Datalogging On POR-002

Applicable Vehicles:

• 911 (997.2) Turbo & Turbo S, MT/PDK, 2010-2013

When And Why?:

When trying to diagnose driveability problems or assessing how well a new tune is working with the vehicle datalogging can be an invaluable tool.  By looking at what is going on with the vehicle under load or other conditions you're able to look at a picture in time and see if there were any issues or problems that would need to be addressed and sometimes where and why they occurred.  However a datalog is only as good as the monitors you record, much like how a map is only as useful as the information it has on it.

How Should I Drive When I Datalog?:

Because most of the problems people have are those that show up under heavy load, we want to have some good boost characteristics over the datalog.  Therefore we recommend you find an empty stretch of road so that it's not only safe for other people, but safe for you.  When trying to diagnose a problem it's easy to have too much to look at, so when trying to diagnose something we recommend keeping it short and simple.  In these instances a datalog of a single run from 2500rpm to redline in 3rd gear (if running a 5-speed) or 4th gear (if you have a 6-speed) ensures you don't have to spend time sifting through extraneous data to find what you need.  If your problem has to do more with idle characteristics perform the 2500rpm run, but sometimes taking a look at what your car does at idle can be of some help.  Lastly if you're a road racer you may want to datalog for long streches of time which, when paired with track telemetry, can help you figure out when and where things were going well, and when things were going bad, this can help diagnose more intricate problems like fuel slosh or oil starvation.  However as datalogs get bigger sifting through the lenghty spreadsheets can get difficult and time consuming at that time you may want to invest in a datalog viewer program which converts your spreadsheets into simple graphs so you can go through a bunch of data all at once.

Useful Monitors In Every Situation:

This ECU has all of the different monitors grouped into different blocks, many of which are members of more than one block.  When looking at data, when the computer looks at a block, whether one or all of them are selected will not impact the logging speed however, as you look at more than one block it may impact the logging speed as a whole.  A good practice would be to pick as many of your desired monitors from the same group as possible, as this will allow the monitoring speed to be as high as possible.

• (G1) Ambient Pressure
  • This value is measured by the ambient pressure sensor in the DME control unit and is used to calculate the altitude correction factor. The altitude correction factor is used to inhibit secondary air, tank vent valve and fuel tank leakage diagnosis. If the mass air flow sensor (MAF) fails, a substitute value for the air mass is formed from the engine speed, throttle position and altitude correction factor. The measuring range is from 400 mbar to 1200 mbar.

• (G1) Fuel Pressure
  • The fuel high-pressure value, measured by the fuel pressure sensor, is displayed here. The flow control valve at the fuel high-pressure pump regulates the fuel pressure from approx. 40,000 mbar at idle speed up to 120,000 mbar at full throttle. The diagnosis monitors the deviation between the required and actual value.

• (G1) Measured Coolant Temp
  • The coolant temperature is calculated from the voltage signal of the engine temperature sensor and is used to correct the DME maps in accordance with the temperature. The temperature is passed on to the gateway control unit via CAN. It is also used as the basis for thermostat diagnosis. (The warm-up phase is monitored using a temperature model.) If there is no signal, a substitute value is formed in the DME control unit and is then displayed here.

• (G2) Battery Voltage
  • Supply voltage at terminal 15 on the DME control unit. If a limit value is not reached, the idle speed of the engine can be increased in order to improve the load balance.

• (G2) Vehicle Speed
  • Current vehicle speed. The vehicle speed comes from ABS/ASR/PSM via CAN. This is used as an input requirement for various diagnoses and as freeze frame content.

• (G3) MAP
  • Manifold Absolute Pressure, also boost pressure after the throttle plate.

• (G4) Target Throttle Plate Position
  • Requested throttle position.

• (G4) Actual Throttle Plate Position
  • The actual throttle valve angle is the opening angle recorded by the throttle valve potentiometer (° throttle valve angle), approx. 0.00 ° (throttle valve fully closed) to 80.00 ° (at full throttle position).

• (G11) Short Term Fuel Trim B1
  • Short term fuel trim bank 1 - Inverse of traditional fuel trims, + is removing fuel, - is adding fuel.

• (G11) Short Term Fuel Trim B2
  • Short term fuel trim bank 2 - Inverse of traditional fuel trims, + is removing fuel, - is adding fuel.

• (G17) Knock Retard Cyl 1
  • Amount of timing being retarded Cylinder 1

• (G17) Knock Retard Cyl 2
  • Amount of timing being retarded Cylinder 2

• (G17) Knock Retard Cyl 3
  • Amount of timing being retarded Cylinder 3

• (G17) Knock Retard Cyl 4
  • Amount of timing being retarded Cylinder 4

• (G17) Knock Retard Cyl 5
  • Amount of timing being retarded Cylinder 5

• (G17) Knock Retard Cyl 6
  • Amount of timing being retarded Cylinder 6

• (G17) Intake Cam Timing B1
  • Amount of intake cam advance bank 1.

