Rogue Tuning - New Product: A new DME!
10-12-2014, 05:12 PM
#241
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That said, you won't benefit from any new functionality, such as the WBO2 input without supporting software.
10-12-2014, 06:37 PM
#243
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I haven't settled on a method for detecting WBO2 failures - so I don't trust using WBO2 feedback for AFR correction under moderate / heavy load.
For example, with my LC-1 I've had the WBO2 sensor die. When this happens, the controller reports to the DME/ECU that the AFRs are rich. If I was using WBO2 correction, then the DME would start pulling out fuel erroneously - possibly resulting in an overly lean, and dangerous AFR.
Perhaps a solution is to just limit the allowable adjustment range from WBO2 correction... I'll think about it some more.
Of course there is also the compounding issue of different WBO2 controllers using different AFR vs volt transfer functions. They might have different sensor failure states. They also tend to have different latency as well. Lots of problems for something I'm no convinced would result in a lot of gain.
10-13-2014, 12:29 PM
#245
Logging only...
I haven't settled on a method for detecting WBO2 failures - so I don't trust using WBO2 feedback for AFR correction under moderate / heavy load.
For example, with my LC-1 I've had the WBO2 sensor die. When this happens, the controller reports to the DME/ECU that the AFRs are rich. If I was using WBO2 correction, then the DME would start pulling out fuel erroneously - possibly resulting in an overly lean, and dangerous AFR.
Perhaps a solution is to just limit the allowable adjustment range from WBO2 correction... I'll think about it some more.
Of course there is also the compounding issue of different WBO2 controllers using different AFR vs volt transfer functions. They might have different sensor failure states. They also tend to have different latency as well. Lots of problems for something I'm no convinced would result in a lot of gain.
I haven't settled on a method for detecting WBO2 failures - so I don't trust using WBO2 feedback for AFR correction under moderate / heavy load.
For example, with my LC-1 I've had the WBO2 sensor die. When this happens, the controller reports to the DME/ECU that the AFRs are rich. If I was using WBO2 correction, then the DME would start pulling out fuel erroneously - possibly resulting in an overly lean, and dangerous AFR.
Perhaps a solution is to just limit the allowable adjustment range from WBO2 correction... I'll think about it some more.
Of course there is also the compounding issue of different WBO2 controllers using different AFR vs volt transfer functions. They might have different sensor failure states. They also tend to have different latency as well. Lots of problems for something I'm no convinced would result in a lot of gain.
10-13-2014, 12:48 PM
#246
That's a solid idea. Just have it read in wb02 then confirm with the nb02 state, if they agree then make a change. And have it default to nb if they don't agree. That way you can use the widebands accuracy with a the safety net of the stock narrowband reading. If the wideband would fail it would just run narrowband because the readings wouldn't match. But I don't know how much gain that would do, if any
10-13-2014, 03:06 PM
#247
That's a solid idea. Just have it read in wb02 then confirm with the nb02 state, if they agree then make a change. And have it default to nb if they don't agree. That way you can use the widebands accuracy with a the safety net of the stock narrowband reading. If the wideband would fail it would just run narrowband because the readings wouldn't match. But I don't know how much gain that would do, if any
12-02-2014, 11:46 AM
#249
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A tune
Josh, I've read all prior posts on this thread but I am still a little confused. Can I use your A tune chips with my stock DME, which ile upgrade later to M tune, and an older MAF setup like a Huntley which uses a Ford MAF? Or do I need to purchase your proprietary MAF to use your chips? don't mean to ask a rhetorical question here just trying to see what I can use VS.what I need to buy. I think MAFS are a big investment and compatability is important.
12-02-2014, 12:50 PM
#250
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Josh, I've read all prior posts on this thread but I am still a little confused. Can I use your A tune chips with my stock DME, which ile upgrade later to M tune, and an older MAF setup like a Huntley which uses a Ford MAF? Or do I need to purchase your proprietary MAF to use your chips? don't mean to ask a rhetorical question here just trying to see what I can use VS.what I need to buy. I think MAFS are a big investment and compatability is important.
The A tune is only going to work with the factory AFM.
the M tune will only work with his supplied MAF. I wouldn't bother using any other MAF because the M Tune chip is tuned specifically for his specific MAF.
Re tuning the chip for another MAF is possible but results will vary. And again i wouldn't bother. Probably cost you more time and playing around and tuning the M-tune for another maf then just getting the proper equipment that is already 100% working correctly.
12-02-2014, 02:04 PM
#251
Josh, for a brief period anyway, offered the C-Tune, which was his MAF code but utilized the Ford MAF IIRC. I can't remember the screenname but I recall at least one person here was running it.
I don't know that it's something he's still offering.
I don't know that it's something he's still offering.
12-03-2014, 12:41 AM
#252
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Naples, I replied to your email.
Jim, I haven't done C-Tunes for a long time, nor do I have any intention to.
Jim, I haven't done C-Tunes for a long time, nor do I have any intention to.
12-03-2014, 11:57 AM
#253
Do you have any rogue dmes in stock ready to ship once the core is received? Or will you convert the one sent to you and send the same one back after its complete? I ask because I'm curious about the turn around time from when you get the core DME as well as the current availability. Thanks in advance.
02-14-2019, 03:35 PM
#254
No.
The altitude sensor is just a pressure controlled switch, and has two positions either open or closed. In order to tell if the switch is closed, the DME/ECU needs to apply a voltage to the circuit (via the pull-up resistor), to read if the switch is open or closed.
If the altitude switch is open, then the circuit will remain high (+5v), because the applied voltage doesn't have where to go.
If the altitude switch is closed, then the circuit will be low (+0v), as the switch simply grounds the circuit.
This operation is 100% necessary for cars that still utilize the altitude sensor.
The left switch is simply the selection choice between the system connector and the new expansion plug.
Let say I wanted to hook a WBO2 up, then I would attach the WBO2 0-5 volt analog output to whichever wire dictated by that switch.
Now, if we didn't have the middle switch to turn off the pull-up resistor, it would also be applying +5volts to that wire. This would typically cause the WBO2 0-5 v output to skew towards +5volts... The end effect is that the WBO2 does not read correctly - obviously not what we want.
All the ECU's switches are necessary in order to be as configurable as possible.
The altitude sensor is just a pressure controlled switch, and has two positions either open or closed. In order to tell if the switch is closed, the DME/ECU needs to apply a voltage to the circuit (via the pull-up resistor), to read if the switch is open or closed.
If the altitude switch is open, then the circuit will remain high (+5v), because the applied voltage doesn't have where to go.
If the altitude switch is closed, then the circuit will be low (+0v), as the switch simply grounds the circuit.
This operation is 100% necessary for cars that still utilize the altitude sensor.
The left switch is simply the selection choice between the system connector and the new expansion plug.
Let say I wanted to hook a WBO2 up, then I would attach the WBO2 0-5 volt analog output to whichever wire dictated by that switch.
Now, if we didn't have the middle switch to turn off the pull-up resistor, it would also be applying +5volts to that wire. This would typically cause the WBO2 0-5 v output to skew towards +5volts... The end effect is that the WBO2 does not read correctly - obviously not what we want.
All the ECU's switches are necessary in order to be as configurable as possible.
Since the stock DME does not have a disable alt bias switch. How does the stock DME avoid getting both signals and messing up the wb02 input?
Does having the alt bias switch set to disable in the rogue dme actually disable the DME from using altitude compensation then?
If you are using lr mtune and not using a wb02 input would you need to disable alt bias still or could you leave it enabled?
Last edited by mahoney944; 02-14-2019 at 04:58 PM.
