A weakness of the 718 platform with the turbo engines is high intake air temperatures (IAT). This data is from Streets of Willow in the wet; i.e. the average power, and therefore heat generation, was down as I was running about ten seconds a lap slower than I would have in the dry. Sorry about the units being in metric as I was messing around with the settings on the Accessport. Well, I could have manually converted… anyway. The ambient air temperature measured was a steady 11C. The IAT started off warm at 34C because the car was heat soaked after sitting between sessions. The IAT dropped to around 24C during the first warm-up laps and peaked around 38C. That delta of 27C to ambient is about 49F. And that’s after I installed the GT4 side scoops to get more air through the heat exchangers.
A quick update on the other airflow modification of the GT3 front bumper vent. As I anticipated, really only the upper half of the vent is functional. I grabbed this FLIR image after the car had been sitting in my garage for a bit after a drive.
Touching the metal grill in the vent, I could feel the difference in temperature between the upper and lower halves. I used my trusty IR gun to show that difference. This measurement was taken a few minutes after the car had been parked with an ambient temperature of about 20C.
On the drive up to higher elevations, long time auto journalist JKav ripped on the car for a while and loved the feel of the protune from Stratified Auto. And also the AP Racing brakes. Dave Coleman’s better half took a turn behind the wheel and between the two of them, I think they have convinced me to not go stiffer on the suspension. At least for a while. The canyon roads are fairly bumpy and going stiffer could be a detriment and I do love how livable the car is everyday on the bumpy roads around where I live. There are suspension mods still in the works to get the alignment and feel to where I want them though. Anyway, the data gathered from the COBB Accessport has highlighted the weaknesses in the powertrain and I’ll work on improving those.
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If not going stiffer on the suspension, consider a DSC controller. Made a world of difference for brake dive. Also more comfortable on the street and can now use the sport suspension setting on my local mountain roads which were previously too bumpy. Still imperfect with high frequency bumps but better than stock. I tried to go the fairly minimal route and did camber plates and toe arms on my T.
Yup, DSC is already in the plans! The all-out plans would be Tractive coilovers with 80/100 spring rates. We shall see.
It’s incredible the amount of information that is required to properly modify a modern ECU; and also very impressive that Cobb has managed to design the Accessport to handle all of the communication / data with a user-friendly interface .
I’m really impressed with the power output information the ECU can provide. It seems like not too long ago it took a piggyback or standalone ECU to have access to that same level of information.
It’s hot in there! Maybe a GT4RS style intake is in order?
Thanks for your hard work, professional insights and for sharing all this.
I look forward to reading your updates as I too have a CT.
For a pure track car, I’d look to implement a GT4RS style window intake, but it’s a bit too radical and loud for street use for me. The T is really exceptional out of the box. The bigger brakes and extra cooling are strictly due to my car doing double duty as a track car. For street use, the stock intercooler system is *mostly* okay. I wish the cooling fans would kick on sooner to bring the temps down after the car has heat soaked after sitting after a drive. The IAT heat soak is really a sustained high power use issue at the track and not a problem on the street. Hmm, I’ll have to ask Alex if there’s a parameter on how to better control the fans for the air to water intercooler system. It’s my understanding the APR tune turns on the fans sooner or more frequently, but no information on the actual Porsche control strategy. If you are willing to tune your car, that’s the only mod I would say is a no-brainer for a street car. Everything else I’m doing to the car is tweaking to the nth degree but definitely not required.
Good morning!! I want to upgrade my 2017 FA20.
So far I have Cobb access port and full MAPerformance “bolt ons with a stage 2 off the shelf map. I want a pro-tune it’s just there is no reputable tuners within a 8 hour distance.
1. Map Cold air intake
2. Map Charge pipe
3. Map intercooler
4. Map high flow cat/J-pipe
5. ETS track edition cat back exhaust
6. Grimmspeed BPV
It runs good but I just know it has more to offer; I’m in the Philadelphia area? Thanks again
Lou
You can use Alex at Stratified like I do; I’m over a thousand miles away from him. You go drive, datalog, send the the logs to him, and he sends you back an updated calibration. I like getting data from real-world driving more than tuning on a dyno anyway. Nothing like the real thing where airflow and real world loading plays a role. The have plenty of tuning experience with the BRZ/FRS/GT86.