• (G17) Intake Cam Timing B2
  • Amount of intake cam advance bank 2.

• (G18) Coolant Temp
  • Engine coolant temperature.

• (G19) Actual Air Fuel Ratio B1
  • Actual lambda value bank 1

• (G19) Actual Air Fuel Ratio B2
  • Actual lambda value bank 2

• (G36) Target Air Fuel Ratio B1
  • Target lambda value bank 1

• (G36) Actual Air Fuel Ratio B1
  • Target lambda value bank 2

• (G36) Engine Speed
  • • Engine Speed in RPM

• (G36) Actual Fuel Pressure
  • Measured fuel pressure.

• (G36) Target Fuel Pressure
  • Target fuel pressure.

• (G36) Relative engine load
  • Engine load used by the ECU.

• (G37) Short Term Fuel Trim B1
  • Short term fuel trim bank 1 - Inverse of traditional fuel trims, + is removing fuel, - is adding fuel.

• (G37) Short Term Fuel Trim B2
  • Short term fuel trim bank 2 - Inverse of traditional fuel trims, + is removing fuel, - is adding fuel.

• (G37) MAP
  • Manifold Absolute Pressure, also boost pressure after the throttle plate.

• (G37) Actual Throttle Plate Position
  • Actual throttle position.

• (G40) Intake Air Temperature
  • Measured intake air temperature.

• (G5C) Accelerator Pedal Position
  • Accelerator Pedal position.

• (G5D) Actual turbine actuator B1 Actual duty cycle of the VTG controller 0-100% Bank 1

• (G5D) Actual turbine actuator B2 Actual duty cycle of the VTG controller 0-100% Bank 2

• (G5D) Target Turbine Actuator B1 Target duty cycle of the VTG controller 0-100% Bank 1

• (G5D) Target Turbine Actuator B2 Target duty cycle of the VTG controller 0-100% Bank 2

• (G63) Target Map
  • Target boost pressure.

• (G63) MAP
  • Manifold Absolute Pressure, also boost pressure after the throttle plate.

• (G63) Exhaust Gas Temperatures B1
  • Exhaust gas temperature bank 1

• (G63) Exhaust Gas Temperatures B2
  • Exhaust gas temperature bank 2

• (G63) Pre Throttle Boost Pressure
  • Boost pressure before the throttle plate.

• (G63) Engine Speed
  • Engine Speed in RPM

List of Available Monitors:

• (G2) Engine Speed
  • The actual value of the current engine speed is measured via the pulse sender on the flywheel (60 - 2 pulses per revolution).

• (G2) AT Flag
  • Flag that determines if the car has an auto transmission or not.

• (G2) Oil Pressure
  • Absolute engine oil pressure incl. ambient pressure. Approx. 1,000 mbar (ambient pressure) must be subtracted for the relative engine oil pressure (overpressure). This then corresponds to the value displayed on the instrument cluster.

• (G2) Pre Throttle Boost Pressure
  • Boost pressure before the throttle plate.

• (G3) Target Map
  • Target boost pressure.

• (G3) Ambient pressure
  • This value is measured by the ambient pressure sensor in the DME control unit and is used to calculate the altitude correction factor. The altitude correction factor is used to inhibit secondary air, tank vent valve and fuel tank leakage diagnosis. If the mass air flow sensor (MAF) fails, a substitute value for the air mass is formed from the engine speed, throttle position and altitude correction factor. The measuring range is from 400 mbar to 1200 mbar.

• (G7) Actual Fuel Pressure
  • The fuel high-pressure value, measured by the fuel pressure sensor, is displayed here. The flow control valve at the fuel high-pressure pump regulates the fuel pressure from approx. 40,000 mbar at idle speed up to 120,000 mbar at full throttle. The diagnosis monitors the deviation between the required and actual value.

• (G7) Target Fuel Pressure
  • Target fuel pressure.

• (GB) Intake Cam Timing B1
  • The actual camshaft angle is the position of the intake camshafts recorded by the hall senders. An actual value of approx. 125.00 °crk is displayed at idle speed. This value can change to approx. 85.00 °crk during acceleration at full throttle. This results in an adjustment value of approx. 0.00 °crk at idle speed and up to 40.00 °crk at full throttle.

• (GB) Intake Cam Timing B2
  • The actual camshaft angle is the position of the intake camshafts recorded by the hall senders. An actual value of approx. 125.00 °crk is displayed at idle speed. This value can change to approx. 85.00 °crk during acceleration at full throttle. This results in an adjustment value of approx. 0.00 °crk at idle speed and up to 40.00 °crk at full throttle.

• (GB) Intake Camshaft Phase B1
  • Measured cam phase bank 1.

• (GB) Intake Camshaft Phase B2
  • Measured cam phase bank 2.

• (GF) Requested Fuel
  
  • Requested fuel consumption.

• (GF) Target Fuel Mass
  • Target fuel mass.

• (GF) Gear Shift Sync Speed Setpoint
  • Setpoint requested to sync the shiftspeed.

