel ratio (=1/14.7)

Table Description – This value is a ratio based off of the fuel stoichiometry that is being used.

Tuning Tips – The value used should be 1 divided by the stoichiometric air/fuel ratio of the fuel. This may need to be altered when experimenting with alternative fuels.

Fuel Pressure Setpoint

Table Description – This is the main target fuel pressure table.

Tuning Tips – Use this table for the majority of fuel pressure adjustments. You can attempt to increase this table if you are in need of more fuel. You want to data log the fuel pressure target with the actual fuel pressure to make sure that you are within an acceptable range.

Fuel Pressure Target for Double Injection Mode

Table Description – Fuel Pressure target for when the engine is in double or dual injection modes. Dual injection modes generally only occur during the catalytic converter warm up phase. During double injection fuel is injected during both the compression and intake strokes.

Fuel Pressure Target for Homogenous Engine Operation

Table Description – Fuel Pressure target while the engine is in Homogenous Engine Operation. Mostly in use during light load operation where stoichiometric AFR is desired.

High Pressure Fuel Pump Max Pressure

Table Description – This table is the maximum fuel pressure allowed based on intake temperature.

Lambda Full Load Enrichment

Table Description – This is target fueling for the car when in full load, or wide open throttle. These are the target value that the car will try and achieve based on an amount of time in full load. This table is used when not in Sport Mode.

Tuning Tips – Set these tables according to what lambda you want to run. These tables are on a full throttle timer (y-axis). 

Lambda Full Load Enrichment for Sport Mode

Table Description – This is target fueling for the car when in full load, or wide open throttle. These are the target value that the car will try and achieve based on an amount of time in full load. This table is used when in Sport Mode.

Tuning Tips – Set these tables according to what lambda you want to run. These tables are on a full throttle timer (y-axis).

Map for the Low Pressure Fuel Pump Duty Cycle Pump 1 & 2

Table Description – This table helps to control the electric fuel pump, based on fuel flow. This can be changed to help aid in fuel delivery.

Tuning Tips – If you notice a drop in fuel pressure attempt to raise the duty cycle for the low pressure pump.

Start of Injection Map (Warm)

Table Description – This is the map that will help to control the start of injection timing when the car is warmed up. Use this map to change start of injection timing to help with overall fueling efficiency by helping to dictate when the injector is starting to open based on crank angle. This can help to reduce emissions, pick up power and increase fuel efficiency.

Folder: Ignition Timing

Absolute Calibration for Reference Ignition Angle Due to Valve Overlap 0-0 thru 1-3

Table Description – These tables are ideal timing numbers to achieve overall efficiency, or MBT timing.

Tuning Tips – There should be no need to make changes to these tables. If you want to make changes to ignition timing it should be done in the Calibration for Reference tables.

Basic Minimum Ignition Angle 0-0 thru 1-1

Table Description – These 4 tables are the timing floor for varying conditions. This is the least amount of ignition timing the car can run before knock retard.

Tuning Tips – If a car is pulling timing due to knock events, timing can and will go below this value.

Calibration for Reference Ignition Angle Due to Valve Overlap 0-0 thru 1-3

Table Description – These are the main ignition timing maps. These are the maps that you will need to modify in order to make changes to the ignition timing. These are base calibration numbers for the ignition timing, before any corrections will be applied based on load.

Tuning Tips – You want to make sure that you are making changes to the all the timing maps to be sure that the car is tuned at all load sections, the car will rely on different maps in varying conditions.

Folder: Knock Control

Knock Retard Threshold Per Knock Event

Table Description – The amount of timing retard in degrees that gets pulled during each knock event.

Tuning Tips – Change this if you feel that the car is pulling too much timing or too little timing depending on the knock event. USE THIS WITH GREAT CAUTION!

Knock Threshold Cylinder 1-6

Table Description – These thresholds are made to determine when the knock control system becomes active. Raising these thresholds will make the car less likely to pull timing when it hears something it deems as a knock event. Use this on built engines when the harmonics of the engine can change the amount of noise the knock sensor interprets as knock, when in fact, it is just engine noise. The numbers are for each individual cylinder.

