DME Inputs and Output

Inputs and Outputs







The new engine management system also controls the demand-controlled oil pump used for the first time in the 911 Turbo and thereby permits a further reduction in fuel consumption and exhaust emissions. The idle speed of the 911 Turbo DFI can be increased in order to also increase the charging current of the generator. The field current is regulated in the DME control unit.

Note for other vehicles from model year 2007:
These functions are contained in the DME control unit for 987 and 997 models (except for GT3) from model year 2007. In order to realize these functions, the DME control unit regulates the field current depending on the power requirement of the vehicle electrical system, the instantaneous generator utilization as well as the generator temperature. The voltage in the vehicle electrical system can be increased to significantly above 15 V and the engine idle speed can be increased in order to improve the charge balance.

The following actual values are available in the DME control unit, for example:
- Set point generator voltage
- Actual generator voltage
- Generator capacity utilization
- Generator temperature

Other tasks and additional functions:
- High level of networking with the optional Porsche Doppelkupplung (PDK)
- Communication with PSM and PTM
- Sport Chrono Package Turbo (option)
- For an even sportier setup
- Performance-orientated with overboost (for max. 10 sec. + 50 Nm torque = 700 Nm)
- Also Launch Control (with PDK)
- Porsche Torque Vectoring (PTV)
- Activation of the shift indicator (for manual transmissions)







The complex tuning between the engine and the optional Porsche Doppelkupplung (PDK) also requires highly dynamic and comprehensive engine management. These parameters are essential for high performance as well as low fuel-consumption values and exhaust emissions. The engine control also controls the throttle valve position (electronic throttle) - this is a prerequisite for the Porsche Stability Management (PSM) system installed as standard.

Diagnostic Options with the PIWIS Tester

- DME functions and diagnostic options
- Identical diagnostic strategy as in the DFI control unit EMS SDI 3.1 of the naturally-aspirated flat engines with Turbo-specific extensions: e.g. pressure sensor for load detection, VTG turbochargers, etc.

- Fault memory
- Adaptation to current legal requirements (e.g. USA: Permanent fault memory = Mode A, via Scan Tool)

- Fault deletion counter
- 40 warm-up phases have to be completed to delete a sporadic fault in order to decrement the deletion counter from 40 to 0

- Actual values
- Mixture adaptations are preserved in the event of an interruption in the power supply
- Extension by new Turbo-specific actual values

- Drive links
- New Turbo-specific drive links (e.g. VTG turbocharger)

Actual values:

For the DFI control unit EMS SDI 3.1 also, a corresponding code comprising letters and numbers is specified in front of every actual value for each actual value filter. This simplifies assignment in the case of different languages. A number of important new actual values have been added as a result of load detection with the pressure sensor on the intake manifold.

For example:

H010_Mass air flow kg/h
H040_Correction factor for mass air flow %
H065_Manifold pressure actual value hPa
H070_Adaptation factor for intake manifold pressure sensor hPa

NOTE: If only 1 actual value is selected, it is possible to call up an explanation of the actual value by way of the HELP key on the PIWIS Tester.