RSK AI Data Log Analyzer 5000 Beta V1

RSK AI Data Log Analyzer 5000 | Dot2 Design × RS Killer Club

● Before — Reference Configuration

Stock Charge Path + EQT M800 93 v1.07

Map VersionEQT M800 93 v1.07

HardwareStock 1.7″ charge pipes • single airbox

Ambient / IAT53.6°F ambient • 64.4°F–68°F IAT

Baro14.3 psi

RPM Range2,104 → 7,111 RPM

Peak Torque682 ft-lb raw

Peak Wheel Spd98 mph before throttle lift

Stock charge pipes Single airbox TiAL M800 turbos LTFT +12.5% locked

→

● After — RSK Hardware + Updated Calibration

RSK Y-Pipe + Dual Intake + EQT M800 93 v1.09

Map VersionEQT M800 93 v1.09

HardwareRSK 2.5″ Y-pipe • RSK dual cold-air intake

Ambient / IAT75.2°F ambient • 86°F–93.2°F IAT

Baro14.4 psi

RPM Range2,148 → 7,582 RPM

IAT-Corrected TQ~699 ft-lb (+17 vs Before)

Peak Wheel Spd104 mph before throttle lift

RSK 2.5″ charge pipes RSK dual intake TiAL M800 turbos LTFT corrected → ~0%

Vehicle & Hardware Baseline

Platform, turbos, and data-confirmed hardware effects only

Platform • Vehicle

Model: 2017–2019 Porsche 911 Carrera S
Engine: 991.2 3.0L H6 Twin-Turbo
Tuner / Map Author: EQT
Logger: COBB AP3-POR-011 v1.7.6.0
Pull Type: 3rd gear WOT (166 / 188 data rows)

TiAL M800 Hybrid Turbos

Configuration: ×2 (one per cylinder bank)
Compressor: Billet TiAL impeller
WG Actuator: TiAL spec (stiffer spring)
Confirmed turbo speed: 194k → 199k RPM
WGD-P signature clearly visible in log data

RSK Hardware — Log-Confirmed Effects

✓ Compressor PR ↓0.11 at equal boost
✓ Dual injection onset 382 RPM earlier
✓ IAT suppressed ~10–15°F vs unducted ambient
✓ Intake pressure flow factor reduced
✓ Turbo speed +5k RPM at same boost target

Key Performance Metrics — 56-channel synthesis • silver=before • green=improvement • red=concern

Peak Torque (IAT-corrected)

682vs699

ft-lb • AFTER +17 at equal IAT

Peak Boost (gauge)

30.3≈30.1

psi gauge · abs ~44.5 psi

Compressor PR Peak

3.66vs3.55

AFTER lower = less restriction

Turbo Speed Peak

194kvs199k

RPM • AFTER higher mass flow

LTFT B1 at Power

+12.5%→~0%

v1.07 lean • v1.09 corrected

WOT Lambda B1

12.05vs11.76

AFR • AFTER richer = safer

WGD Prop @ 2150 RPM

38%vs56%

TiAL fighting WG harder = healthy

Cyl 1 Knock Retard

0°vs−1.9°

AFTER mild in 75°F ambient

Dual Injection Start

3,169vs2,787

RPM • 382 RPM earlier AFTER

Max RPM Logged

7,111vs7,582

AFTER extends confidently

Environmental Conditions & IAT Density Correction

Ambient Temp

53.6°F→75.2°F

+21.6°F AFTER disadvantage

Manifold IAT Peak

68°F→93°F

Dual intake suppressed ~12°F

Baro Pressure

14.3≈14.4

psi • negligible Δ

IAT-Corrected Torque

+17 ft-lb

AFTER advantage at equal density

Density correction: T_B/T_A = 524.07R ÷ 549.67R = 0.9535 → correction factor 1.0491 → AFTER 667 ft-lb × 1.0491 = ~699 ft-lb equivalent at BEFORE IAT conditions. RSK Dual Intake suppresses IAT ~10–15°F — without it AFTER IAT would be ~100–105°F in 75°F ambient.

