Part 2: The J1 Powertrain

[prj]

Btw, a first small teaser about the J1.2.
They no longer use complex torque curves in the ASG.

It's simply a single value wheel torque limitation and power limitation for each mode (normal / push to pass / launch).

The RS-etron GT Performance has the following values in the software for example:
550kW/748 PS - Normal
620kW/843 PS - Boost (Push to Pass)
680kW/925 PS - Launch

The torque is in wheel torque units, so translating that is a bit difficult. They have to do it that way due to two different motors spinning at different speeds.

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[karlz]

Great read, and thank you for all this work.
Incredible numbers for the Taycan 4... time to get mine "upgraded"

 

[rs38]

@prj curious now what they call amps/current in their naming convention.

Do you have an enthusiasts version/license of your logging tool avail to read those RAM values? I am not a professional or competitor, only highly interested in that stuff for many years for my own cars

 

[prj]

@prj curious now what they call amps/current in their naming convention.

Do you have an enthusiasts version/license of your logging tool avail to read those RAM values? I am not a professional or competitor, only highly interested in that stuff for many years for my own cars

The license for the logger is not a problem, it's only 100 EUR for a lifetime license for a car. 50 EUR one time subscription for a month, then 50 EUR for the VIN license, which never expires, even if the subscription becomes inactive. So I think it is very accessible on a hobbyist level.

However, to read RAM you need to patch the ASW.
So pretty much - unless you buy a tune from me, and I ship it to you with RAM reading open, you can't do anything. There's a basic logger there, but it's like Odis/VCDS.

The naming convention for electrical current in VW world is "i":

"Cur" always refers to "Current value".

 

[rs38]

One for the team...pre tuning testing
Germany Nurburgring Eiffel....with a full battery this time.
Due to Tesla short charging cables this is the way ....some Tesla drivers waiting (well sorry, I need full juice before hitting the track)

I don't think you are blocking a single stall as the default place to charge is from the right side behind the barrier. You and the white Tesla took the side walk

 

[rs38]

However, to read RAM you need to patch the ASW.
So pretty much - unless you buy a tune from me, and I ship it to you with RAM reading open, you can't do anything. There's a basic logger there, but it's like Odis/VCDS.

The naming convention for electrical current in VW world "i":

true 100 EUR is fair and below what Durametric was charging, but I will not patch my ECUs as my Taycan just got approved until 2029 or so.

appreciate your insights?

I can remember I needed to patch my ME7.8 as well for mem access over OBD to use me7logger for Porsche. Setzi was so kind to help at that time.

 

[prj]

true 100 EUR is fair and below what Durametric was charging, but I will not patch my ECUs as my Taycan just got approved until 2029 or so.

Mine did too. You only patch the ASG, and since I ship a separate tuned controller, then warranty is not an issue. But up to you.

I can remember I needed to patch my ME7.8 as well for mem access over OBD to use me7logger for Porsche. Setzi was so kind to help at that time.

My logger also patches ME7.8, but it does it differently. The patch and the custom service can be done in calibration, so a full OBD write is not needed, and cal only write is sufficient. Setzi patched a routine in the ASW to allow WriteMemoryByAddress and thus uploading the standard ME7Logger handler.

I actually support full RAM logging on every Porsche since the 996 with ME7.8 - every single SDI ecu, and up to the newest current MG1 variants in the Logger. Each one of them with patch.

 

[rs38]

very nice!! especially as I know that many bad tuners do not care about logging and only find some curves in WinOLS an make them "higher"

 

[prj]

very nice!! especially as I know that many bad tuners do not care about logging and only find some curves in WinOLS an make them "higher"

In case of the J1.2, it's enough to change 6 single values to make full power. And the pedal maps on the lower powered variants. J1.1 is similar, you can just FF some torque limiters (or remap all modes to 1 limiter and FF that one).

Doesn't get you the inverter launch torque outside of launch though. Needs ASW patch

The calibration is comically simple, the whole difficulty is around flashing:

If the unlock method gets public (a.k.a. implemented publicly in a flash tool), then I will just implement unlock in the destination flasher. Right now it requires a pre-unlocked ASG, and of course that pre-unlocked ASG has keys and security changed.

Not sure when that will happen, because then the Conti exploit is out in the public (the keys for the Taycan are public). Same reason why Simos 19.2 is not flashable, while 19.3 and 19.6 are. Because the keys for that are public as well, and none of the larger tool makers want the exploit out. Because if everyone and their mother can flash it, we will have the same situation like with Bosch MG1 - when the SBOOT exploit was released too soon and closed in 2020.
Except unlike MG1 in case of the new Vitesco controllers it is possible to easily close the exploit with the software update at a dealer...

