Porsche Enthusiasts Club Forum

Frankly your enthusiasm is very encouraging, designing an engine management system has been one hell of a challenge and at times very trying. Thanks .

Which injectors does your setup use ?, I'm considering some Siemens Deka low impedance 55's, if these aren't what you use I'll wait and see how your setup performs.

The 944's DME injector driver circuits are best suited to a 'high' impedence injector. As for the injector flow rate, if you wanted the easiest route to my system and the fuel maps that I have it would be best to use the injectors that I have maps for. Although it isn't much of a problem to adjust the maps for a different injector flow rate. I will probably use a high impedence 80lb's Siemens Deka injector. They have a very good spray pattern and are very linear at low flow rates so you don't have the typical issue with large injectors of a poor idle.

OK, I chose those injectors as that's what some of the tuners supply, ie peak and hold, I'm not contradicting you but according to the Clarkes garage website the correct range is 3.5-5.5 ohms ?.

Yeah but the turbo's injectors are slightly odd in that they are a bit higher resistance than many typical 'low' impedence injectors. Many tuners did install ballast resistors to get round this. Your right tho the Siemens Deka wouldn't really be described as high impedence.

Apparently the low impedance injectors dont require resistors, but I'm only repeating what the sellers state, so is your circuit board designed for low or high impedance injectors ?.

The injector driver circuits are the standard DME injector drivers. I have not modified them as they are on the lower DME board. To clarify most 'low' impedence injectors are <3 ohms and as such would not be suitable for driving by the 944's DME. These Siemens Deka injectors are different and although still technically 'low' impedence injectors, requiring a peak and hold driver, they are slightly higher than most 'low' impedence injectors and as such are suitable for driving by the 944's DME without ballast resistors. It's just important to note you can't fit any old low impedence injectors into the 944 as you will overload the driver circuits.

Edit: Just noticed you said Siemens Deka in the first place. Sorry should take the time to read more carefully.

So to sum up, the injectors mentioned in my original post are suitable for your application ?. I would have thought some dyno or live mapping would be required or does a MAP sensor and TPS combined with wideband lambda get you close enough ?.

I would have thought that if you are able to adjust fueling and ignition live on the go, you could get pretty close doing a few miles in the passenger seat with a laptop as long as you have a wideband.
Alasdair

Fueling maybe, I don't recall if Barks setup has the facility to retard ignition at the onset of knock ?.

If you are not using wasted spark then the factory knock protection of the KLR is present. If you are using wasted spark, as the ignition signals are not routed through the KLR, the factory knock protection is negated. However the KLR also outputs a knock signal for diagnostics. I can take this knock signal into the DME and run my own knock protection and ignition optimization code.

Certainly the fuel map will not be absolutely perfect for every car. How close it is will depend largely on the condition of the engine and there are many factors that could effect this. With a wideband lambda the owner will be able to easily tune the fuelling. My girlfriend and one of my friends have done an excellent job of building my fuel map from scratch with no real knowledge or understanding of engines. With a base map provided fine tuning the fuelling will be a breeze.

Here is a video of my tuning software so you can get an idea. I can also send maps over the net which you can upload to the DME very easily. I don't believe there is any tuning software quite like this in the world. Not that I have been able to find anyway.

So nearly 3 years on has anyone had Barks setup on a rolling road yet, my AFM doesn't have much undamaged track left and I'd like to go to a MAF/MAP or MAP based setup before too long.

Hi Pauly,

If you look on the augment automotive website you will see a dyno printout or two.

I also will have my car on the dyno very shortly. It'll be a dyno dynamics dyno too which some people prefer.

I would however say that on the road the MAP feels much nicer and alot more responsive. There was a remarkable difference (that I wasn't expecting) when the ECU was fitted without changing any hardware. Same turbo and the AFM still fitted the car felt much nicer.

Hi,
I've been watching your build with great interest though due to the unique turbo setup it may be difficult to judge how much of the benefit will be from the Augtronic, was the car completely standard when you first fitted it ? I still wonder if there would be a benefit running MAF and MAP together.

The thing about Augtronic is really the benefit from it is only as good as the guy who is doing the tuning. There is complete control over timing and fuelling therefore giving you as much scope as you wish for whatever you intend to do. Take the car with whatever hardware you wish to the dyno and you can optimise the timing and the fuelling to that package. This makes it different to most tuning upgrades where you are limited to a set of chips etc.

There is also lots of other things that are good about Augtronic such as the bluetooth connectivity that enables you to make changes very easily. You simply open the laptop make the necessary changes you wish and save the changes to the eeprom. This is all done without connecting a single cable, this means changes can be implemented in a matter of minutes. I personally have found this very helpful when optimising start up and getting the compensation maps correct as you can make the changes in real life situations. I have been able to make my 80lb injectors start and idle just as good as the original injectors, This is probably possible with other setups but I personally am very pleased.

The car was completely standard when I fitted Augtronic. I didn't even remove the old AFM to begin with as I drove to Toms and plugged in the new ECU and plugged in the MAP and IAT sensor using Toms adapter lead which mean there is no loom modifications what so ever and mapped the car in one day (it started first time and I don't think he'd mapped a car on standard injectors before). I then drove it the 450 mile journey home with only a road tune (with not to many hours spent on it) and averaged in very poor weather with headlights up around 29-30MPG which I also thought was good.

MAP and MAF is the ultimate. Personally I see MAP as the better of the two to drive with (faster response to inputs and reads your driving style better i.e high load and low load meaning heavy foot or light foot) but I think maybe the MAF could yield more accurate fuelling however MAP is more than accurate enough. I haven't asked Tom about running both.