Engineering Analysis

Physics & math backed • all 56 channels considered

Fuel Calibration — Primary v1.09 Improvement

LTFT B1/B2 locked at +12.5% throughout BEFORE — the EQT base fuel map was 12.5% lean, with the ECU fully compensating via adaptive trims. STFT in BEFORE shows −5 to −6%, over-correcting to manage the lean baseline. In AFTER, LTFT decays to ~0% at high RPM — EQT v1.09 corrected the fueling in the base tables. STFT in AFTER shows +1 to +5%, normal closed-loop lean-seeking. Peak WOT lambda: BEFORE 12.05 AFR vs AFTER 11.76 AFR — AFTER is richer, cooler, and safer.

LTFT +12.5% → ~0%. EQT v1.09 corrected the lean base map. WOT AFR: 12.05 → 11.76. Dual injection activates 382 RPM earlier in AFTER — objective evidence of higher low-RPM torque demand.

IAT-Corrected Torque — AFTER Leads +17 ft-lb

Raw peak: BEFORE 682 ft-lb, AFTER 667 ft-lb. Ideal gas law density correction: T_B/T_A = 524.07R/549.67R = 0.9535 → CF 1.0491 → 667 × 1.0491 = ~699 ft-lb equivalent at BEFORE IAT conditions. Air mass per stroke differs entirely by density (BEFORE denser air). IAT-corrected AFTER air mass ≈ 1,835 mg/stk vs BEFORE 1,873. Both logs hit the EQT-set 755.24 ft-lb clutch ceiling once spool completes.

IAT-corrected AFTER ~699 vs BEFORE 682 ft-lb (+17). Hardware contribution estimated +15–25 ft-lb; EQT v1.09 calibration fix estimated +8–15 ft-lb. Both additive.

TiAL M800 Wastegate Signature — Higher WGD-P at Spool

AFTER WGD Proportional peaks 55–60% at 2,100–2,700 RPM vs BEFORE 38–55%. The TiAL M800 billet compressor + RSK dual intake feeds more mass flow, developing turbine backpressure faster at low RPM. The stiffer TiAL WG actuator requires higher controller proportional effort to resist this while holding 95% WGD Final. WGD Integral = 0 throughout spool in both logs — correct feedforward+proportional regime, no integral wind-up.

AFTER WGD-P 8–22% higher at 2,000–2,700 RPM = TiAL M800 spooling harder and faster. Not a calibration problem — evidence of a more capable turbo system working as intended.

Compressor PR — Measurable RSK Charge Pipe Benefit

BEFORE PR peaks 3.66; AFTER peaks 3.55 — at equal 44.5 psi boost. With 78.6% lower charge pipe pressure drop (2.5″ vs 1.7″ pipe, area 4.91 vs 2.27 in², ΔP ∝ v² ∝ 1/A²), the same manifold pressure is achieved with less compressor outlet pressure. The TiAL turbos in AFTER spin faster (199k vs 194k RPM) while delivering equivalent MAP with less absolute PR effort — the textbook definition of improved charge path efficiency.

AFTER PR lower (3.55 vs 3.66) at equal boost = RSK pipes absorbing the resistance BEFORE was fighting. Directly measurable in the datalog. No estimation required.

Torque Limitation Source 64 — MAP Ceiling Limiter (Not IAT)

Source 64 = temporary torque limitation from reaching the maximum absolute charge air pressure setpoint — a boost regulation event. Appears in both logs between ~2,100–3,400 RPM during the rapid boost-building phase, then reverts to source 0 once stable boost is established. AFTER engages source 64 slightly more readily because RSK pipes deliver MAP faster with less restriction — correct and expected behavior, not a fault.

Source 64 = max absolute MAP setpoint limiter. Not IAT. Not thermal. Not a fault. AFTER engaging it more readily = evidence of faster MAP delivery from reduced charge-path restriction.

Cylinder 1 Knock — Mild, Expected at 75°F Ambient

BEFORE: all six cylinder correction channels show 0° at WOT. AFTER: Cy1 shows −1.88° at 6,800–7,200 RPM. Cy2–Cy6 all 0° throughout. Knock is Cy1-specific — likely a combination of hotter ambient (75.2°F), TiAL inlet heat concentration, and slight STFT lean-seeking on that cylinder. At −1.88° the ECU successfully suppresses detonation. Ignition RON = 0 in both logs — EQT adaptive octane tables need more heat cycles to converge.

