When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
You will need to take the code directly from the EEPROM, not Joshua's mini board. I use a R/W EEPROM tool, GQ-4X4. If I remember correctly, you need to change a line in the config file to accept the chip. (4K ,256 bytes or some crap like that, will confirm tomorrow) .
The 3 L is probably good with 80# 3BAR fuel injectors. I will test with 54# 3BAR to see. I also have a 3 inches down pipe that ends at 4 inches. Not sure it creates an issue here...
Tuning is not always plug and play...
My MAF is also a 3 inches diameter as the turbo is a Super 61 from LR. Tight fit under the throttle
You will need to take the code directly from the EEPROM, not Joshua's mini board. I use a R/W EEPROM tool, GQ-4X4. If I remember correctly, you need to change a line in the config file to accept the chip. (4K ,256 bytes or some crap like that, will confirm tomorrow) .
The 3 L is probably good with 80# 3BAR fuel injectors. I will test with 54# 3BAR to see. I also have a 3 inches down pipe that ends at 4 inches. Not sure it creates an issue here...
Tuning is not always plug and play...
My MAF is also a 3 inches diameter as the turbo is a Super 61 from LR. Tight fit under the throttle
Look what we have at my work.
I will take the chip and some other test chips to try first just to ensure that I don’t fry my good tune chip.
Turns out we do stuff with lots of these chips not related to cars.
Hi gruhsy
What DME are you using for 2.85 stroker engine?
I have installed a 2.8L stroker engine and was planning to use Roque Tuning NA and MAF Tune from Joshua. He also provided me a 2.8L chip.
But I am looking for other options if this setup does not perform. I have a F9Tech DME. Looks like you have the ability to help me if I get stuck. Can you help? PM me.
Thank you,
Tom
Last edited by T&T Racing; 05-27-2022 at 09:43 AM.
I just posted an update to the FocusOBD software which also has a firmware update for the OBD+ module. Nothing too exciting, mainly it fixes bugs in the ICV (Idel Control Valve) and Injection Pulse Width sensors. I also plugged a couple memory leaks which should improve stability. Please download the software and report any bugs to support@ftech9.com.
As for the MAF project, things could not be moving slower. I needed to install a new mini-split air conditioning unit in my workshop before temperatures hit triple digits. Originally, I estimated a few days, but it ended up taking a little over a week get everything sorted out. Then my Pick-N-Place machine stopped working, which is a critical piece of production equipment. So basically, that became priority zero and everything had to stop until it was figured out.
The good news is I seemingly have time for development and the above update just kicks things off. Hopefully, there will be no more surprises and I can keep pushing updates. The next milestone is to get AFM reading airflow in terms of volume and density instead of just voltage. The code for this is about half of what I need to make MAF work. However, in software, once you think you are 90% done you can then start on the other 90%.
On the software… the last update I did seemed to remove the voltage reading for the ICV valve (just retaining the percent?). Curious as to why? Is this something that is back with this release?
Ho,
I don't have the Rogue board, stock 86 DME and never worked properly. I was on the list of beta version of OBD hopping to find the issue but still, I'm like a dog running at it's tail...
My setup is 86 951 with:
Lindsey Racing M-Tune MAF (used to be Rogue before Joshua handed his kit to Dave Lindsey)
LR Super 61 Turbo
LR Single port wastegate manualy controled
I now have Ostrich 2.0 playing around with Rogue based code... Kinda hard to figure this out... My Porsche specialist told me that the 80# injectors where to much fuel for a 2.5 engine... Now I went back to 54# but did not try it yet.
I thought this was an awesome example of the OBD+ diagnostics and datalogging capabilities working together. I have been helping a customer with an OBD+ SPORT DME get his 944 back on the road. He sends me data logs and give him feedback on what doesn't look right. The first data log showed the AFM voltage was always maxed out at nearly 5V, a wiring issue most likely. He corrected that issue and now the engine starts and runs but badly. He sent over another data log and I could see the airflow signal issue was corrected. However, the OBD+ module was recording lots of flywheel sensor error counts. Below is a graph I generated in Excel; I just selected an interesting section of flywheel tooth counts then inserted a new “Line chart with markers”:
Normally on a 944 Turbo, the flywheel tooth count is exactly 132 teeth, so this graph should be flat at exactly 132. However, you can see the tooth count dips sporadically, sometimes over 100 teeth! The signal is clearly dropping out during these undercounts. This causes the DME to not fire the injectors/plugs, or worse at the wrong time.