You see, I am full stack. I have made and control everything - the flasher, logger, ASW patches and the calibration.
Very soon this is also coming to the J1.2, the e-tron SUV, and all the MEB cars. It is bigger than just the J1. Hence - MapEV.

With destination flashing there will be dealers in many countries, who will have pre-unlocked controllers on the shelf, and can perform the full service for the customer, if the customer does not wish to perform a direct purchase. This is already in process.

Finally the destination flashing also means that the software can be updated at the client via ENET cable for any reason.

 

[Rik_CT4s]

@prj
On your website I read the following, see below highlighted with the red circle.

Could you help me in understanding what happens to the suspension, as not always I want the stiffening of the suspension. Or do you mean the full torque is only available in the sport/sport plus setting of the chassis?
It would be nice to still have comfort setting while having more power.
i try to understand this matter. Furthermore, it takes time to adjust suspension, this is not instant, this while the boost is for 2.5s.....by the time the suspension is adjusted the boost is gone.....
Thank you for clarifying this matter.
Cheers.

 

[prj]

Could you help me in understanding what happens to the suspension, as not always I want the stiffening of the suspension. Or do you mean the full torque is only available in the sport/sport plus setting of the chassis?

It hardens the dampers at the moment of full acceleration. You don't feel it being stiffer at that moment, you just get a lot more traction that way. It's completely natural.
If I didn't tell you, you'd never know. I wouldn't either. The reason I found that out is because I set the bit all the time and then I realised it does that. Otherwise it's completely seamless.

It would be nice to still have comfort setting while having more power.

You have comfort setting. Pedal must be >99% (completely to the floor). And in that case you want the maximum traction available.

i try to understand this matter. Furthermore, it takes time to adjust suspension, this is not instant

No, it is for all intents and purposes instant. The level does not change. Only the dampers get set into the correct rebound setting (stiff) for maximum acceleration. If you do not do this, then you get a lot more wheel hop.
The adjustment of the dampers takes a few milliseconds:

The adaptive air suspension sits on top of the dampers, and allows for automatic leveling to keep the car even more neutral when e.g. cornering. This is not affected.

 

[prj]

I will need some more data to confirm, but so far it seems that all J1.2 have the bigger rear motor, as in there are only three motors:
"Big motor" without PTV.
"Big motor" with PTV
Special "Big motor" for Turbo GT with 830 Nm torque.

I checked a Taycan RWD and the torque limit in the inverter was 585Nm, unfortunately didn't get time to do more tests other than stationary values in D and getting all the coding to work.

If this is true then The 4S and the Turbo of J1.2 could be the same powertrain wise. This would also mean absolutely massive gains for the RWD and the 4S variants.
Stay tuned for Part 4...

 

[Mr.Smith]

I will need some more data to confirm, but so far it seems that all J1.2 have the bigger rear motor, as in there are only three motors:
"Big motor" without PTV.
"Big motor" with PTV
Special "Big motor" for Turbo GT with 830 Nm torque.

I checked a Taycan RWD and the torque limit in the inverter was 585Nm, unfortunately didn't get time to do more tests other than stationary values in D and getting all the coding to work.

If this is true then The 4S and the Turbo of J1.2 could be the same powertrain wise. This would also mean absolutely massive gains for the RWD and the 4S variants.
Stay tuned for Part 4...

How does PTV correlate to the motor? Isnt PTV realted to braking and rear differential?

Also Ive heard that even though there is a differnt part number for the rear motor on the Turbo GT, its the same rear motor as the Turbo, Turbo S, but the 900amp inverter gives it that extra power.

 

[prj]

How does PTV correlate to the motor? Isnt PTV realted to braking and rear differential?

I just looked up the ordering codes for buying a replacement rear motor (because they sell you the whole assembly).
There's 3 part numbers:
1. Without PTV.
2. With PTV.
3. Turbo GT

Also Ive heard that even though there is a differnt part number for the rear motor on the Turbo GT, its the same rear motor as the Turbo, Turbo S, but the 900amp inverter gives it that extra power.

Can well be. However on the Turbo GT the rev limit for the motor is set at 18500 rpm compared to 16000 rpm normally.

I just need test cars at these point. I'll get a 4S soon.

 

[Mr.Smith]

I just looked up the ordering codes for buying a replacement rear motor (because they sell you the whole assembly).
There's 3 part numbers:
1. Without PTV.
2. With PTV.
3. Turbo GT


Can well be. However on the Turbo GT the rev limit for the motor is set at 18500 rpm compared to 16000 rpm normally.

I just need test cars at these point. I'll get a 4S soon.

This makes sense about the motors, especially with the higher top speed of the Turbo GT

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