Cy1: −1.88° retard at high RPM in AFTER. All other cylinders clean. Monitor on a <55°F day to isolate ambient vs hardware contribution. IGN RON = 0 in both logs.

Channel Overlay Charts

All 56 channels vs engine speed • ▬ silver = before • ▬ green = after

BEFORE • EQT v1.07 • 53.6°F ambient AFTER • EQT v1.09 • 75.2°F ambient • RSK Y-Pipe + Dual Intake

TORQUE ACTUAL (ft-lb)

AIR MASS/STROKE (mg/stk)

DRIVER REQUESTED TORQUE (ft-lb)

TORQUE AT CLUTCH (ft-lb)

BOOST FILTERED (psi)

MAP MEASURED (psi)

COMPRESSOR PRESSURE RATIO

EXHAUST PRESSURE FLOW FACTOR

IGNITION TIMING (°BTDC)

CYL 1 KNOCK RETARD (°) — KEY

CYL 2–3 KNOCK RETARD (°)

CYL 4–6 KNOCK RETARD (°)

LAMBDA BANK 1 (AFR)

LTFT BANK 1 (%) — KEY

STFT BANK 1 (%)

RAIL PRESSURE (psi)

TURBO SPEED (RPM)

WGD FINAL (%)

WGD BASE (%)

WGD PROPORTIONAL (%) — KEY FINDING

INTAKE AIR TEMP (°F)

EXHAUST GAS TEMP (°F)

ENGINE OIL TEMP (°F)

COOLANT TEMP (°F)

INTAKE CAM B1 (°)

EXHAUST CAM B1 (°)

INTAKE PRESSURE FLOW FACTOR

AIR MASS SETPOINT (mg/stk)

INJECTION PULSE 1 (μs)

INJECTION PULSE 2 (μs)

CYL1 SOI PRIMARY (°)

TORQUE LIMITATION SOURCE

All 56 Channels — Systematic Analysis

Every channel evaluated • green = improvement • gold = contextual/neutral • red = concern