Even if you have no idea how to use the OBD+ system to diagnose your 944, you can always send me the data log for review, I am more than happy to offer an opinion. The logs are just csv files that can be opened in Excel, so you can even post them online to get help from the 944 community.
I am very near something tangible to post on the MAF project. I needed to rewrite some software for MAF calibration, so nothing too exciting since the last update. Originally, I had the software that ran the air-flow bench separate from the FocusOBD software which reads out the MAF, AFM, IAT sensors. It became a tedious operation to transfer data from the flow bench and FocusOBD software to yet another piece of software to sort/analyze the data and generate the calibration tables. The goal is a "MAF Controller" and not just another "MAF Kit" so this needs to be a streamlined process. The way I have it now is these pieces of software are all consolidated in under FocusOBD MAF tab. I just finished hammering out the code and was about to start integrating testing. However, as usual, took a short detour to implement reading out ignition advance. A local OBD+ DME customer, who owns dyno shop, is tuning his personal 944 Turbo using an Ostrich/TunerPro setup and measured his 944T at over 400hp. Very impressive in my book! He believes there is more power to be unlocked but he needs to see the actual ignition advance to push the limits. I also one-upped that feature request with a recent hardware change that should be able to measure the ignition retard when the KLR senses knock. Both of these features expand on the flywheel sensor diagnostics code and brings me very close to a full ignition tuning solution. That means solid-state ignition and support for fast charging coils like the MSD HVCII. MAF is the big project for this year, but next year it will be a fully stand-alone and real-time engine management system. The big difference, comparted to other solutions such as megasquirt, is it will be much easier to use and understand. This is because it will be specific to the 944 (and by extension the 911 3.2L Carrera), and not cluttered up with "universal" support for every configuration and methodology in existence.
I am very near something tangible to post on the MAF project. I needed to rewrite some software for MAF calibration, so nothing too exciting since the last update. Originally, I had the software that ran the air-flow bench separate from the FocusOBD software which reads out the MAF, AFM, IAT sensors. It became a tedious operation to transfer data from the flow bench and FocusOBD software to yet another piece of software to sort/analyze the data and generate the calibration tables. The goal is a "MAF Controller" and not just another "MAF Kit" so this needs to be a streamlined process. The way I have it now is these pieces of software are all consolidated in under FocusOBD MAF tab. I just finished hammering out the code and was about to start integrating testing. However, as usual, took a short detour to implement reading out ignition advance. A local OBD+ DME customer, who owns dyno shop, is tuning his personal 944 Turbo using an Ostrich/TunerPro setup and measured his 944T at over 400hp. Very impressive in my book! He believes there is more power to be unlocked but he needs to see the actual ignition advance to push the limits. I also one-upped that feature request with a recent hardware change that should be able to measure the ignition retard when the KLR senses knock. Both of these features expand on the flywheel sensor diagnostics code and brings me very close to a full ignition tuning solution. That means solid-state ignition and support for fast charging coils like the MSD HVCII. MAF is the big project for this year, but next year it will be a fully stand-alone and real-time engine management system. The big difference, comparted to other solutions such as mesquit, is it will be much easier to use and understand. This is because it will be specific to the 944 (and by extension the 911 3.2L Carrera), and not cluttered up with "universal" support for every configuration and methodology in existence.
-Joe
Hi Joe,
Love it, cannot wait to try it. The rpm soft cut-out should be adjustable up to 7000 rpm for hydraulic lifters, higher for those 944 owners who have installed Lindsey Racing solid lifters. This perfect for 2.8L stroker, using 30lb/hr Lucas low impedance FI's
Can you PM me the engine dyno shop owners contact info. I have a 2.8L stroker engine and having difficulty with Ostrich/Tuner Pro software for this 8v NA 2.8L stroker engine ECU tune.
Thank you,
Tom
Last edited by T&T Racing; 07-15-2022 at 05:15 PM.
05-24-2022, 12:28 PM
