Ok we have stepped up a notch in trying to explain that this add-on tuning system enhancing what is already factory fitted with the Gen1 k-jet system and the Gen2 KE-Jet system really is a wonderful ground breaking product for us owners in a simple bolt on factory look that know-one would even know it was there by looking in the engine bay
Hardest part is getting an exhuast shop to weld on the supplied 02 bung to your exhaust
To get your head around the expertise that was needed from Steve at Reanimotion based in Melbourne to pull this off on the technical electronics side of things and the hardware - please read his Pelican Parts Technical Porsche forum thread in detail - every page of 15 pages in the link of his below update
Hi I'm Steve from Reanimotion, the creator of FrankenCIS.
I'd like to answer your questions if I can.
FrankenCIS began as idea some time ago and turned into a project mid last year. From the beginning we assumed only a few hard-core enthusiasts would be interested, but as the project progressed it became apparent we had tapped into a large group of people who, like me, just didn't see the value in replacing CIS with EFI if it could be properly controlled.
A discussion on the development process has been posted here if you would like a read Digital WUR plus? ( FrankenCIS ) - Pelican Parts Technical BBS
http://forums.pelicanparts.com/911-930- ... encis.html
The basic premise was to use an existing and fully featured traditional EFI controller that could be modified to interface with all versions of K-Jetronic / CIS. Thus keeping CIS in place and adding all the fun toys a standalone controller could bring to the party such as boost control - ignition control - triggered accessory outputs and so on. The MicroSquirt was chosen as 1. we could modify the firmware 2. it was the best built economical version in the MegaSquirt family 3. it had the appropriate number and range of inputs and outputs to control the known variety of engines with CIS.
Love it or hate it, MegaSquirt in MicroSquirt form is actually a mature and robust system we have tested extensively over four years. Tricking it into controlling CIS was one of the simpler things we have made it do in that time.
Our focus over the last six months or so has definitely been on the fuelling side of things. As we have not changed any of the other capabilities of the MicroSquirt the standard MSExtra manual
http://www.msextra.com/doc/pdf/Micro...rdware-3.3.pdf should be used as a reference for everything other than fuelling.
Our fuel control strategy differs slightly from normal EFI in that we are assuming an interceptor style of fuel map implementation where 100 is the mechanical baseline and entering a map value of less than 100 leans out the mixture and values over 100 adds fuel.
Tuning wise, WUR based K-Jet/CIS is simpler than KE/CIS-E, the latter being a more complicated system to begin with, but the end result of either still achieves fully mappable tuning with Time and Temperature based warm up curves, Manifold Pressure / RPM based load tables, Wideband O2 AFR target table blending, Acceleration Enrichment in conjunction with Air Plate Overswing and so on.
We have had Mike from Dkubus involved from the very beginning and there are several others worldwide who are about to do some extensive evaluation including at least one tuning house and CIS specialist "engine dyno" testing both variations on high HP Porsche 930 Turbo engines.
The project and resulting products are still in the early stages of proving themselves in the field, so we are deliberately not advertising the system until there is enough real world feedback on various installations to give those that are rightly sceptical some confidence we have "done it right".
The earlier WUR based systems,
We completely replace the Bosch WUR with our metering block which replicates the control pressure bleed of the mechanical spring loaded disc in the WUR by a single fuel injector. Pulsed at 100 times a second the longer we hold each pulse the more fuel is bled back to the tank and the lower the control pressure becomes. We add two things to the mix 1. a digital 100PSI pressure sensor that the MicroSquirt uses to accurately confirm the set pressure and adjust it's output as needed and 2. an efi pressure damper which smooths out the pressure spikes from the injector so the system sees a smooth final pressure
The Later CIS-E
We provide the DPR interface which electronically takes a digital pulsed signal from the MicroSquirt and electronically converts it into the required positive and negative 200ma current range required to operate the Bosch DPR/EHA valve
The MicroSquirt then takes RPM, engine temp, air temp etc. and compares that against the set tune and alters :-
the WUR to change to an appropriate pressure with feedback control, so the new WUR signal is monitored and adjusted to match a set pressure
the EHA/DPR current, increasing or decreasing to a set level which then alters the lower chamber pressure and therefore the amount of fuel being delivered.
The MicroSquirt is capable of interfacing with the original Bosch components and sensors in most cases. although things like the MAP sensor and O2 sensors are added where the original system did not have or did not need such things. Parallel installations of some sensors may be needed e.g. coolant temp for accuracy and gauge compatibility reasons but that will depend on the target vehicle.
Although we've done some quite complicated trickery (and math) to bring the two systems together, we've really not altered the function of either so they happily co-exist unaware that the other is really there.
Questions asked about forced induction etc
Basically - yes, its a tuning tool, so useful if the engine parameters have altered from the original configuration. Cams, boost, exhaust, compression ratio etc.