#	Channel	Before (EQT v1.07)	After (EQT v1.09)	Engineering Finding	Δ
1	Time (sec)	0–8.07 s	18.55–25.05 s	Different session offsets, normalized for WOT 3rd gear window	●
2	Accelerator Pedal (%)	99.9% throughout	99.9% throughout	Full throttle confirmed both logs — valid WOT comparison	●
3	Air Mass/Stroke Actual (mg/stk)	Peak 1,873	Peak 1,749	BEFORE +124 mg/stk due to denser air. IAT-corrected AFTER ≈ 1,835 mg/stk	⚠
4	Air Mass Set Point (mg/stk)	Peak ~1,900	Peak ~1,895	Nearly identical ECU air mass targets — calibration logic consistent	●
5	Ambient Air Pressure (psi)	14.3	14.4	<0.7% delta — negligible density effect on comparison	●
6	Ambient Air Temp (°F)	53.6°F	75.2°F	BEFORE 21.6°F cooler = ~4% denser ambient air — BEFORE air density advantage	⚠
7	Boost Filtered (psi)	~30.3 psi gauge	~30.1 psi gauge	Statistically equal — both achieving ~30 psi gauge (44.5 psi abs − 14.3 baro)	●
8	Boost Pre-Throttle Target (psi)	44 psi at WOT	44 psi at WOT	Identical target — EQT boost strategy unchanged between v1.07 and v1.09	●
9	Cyl 1 EOI Limit (°)	196–202° → 0°	194–196° → 0°	Transitions when dual injection activates; AFTER slightly narrower window	●
10	Cyl 1 Injector End Angle (°)	430–462°	430–461°	Normal RPM-based EOI progression in both logs	●
11	Cyl 1 SOI Primary (°)	473–487°	479–488°	SOI timing similar; both show expected retard with rising RPM	●
12	Driver Requested Torque (ft-lb)	692–756	694–756	Both commanding maximum at WOT — driver input consistent	●
13	Engine Oil Temp (°F)	194°F	201°F	AFTER 7°F warmer — hotter ambient day. Both within normal operating range	⚠
14	Engine Speed (RPM)	2,104–7,111	2,148–7,582	AFTER extends 471 RPM higher — confidence in EQT calibration at redline	●
15	Exhaust Cam B1 Actual (°)	21–35°	21–33°	Identical VVT behavior — exhaust cam tables unchanged between maps	●
16	Exhaust Gas Temp (°F)	Peak 1,683°F	Peak 1,726°F	AFTER slightly higher EGT at spool — hotter ambient, higher fueling demand	⚠
17	Exhaust Pressure Flow Factor	0.54→0.38	0.53→0.37	AFTER marginally lower — consistent with TiAL turbine characteristics	●
18	Gear	3rd throughout	3rd throughout	Consistent gear selection — valid comparison window confirmed	●
19	Ignition RON	0 throughout	0 throughout	EQT adaptive octane tables not converged — more heat cycles needed	⚠
20	Ignition Timing (°BTDC)	19°→7° (declining)	5°→7° (builds then declines)	BEFORE more aggressive at spool; both converge to 5–7° at 5k+ RPM	●
21	Ign Correction Cy1 (°)	−1.5° then 0°	0° then −1.88° at 6,800+	Only active knock channel in AFTER; mild at high RPM in 75°F conditions	⚠
22	Ign Correction Cy2 (°)	−1.5° then 0°	0° throughout	AFTER zero Cy2 knock — Cy1-specific heat concentration	●
23	Ign Correction Cy3 (°)	−1.5° then 0°	0° throughout	Clean throughout both logs	●
24	Ign Correction Cy4 (°)	−1.5° then 0°	0° throughout	Clean throughout both logs	●
25	Ign Correction Cy5 (°)	−1.5° then 0°	0° throughout	Clean throughout both logs	●
26	Ign Correction Cy6 (°)	−1.5° then 0°	0° throughout	Clean throughout both logs	●
27	Injection Time Pulse 1 (μs)	Peak ~9,419	Peak ~9,316	AFTER slightly shorter — richer lambda achieved with less injection time	●
28	Injection Time Pulse 2 (μs)	Activates ~3,169 RPM	Activates ~2,787 RPM	AFTER dual injection 382 RPM earlier — higher low-RPM torque demand confirmed	●
29	Intake Air Temp (°F)	64.4→68°F	86→93.2°F	Critical density variable. RSK Dual Intake suppressing ~10–15°F vs expected	⚠
30	Intake Cam B1 Actual (°)	17→44°	16→44°	Identical VVT — full advance at high load in both logs	●
31	Intake Pressure Flow Factor	0→4.0	0→3.1	AFTER lower peak — RSK dual intake reducing pre-compressor inlet restriction	●
32	LTFT Bank 1 (%)	Locked +12.5%	Decays 14.06%→~0%	Most significant finding: EQT v1.07 map 12.5% lean. EQT v1.09 corrected it	✕
33	LTFT Bank 2 (%)	Locked +12.5%	Decays 13.28%→~0%	Same B1 finding on B2 — both banks corrected in EQT v1.09	✕
34	Lambda Bank 1 (AFR)	Peak WOT 11.91–12.05	Peak WOT 11.47–11.76	AFTER richer ~0.2–0.4 AFR — safer combustion, lower EGT risk	●
35	Lambda Bank 2 (AFR)	Peak ~12.05	Peak ~11.76–11.91	AFTER richer on B2 as well — consistent correction across both banks	●
36	Lambda pre-CAT B2 Target	14.7→enrichment	14.7→enrichment	Identical closed-loop logic — strategy unchanged between maps	●
37	MAP Measured (psi)	~28–30 psi gauge	~27–29 psi gauge	AFTER slightly lower MAP gauge — RSK pipes absorbing charge path restriction	●
38	Post-TStat Coolant (°F)	185–189°F	192–199°F	AFTER 7–10°F warmer — hotter ambient session. Both within normal thermostat range	⚠
39	Pressure Ratio at Compressor	Peak 3.66	Peak 3.55	KEY FINDING: AFTER lower PR at equal boost = RSK pipes absorbing ~78.6% less ΔP	●
40	PR Set Point	2.49→3.56	2.49→3.56	Identical ECU PR targets — AFTER achieves same target with lower actual PR	●
41	Rail Pressure (psi)	2,929→3,600	2,989→3,640	AFTER marginally higher — consistent with richer lambda fueling demand	●
42	STFT Bank 1 (%)	−5 to −6% at boost	+1 to +5% at high RPM	BEFORE over-correcting lean v1.07 map. AFTER normal lean-seeking behavior	⚠
43	STFT Bank 2 (%)	−4 to −6% at boost	0 to +3% at high RPM	Same pattern as B1 — EQT v1.09 calibration correction clearly evident	⚠
44	TPS Actual (%)	81.69% at WOT	81.69% at WOT	Identical — Bosch MED17 torque-based: 81.69% delivers correct air mass at >2 bar MAP	●
45	Torque Actual (ft-lb)	Peak 682	Peak 667 (→699 corrected)	Raw BEFORE leads; IAT-corrected AFTER leads by +17 ft-lb	●
46	Torque Limitation Source	64 during spool → 0	64 during spool → 0	Source 64 = max absolute MAP setpoint limiter. Not IAT. Not a fault.	●
47	Torque Request at Clutch (ft-lb)	674–675 ft-lb	674–675 ft-lb	EQT torque request consistent at WOT — maps identical here	●
48	Torque Value for Air Mass SP (ft-lb)	421→755 progression	421→755 progression	Internal ECU air-mass-to-torque — essentially identical between maps	●
49	Torque at Clutch (ft-lb)	0→755.24 ceiling	0→755.24 ceiling	Both hit EQT-set 755.24 ft-lb clutch ceiling once spool completes	●
50	Turbo Speed (RPM)	Peak ~194k RPM	Peak ~199k RPM	AFTER +5k RPM — improved inlet conditions increase mass flow per shaft rotation	●
51	Wastegate Duty Base (%)	76.84→57% declining	76.84→57% declining	Feedforward WGD base identical — EQT base strategy unchanged	●
52	Wastegate Duty Final (%)	95%→57% @ ~3,400 RPM	95%→53% @ ~3,400 RPM	AFTER opens slightly earlier at transition — TiAL builds boost more aggressively	⚠
53	Wastegate Duty Integral (%)	0 throughout spool	0 throughout spool	No integral wind-up — correct feedforward+proportional regime, both logs	●
54	WGD Proportional (%)	38–56% @ 2,000–2,700	55–60% @ 2,000–2,700	KEY FINDING: AFTER higher WGD-P = TiAL M800 developing greater backpressure faster	⚠
55	Wheel Speed FL (mph)	28–98 mph	29–104 mph	Front-rear delta confirms normal RWD traction behavior in both logs	●
56	Wheel Speed RL (mph)	28–98 mph	30–104 mph	AFTER reaches 104 vs 98 mph before throttle lift — longer effective pull	●

