Openflash Performance Inc.

“Affordable” automotive nirvana can be found with a 550bhp M2C. Drove it aggressively for the first time (on my way to gym of course) and it’s nothing short of brilliant. More details to come as time permits 🙂

But cliff notes: the extra power doesn’t overwhelm the chassis the least bit. The only difference is that the power drifts it would do in 2nd gear, it can now do in 3rd gear. And now with an obvious power peak at 6k, it is actually a joy to rev out.

And driven hard on a backroad, the car should get about 100 miles to a tank! At thunderhill, 2 40 min sessions depleted a whole tank at stock power levels. With another 110hp, it’s going to be even more ridiculous.

A quick blurb:

Some pics from today at Thunderhill. Great event! Ren Chang did a great job managing all us monkeys 🙂. I got nearly 5hrs of track time between driving the m2c and 458. Lots of fuel and brake pads were consumed.

Check back for a writeup about our test day soon!

Initial Post found here: https://www.ft86club.com/forums/showthread.php?t=130575 — All writing and formatting is copied directly from the source link. Video at the bottom of the post.

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I thought I’d post this here incase anyone was curious on the results.

2013 BRZ
6 Speed
56,000 Miles

Performance Mods:
Tomei UEL Headers
Motiv Overpipe
Motiv Front Pipe with High Flow Catalytic Converter
Perrin 2.5″ Resonated Catback
Open Flash Tuner (OFT) with stage 2+ 4.0x Tune
93 Octane Gas

Supertek Intake Inlet w/ K&N Filter

184hp/148trq to the wheels

-B

Graph 1 = Stage 2+ v4.0x with mods
Graph 2 = Stock Tune with Perrin Catback/Intake vs. Stage 2+ v4.0x with mods

Original Posting found here: https://f10.m5post.com/forums/showthread.php?t=1573582

Since the weather has been so rainy here lately, I spent another full day testing our new v2 calibration on the dyno. Seems like it is only place we can run the car at WOT safety. As before, the car is our 2015 F10 M5 Competition. No mods other than OFT tune and Ti cat-back sound (only benefit is weight savings and sound). Still running STOCK intakes, STOCK downpipes, etc. All testing on 93oct. All pulls in 5th gear (DCT). 

Here are some consecutive runs showing run to run consistency:

And here are those runs compared to the stock baseline of the same M5 Competition. Non Competitions make a bit less power when stock so the difference between stock and tuned will be even greater.

Compared to the previous dyno graphs shown a few days ago, here’s a few things I did today on the dyno: 

-Widened the window of peak power (>630whp) by increasing torque in the 5000-5500 range as well as reduced the amount of torque taper at high RPM. This was actually done by lowering the boost a bit up top. If you try to run over 21-22psi of boost at high RPM with stock cats/exhausts, the turbos tend to choke up and power starts to roll off.
-Brought rev limiter back to stock 7250rpm instead of 7400rpm like with previous OTS tunes. Power curve is already so fat and useable, there really wasn’t any reason to rev the engine out any higher.
-Modified pre-spool turbo tables to give more immediate boost response. We can pull this off successfully now due to the new method of controlling boost which pretty much makes boost spikes a thing of the past.
-Enriched AFR tables a bit more at high RPM to aid in in-cylinder cooling for those who fancy a top speed or two. AFR targets are as rich as 11.4:1 up top.
-Limited permissible torque output in 1st gear by nearly 40%, second gear by 30% and 3rd gear by 10%. Full torque from 4th gear and up.

Had a small window of time where roads on the highway were dry enough for some pulls. Yeow…. it’s fast. Engine feels very unstrained and just keeps pulling and pulling. Our goal was to make the M5 feel like a rev-happy naturally aspirated M engine (but one with a torque plateau of 600lb-ft). Nailed it. So easy to drive and modulate with the throttle. Compared to conventional tunes that run maximum boost and let the ECU dial things back based upon knock activity, this one is as stable and consistent as one can hope for. In the upcoming days, we will be testing this tune in a non-competition M5. And shortly after that, we will release it to customers. Can’t wait for you guys to try it!

Cheers,
Shiv

Initial Post found here: https://forum.miata.net/vb/showthread.php?s=a636dc6125162133abf1ad293e7f24e7&t=685357 — All writing and formatting is copied directly from the source link.

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I had my car dynoed at Drift Office (local performance/dyno tuning shop in Auburn, WA) today and I have to say that I am pretty happy with the results 

 Since I recently got my Edelbrock Supercharger kit, I wanted to get a baseline to see the delta gains between my current mods vs supercharger (w/ custom Ecutek tune). Once I install the Supercharger and my tune is finalized, I will go for another dyno session and post the results .

Current Mods:

• OFT Stage 3 Map (91 oct tune)
• OFH (Open Flash Header)
• Greddy Axle Back Muffler

Here’s my car compared to a bone stock ND Miata on the very same dyno , it looks like the car gains about +19whp and +17 wtq with these mods which is pretty substantial IMO.

Not to mention, these are just the peak gains and gap is even bigger at certain RPMs as you can see in the graph as well as the noticeable bump in the mid range (are under torque curve). I have to mention though, car certainly feels much faster in real life, especially in the track environment where you’re consistently over 4-5k rpms. For the reference, I have been using the car primarily for track use and OFT+OFH have been on the car since day one with no ill effects. I have been also datalogging and monitoring my temps. 

More importantly, it also looks pretty similar to the with Stock ND 2 Miata numbers. For the sake of consistency, I used the graphs from the same type of dyno (Dynojet) and 91 octane tune. 