Folder: Limits

Dynamic (Increased) Engine Speed Limit for High Range

Table Description- Engine speed limiter.

Dynamic (Increased) Engine Speed Limit for Low Range

Table Description- Engine speed limiter.

Static (Standard) Engine Speed Limit for High Range

Table Description- Engine speed limiter.

Static (Standard) Engine Speed Limit for Low Range

Table Description- Engine speed limiter.

Threshold to Vehicle Speed Limitation

Table Description- Vehicle speed limiter.

Folder: Miscellaneous

Engine Displacement

Table Description- Displacement of the engine in liters.

Tuning Tips- Change this value only if the displacement of the engine changes, as this is used in mass air flow calculations by the ECU. 

Precautions and Warnings – Altering this table is a must when changing the displacement of the stock motor or swapping in a larger displacement engine.

Folder: Sensor Calibration

Conversion Table for MAF Value

Table Description- This table is the offset to convert the raw value into the calculated value for the MAF readings.

Map Sensor Linear Voltage Scaling

Table Description- This is the scaling value for the MAP sensor. Stock the MAP sensor is a 3 bar sensor. 

Tuning Tips- This is a linear scale. If you have questions on how to scale this please contact the Porsche Experts.

Maximum MAP Sensor Voltage for Error

Table Description- This is the maximum voltage that the ECU can see from the MAP sensor before it throws a P1183 or P1184. These are basically overboost faults and get triggered from the voltage being too high from the MAP sensor. 

Tuning Tips- Raise this value to 5 volts to ensure that you are using the full range of the sensor installed if using forced induction.  

Minimum MAP Sensor Voltage for Error

Table Description- This is the minimum voltage that the ECU can see from the MAP sensor before it throws a plausibility error. 

Tuning Tips- There shouldn’t be any reason to change this value unless you are using a map sensor that needs to get scaled under this value  

Folder: Throttle

Driver Interpretation Map for High Vehicle Speeds

Table Description- This table is a percentage of torque applied based on pedal position. This is for normal driving mode, non-sport mode. This is for high vehicle speeds which is ABOVE 70 km/h (44MPH)

Tuning Tips- Raising this table will make the pedal percentage more aggressive. It can be used to make the car feel more responsive. This table is for normal mode, NOT for Sport Mode.

Driver Interpretation Map for High Vehicle Speeds in Sport Mode

Table Description- This table is a percentage of torque applied based on pedal position. This is for sport mode. This is for high vehicle speeds which is ABOVE 70 km/h (44MPH)

Tuning Tips- Raising this table will make the pedal percentage more aggressive. It can be used to make the car feel more responsive. This table is for Sport Mode.

Driver Interpretation Map for Low Vehicle Speeds

Table Description- This table is a percentage of torque applied based on pedal position. This is for normal driving mode, non-sport mode. This is for high vehicle speeds which is BELOW 70 km/h (44MPH)

Tuning Tips- Raising this table will make the pedal percentage more aggressive. It can be used to make the car feel more responsive. This table is for normal mode, NOT for Sport Mode.

Driver Interpretation Map for Low Vehicle Speeds in Sport Mode

Table Description- This table is a percentage of torque applied based on pedal position. This is for sport mode. This is for high vehicle speeds which is BELOW 70 km/h (44MPH)

Tuning Tips- Raising this table will make the pedal percentage more aggressive. It can be used to make the car feel more responsive. This table is for Sport Mode.

Driver Interpretation Map for High Vehicle Speeds in Sport Plus Mode

Table Description- This table is a percentage of torque applied based on pedal position. This is for sport plus mode. This is for high vehicle speeds which is ABOVE 70 km/h (44MPH)

Tuning Tips- Raising this table will make the pedal percentage more aggressive. It can be used to make the car feel more responsive. This table is for Sport Plus Mode.