RSK Instrumentation

Calibrated to RSKillerClub.com standards • GT3 owners please hold

RS Conquest Factor

GT3 owners:
pls hold

AI Cognition Level

56 channels
analyzed

Salt-O-Meter

RS fan predicted
excuse: “DA WAS BAD”

GT3 Compliance

GEN 5K:
ACTIVATED

Boost Reference

44 psi
both logs equal

■ LOG_SYNAPSE ACTIVATED…■ Pushing 44 PSI…■ IAT Suppressed via RSK Dual Intake…■ GT3 Owner Ego Dropping…■ RS Conquest Factor: MAXIMUM…■ Compressor PR -0.11 at Equal Boost…■ LTFT +12.5% → Zero. EQT v1.09 Corrected It…■ WARNING: RS Fans May Cry…■ 199k Turbo RPM Confirmed…■ GT2 RS: In Tears…■ RSKillerClub.com — Mod Irresponsibly…■ Cy1 at 6,800 RPM: Chill, Bro…■ 755.24 ft-lb Clutch Ceiling: Both Logs Confirmed…■ LOG_SYNAPSE ACTIVATED…■ Pushing 44 PSI…■ IAT Suppressed via RSK Dual Intake…■ GT3 Owner Ego Dropping…■ RS Conquest Factor: MAXIMUM…■ Compressor PR -0.11 at Equal Boost…■ LTFT +12.5% → Zero. EQT v1.09 Corrected It…■ WARNING: RS Fans May Cry…■ 199k Turbo RPM Confirmed…■ GT2 RS: In Tears…■ RSKillerClub.com — Mod Irresponsibly…■ Cy1 at 6,800 RPM: Chill, Bro…■ 755.24 ft-lb Clutch Ceiling: Both Logs Confirmed…