Here’s the dyno graph from Grass Roots motorsports article 

I tried to overlay above picture with my dyno graph. You will notice the most outer curve with blue line is my ND1 Miata and the dotted/fuzzy line is the ND2. So basically ND2 Stock Miata falls somewhere between the Modified ND1 and Stock ND1 lines. ND1 with tune and mods have both hp and torque advantage especially in the mid range where it matters the most and the advantage is there up until 6500 rpm. ND2 then has a slight HP advantage . I hope it’s readable 

It’s hard to explain just how good this car is. Only 200 miles on the clock and it’s already my favorite non-Ferrari I’ve ever driven.

But I’ll try…. 

Just drove the M2C on my epic test road to the gym. I should be working out now, but I want to dump some more thought before they slip my mind:

1) I’ve said it before but the MDM mode is the best driving aid I’ve ever tested. On my entire drive to the gym (15 min or HARD driving), it never intervened once. And that includes fast bumpy corners that involve full throttle and opposite lock at exit. It knows when you have things under control by how much counter-steer you are dialing in. If it deems you a competent driver, it just lets you do your thing and never gets in the way. It never seems to moderate wheelspin at all. And when it thinks you screwed up, it still allows a few feet of rear axle slide before pulling in the reins. Shockingly good and I can’t wait for more vehicles to adopt these kinds of stability control strategies. I’m really looking forward to see how effective it will be when the car gets a tune and another 100hp.

2) I can say that, without a doubt, this is the best driving sports car I’ve ever driven under $150k. It is more fun, involving and dynamically honest than a (non-turbo or GT3) 991 which suffers from the same maladies as all rear engine 911s suffer from on the street: -too much rear grip and not enough power 
-a light front end that requires constant management when hauling ass on real (imperfect) roads.

3) The M2C reminds me of my old 987 Cayman S in terms of innate goodness. But with a more a more smile/drift inducing power plant and vastly superior traction control system (I always had to disabled it completely in the Cayman for any serious driving). The M2C also offers better visibility which positively contributes to driver confidence. The only thing the 987 did better than the M2C was offer more tactile steering feedback but that is to be expected when comparing hydraulic to electric assist. But when not comparing it to a car with one of the best steering feels I’ve experienced, the M2C is still surprisingly good and definitely better than the first gen M2 or any other modern BMW M car for that matter.

4) This is the only car I’ve driven, along with the 458, that simply doesn’t do anything poorly due to engineering compromise. As a result, there is nothing that requires fixing/tweaking. No suspension work to be done. No brake upgrades needed. Sure, more power would be nice. But if it wasn’t due to the nature of my job, I’d be perfectly with the current power level.

5) If you are considering a used 991, drive an new M2C. Hard. It provides slightly more utility and an honestly better driving experience. Dammit, I sound like I should be on BMWs payroll. If you told me a few months ago that there is a modern M car that I would actually like, I wouldn’t believe it. But it’s true. And it’s strength really don’t become obvious until you are pushing it right up to its limit. Which unfortunately means that most people will never realize it. But kudos to BMW for actually building a car for drivers and not posers.

Tuning a car that is an already hot-rodded version of the M3 (M3 Competition) still yields plenty of gains; despite the healthy stock baseline.

New OFT Stg1 v2.2 tunes are killer. Smooth, progressive and powerful!

Thank you to Christopher Evan Lam for allowing us to use his car for additional testing for the greater good! This car is still 100% stock hardware with ONLY an ECU tune -> SMOG COMPLIANT!

Well, we never considered we’d be entering the truck market, but as the saying goes “I can’t change the direction of the wind, but I can adjust my sails to reach my destination.” – Jimmy Dean

In the recent past we’d picked up a 2017 Toyota Tacoma TRD truck for typical day-to-day Openflash Performance Inc. operations.

Like most vehicles in our stable, we just couldn’t leave ‘well enough’ alone! The ‘can we tune it?’ bug got a-hold of us.

Whats nice is that using our programming tools, the P5 CAN is completely readable/writeable. No need for virtual reading required with this platform! Nice!

With that — we’re getting to work on .xdf creation:

Some additional photos of our truck!

Openflash Tablet programmable, free off-the-shelf tunes for life, and affordable? — This is going to be great!

Please use our contact form at the top of this page, or email sales@openflashperformance.com for more details!

Anthony and I spent a good bit of time on the dyno yesterday finalizing the Stg 1 tunes for our F10 M5. Interesting to note that the aftermarket exhaust didn’t improve power on our 2015 M5 with Competition Package. But it did save ~50lbs and improved sound which is always a nice thing. Keep in mind that this car is still running OEM downpipes/catalysts. I like my cars (and air) clean so going cat-less was not an option. All testing done on 91oct fuel.

The fun really started when we remapped the ECU. We developed two version of OFT Stage 1: One with Full Torque and one with Flat Torque. The Full Torque version is just that, a tune that provides generous torque in the low end and midrange. We still limited peak torque to 585lb-ft which is a reflection on our restraint since the car is capable of producing much more at the expense of repeatability and excessive engine stress.

We recently purchased our own F10 M5 Competition Package and have been burning the midnight oil. Which means that the OFT for the F series M cars is only a few weeks from public release. Price for the OFT has yet to be determined. But it will include:

-OpenFlash Tablet (v2) handheld
-Free unencrypted off-the-shelf tune files (Stage 1, 2 and 3)
-Free user tuning software with definition files

Custom E-Tuning service will also available for those who want a more vehicle specific calibration.

Screenshot of the OpenFlash tuning software (courtesy of Tuner Pro):