Driver Interpretation Map for Low Vehicle Speeds in Sport Plus Mode

Table Description- This table is a percentage of torque applied based on pedal position. This is for sport plus mode. This is for high vehicle speeds which is BELOW 70 km/h (44MPH)

Tuning Tips- Raising this table will make the pedal percentage more aggressive. It can be used to make the car feel more responsive. This table is for Sport Plus Mode.

Maximum Throttle Position - Coupe

Table Description- Maximum throttle value possible for cabriolet vehicles.

Tuning Tips- Raising this value will increase max throttle in cabriolet vehicles. Boxster and Cayman S models close throttles at varying RPM ranges. Set these values all the same to maintain consistent throttle. Factory value is 81% max. We have seen results by increasing these values to 85%. 

Precautions and Warnings – A CEL may trigger when trying to run greater than 85%.

Maximum Throttle Position - Soft Top

Table Description- Maximum throttle value possible for hard top vehicles.

Tuning Tips- Raising this value will increase max throttle in hard top vehicles. Boxster and Cayman S models close throttles at varying RPM ranges. Set these values all the same to maintain consistent throttle. Factory value is 81% max. We have seen results by increasing these values to 85%.

Precautions and Warnings – A CEL may trigger when trying to run greater than 85%.

Upper Limit of the Throttle Position Setpoint

Table Description- Maximum value the throttle plate is allowed to open.

Tuning Tips- Raise this so that the maximum possible throttle position is higher in Optimum Response mode.  This table works with the Maximum Throttle Position – Coupe or Maximum Throttle Position – Soft Top.  The lowest throttle setting in any of these tables is what will be run.  Set this value to the max throttle values seen in your Maximum Throttle Position – Coupe or Maximum Throttle Position – Soft Top tables.  

Precautions and Warnings – Setting these values too high will trigger a CEL for the throttle voltage being out of range.  A CEL may trigger when trying to run greater than 85%. 

Folder: Torque Tables

Indicated Engine Torque at Reference Conditions 0 and 1

Table Description- These tables are used to output a torque reference based on Airflow and RPM

Maximum Reference Indicated Engine Torque

Table Description- Maximum torque value at the clutch to start to reduce the torque as to protect the car.

Tuning Tips- Increase if you are planning on raising the torque at the clutch so that you do not fight a torque reduction.

Maximum Torque Depending on Intake/Ambient Air Temperature

Table Description- Torque limiter based on intake air temperature and ambient air temperature.

Tuning Tips- Raise this to be sure not to hit it as a limit.

Maximum Torque at Clutch due to Torque Limitation Depending on Gear Ratio by Auto Trans

Table Description- Maximum torque value at the clutch for a car equipped with an auto transmission.

Tuning Tips- Increase if you are hitting a torque limitation.

Maximum Torque at Clutch due to Torque Limitation Depending on Gear Ratio by Manual Trans

Table Description- Maximum torque value at the clutch for a car equipped with a manual transmission.

Tuning Tips- Increase if you are hitting a torque limitation.

Maximum Torque at Clutch due to Torque Limitation Depending on Gear Ratio by Manual Trans AWD

Table Description- Maximum torque value at the clutch for a car equipped with a manual AWD transmission.

Tuning Tips- Increase if you are hitting a torque limitation.

Setpoint Mass Airflow Depending on Slow Torque Setpoint (VVL position Selective) 0 and 1

Table Description- Target mass airflow that the car will try to achieve vs torque.

Tuning Tips- Raise this value if you want to increase power, as this table has a direct correlation with the target torque strategy.

Folder: VIM (Variable Intake Manifold)

Variable Intake Manifold Activation RPM

Table Description- This table dictates what RPM range the VIM will be active. VIM activation is based off of RPM and Predicted Air Mass (mg/stk).

Tuning Tips- This table is pretty well dialed in by Porsche on stock cars. Some adjustment may be beneficial with aftermarket modifications. Values of 1 will close the VIM, Values of 0 will open VIM.

Precautions and Warnings – Although the tables are present in the ECU, the 2.7L Boxster as well as the 991 are not equipped with VIM hardware.