• (GF) Air Fuel B1
  • Actual lambda value bank 1

• (GF) Air Fuel B2
  • Actual lambda value bank 2

• (GF) Air Fuel Adaption B1
  • Long term fuel trim bank 1

• (GF) Air Fuel Adaption B2
  • Long term fuel trim bank 2

• (G0F) Target Clutch Torque
  • Torque targeted at the clutch.

• (G0F) Actual Clutch Torque
  • Actual torque value at the clutch

• (G16) Adaptive Fuel Mass
  • Adapted fuel mass.

• (G16) Target Pre Throttle Pressure
  • Target pre throttle boost pressure. This is your overall boost target.

• (G18) Actual Ignition Angle
  • Actual ignition timing of the car.

• (G18) Target Ignition Angle
  • Target ignition timing of the car.

• (G18) Average Knock Retard
  
  • Averaged value of knock retard.

• (G18) Average ADV1 Value
  • Average ADV1 Value.

• (G18) Engine Speed
  • Engine Speed in RPM

• (G18) MAP
  • Manifold Absolute Pressure, also boost pressure after the throttle plate.

• (G19) Target Air Fuel Ratio B1
  • Target lambda value bank 1

• (G19) Target Air Fuel Ratio B2
  • Target lambda value bank 2

• (G1C) Engine Speed 
  • Engine Speed in RPM

• (G1C) Relative engine load
  • Engine load used by the ECU.

• (G1C) Coolant Temperature
  • Engine coolant temperature.

• (G1D) Injection Time 1 Cyl 1
  • Injection time for the fuel injection system Cyl 1

• (G1D) Injection Time 1 Cyl 2
  
  • Injection time for the fuel injection system Cyl 2

• (G1D) Injection Time 1 Cyl 3
  • Injection time for the fuel injection system Cyl 3

• (G1D) Injection Time 1 Cyl 4
  • Injection time for the fuel injection system Cyl 4

• (G1D) Injection Time 1 Cyl 5
  • Injection time for the fuel injection system Cyl 5

• (G1D) Injection Time 1 Cyl 6
  • Injection time for the fuel injection system Cyl 6

• (G1E) Injection Time 2 Cyl 1
  • Injection time 2 for the fuel injection system Cyl 1

• (G1E) Injection Time 2 Cyl 2
  • Injection time 2 for the fuel injection system Cyl 2

• (G1E) Injection Time 2 Cyl 3
  • Injection time 2 for the fuel injection system Cyl 3

• (G1E) Injection Time 2 Cyl 4
  • Injection time 2 for the fuel injection system Cyl 4

• (G1E) Injection Time 2 Cyl 5
  • Injection time 2 for the fuel injection system Cyl 5

• (G1E) Injection Time 2 Cyl 6
  • Injection time 2 for the fuel injection system Cyl 6

• (G22) EGT at Lambda Sensor B1
  • Exhaust gas temperature measured at the lambda sensor bank 1

• (G23) EGT at Lambda Sensor B2
  • Exhaust gas temperature measured at the lambda sensor bank 1

• (G27) Engine Speed
• The actual value of the current engine speed is measured via the pulse sender on the flywheel (60 - 2 pulses per revolution).

• (G27) Average Air Fuel B1
  • Averaged lambda value bank 1

• (G27) Average Air Fuel B2
  • Averaged lambda value bank 2

• (G2D) Pre Throttle Closed Loop Integral PID
  • Integral control for the PUT control.

• (G2D) Pre Throttle Pressure Sensor Voltage
  • Voltage of the PUT sensor.

• (G36) Target Air Fuel Ratio B1
  • Target lambda value bank 1

• (G36) Actual Air Fuel Ratio B2
  • Target lambda value bank 2

• (G40) Oil Temperature
  • Oil Temperature.

• (G43) Predicted Air Mass
  • Final calculated airflow value.

• (G5C) Exhaust Gas Temperatures B1
  • Exhaust gas temperature bank 1

• (G5C) Exhaust Gas Temperatures B2
  • Exhaust gas temperature bank 2

• (G63) Actual Ignition Angle
  • Actual ignition timing of the car.

• (G6E) Fuel Pump #1 Switch
  • On/Off flag for fuel pump #1

• (G6E) Fuel Pump #2 Switch
  • On/Off flag for fuel pump #2

• (G75) Full Load Switch
  • Flag that determines if the car is at full load.

• (G7D) Maximum Available Torque
  • Maximum available torque.

• (G7D) Fast ASR Intervention Torque
  • Fast ASR Intervention Torque

• (G7D) Actual Engine Torque
  • Measured Engine Torque

• (G7D) Target Engine Torque
  • Target Engine Torque

Definitions:

Link Dump:

How to Datalog:

https://cobbtuning.zendesk.com/hc/en-us/articles/200025134-How-to-Datalog

How to Change Datalog Monitors

How to Change Datalog Monitors

How to Change Gauges

How to Change/Reset Displayed Gauges