STE Performance Parameters Display (PPD) installation and use

[Doug@FrankenTurbo]

Several months ago FrankenTurbo teamed up with Supreme Technology Engineering to test a beta-unit of their Performance Parameters Display. As discussed in this forum here, and covered more thoroughly in this review posted in the B5 A4 forum, the PPD is a purpose-built performance product for our Audis.

Sean at STE (who is an active forum member here under username Don Supreme) delivered an inspection unit here several weeks ago. It was destined for the FrankenTurbo project car. Known to friends and arch-enemies alike as "FrankenTT", this car has been the guinea pig for numerous tests and the showcase for that platform's F23 turbo product. Given the PPD device's gamut of capabilities, I knew it would be a valuable addition to our test-bed. Here are pictures and notes of the initial unwrapping and follow-on installation:


Out comes the gauge cluster:










Here's the gauge cluster along with the PPD unit




The unit itself




5v input plugs




MAP pressure signal input




Prepping the (included) harnesses for installation




Hook-up to the car's harness:




Hookup of the Zeitronix wideband sensor unit:




Connecting the 5V output from the Zeitronix to the PPD's wiring harness




Connecting the Zeitronix signal into the PPD




Plugging in the USB interface cable




Routing the USB cable for connection to a laptop






Interfacing with the unit using my Mac pretending to be a PC (running Parallels, hah!)




The above installation took approximately 1 hour, not including fitment of the wideband sensor which we located in the car's (vacant) rear O2 bung. With the gauge cluster restored, here is a montage of available display options:












As you can see, the PPD device can hijack the central LCD display for a number of uses. And, as shown in the last three pictures, it has shift-on-the-fly boost mapping control. All of these features are accessible with the right-side control stalk. One last graphic example, mostly because I can't resist the temptation to post video of a lowly TT in an S4 forum:




That display option, the one for oil and intake air temperatures, strikes me as having the most value when logging and driving hard. The ability to quickly assess the engine's readiness for wide-open-throttle testing is a great feature.

And this brings me to the next topic, which I'll cover in a separate posting: logging. Because while the "DISPLAY" part of the PPD is handy and cool, the "PERFORMANCE PARAMETERS" side is where the device proves its worth.


*NOTE: why am I posting about this product? Is there an affiliation at work here? The answer is that I am strongly considering an affiliation. As I've said earlier, testing on our car is underway. And if I like it, and the market (you folks) agrees, I'll sell it right along with our turbos.

Cheers

dh

[NOTORIOUS VR]

Nice post! It's obvious this product was developed and created with the intentions on being a seriously performance oriented part. No cheeping out anywhere I can see from the pics, true plug and play and all.

I can't see how anyone wouldn't want to use this device... I know I would if I still had an Audi.

[rtl5009]

People that fix screens are going to get some business.

[phila_dot]

If this allowed user programmable display of RAM variables, I would buy it and sleep with it every night.

[Doug@FrankenTurbo]

While there's no denying the cool-factor of the LCD screen display feature of this device, for anyone modifying their car beyond simple chip tunes, its logging capabilities are a big deal. In the above picture you can see the STE's simple but effective GUI. Among the tabbed options is the primo feature: data logging. Automatically triggered at any instance of WOT acceleration, it captures concise data during the event. It does this passively, with no intervention by the car owner. This comes in very handy when an issue arises at an otherwise inopportune time. We can't always be dragging our laptop around, so the "always on" data capture is a breakthrough for the FrankenTT project.

After downloading logs from the device via USB, the .csv files can be opened in Excel, where you can get to work on analysis and re-formatting. Here is an example of a marked-up log:



The unit's integrated MAP sensor records in units kilopascal, which was a new one on me. But conversion to good ole PSI is nothing more than applying a .145 multiplier. So the column marked PSI is something I added (see that? I can add value!). If you can cast your gaze from the senses-staggering spool of the fabulous F23 (a stock MAP sensor is soaked by before 3000. Suck on THAT big turbos!), you can see the logged AFR data produced by the Zeitronix wideband. While it's no small expense at ~$200, the Zeitronix unit teams with the PPD to give invaluable data for tuning: Air/fuel mixtures by engine speed. But what about accuracy? How well do the PPD and Zeitronix unit work together? On a wideband car like the FrankenTT, it's a simple matter of overlaying the PPD data with that collected by the car's ECU in Maestro. Using the RPMs as common data-points for the x-axis, here is how the two data streams correlate:




Pretty darned good, I'd say. And the fast sampling rate of the PPD is a great fit for log files in ECUx. So these two core features -- 4bar boost measurement and wideband AFR -- are without a doubt game-changers for performance modding these cars. But on the FrankenTT, they aren't enough. Not by a long shot. And that's where the secondary analog input comes in.

More on that in a bit.

[kingfool]

Not seeing the logs, can you repost?

Thanks!

[Doug@FrankenTurbo]

Not seeing the logs, can you repost?

Thanks!

I re-upped it at a higher resolution, so hopefully you can see it now. Also, I overlooked graphing the MAP reading. As I said, it's a full 4bar of resolution. Here's how it compares to the puny sensor in our cars from the factory:



And because the pressure readings are registered to engine speeds, it is much more practical to overlay the data with that collected in ECUx or elsewhere.

[getslideways]

Any ballpark guesses in terms of pricing if you decide to carry this?

[Doug@FrankenTurbo]

Any ballpark guesses in terms of pricing if you decide to carry this?

I haven't had the time to organize all the additional data I've been able to collect with this thing in the last few days. But I'm bowled over by this product. True, I am an inveterate data junkie, but I think this thing offers enough to the "enthusiast level" user to be a great fit for my turbo company's personality. So...more info to come after I do some work (and cook up some bitchin' T-Day cornbread stuffing).

But there's this thing I keep hearing about called Black Friday. I got me a feeling something could be brewing for then.

[Evilevo]

And because the pressure readings are registered to engine speeds, it is much more practical to overlay the data with that collected in ECUx or elsewhere. A standalone Zeitronix map sensor can't do that.

What? My Zeitronix logs RPM, Boost, Fuel Pressure, and WB. With all the readings linked to the RPM they were recorded at...

[NefMoto]

So from what I can tell, this system only logs the sensors that are connected to the cluster.

Does this support logging anything over OBD, such as KWP1281 measuring blocks or KWP2000 ram values?

[Doug@FrankenTurbo]

What? My Zeitronix logs RPM, Boost, Fuel Pressure, and WB. With all the readings linked to the RPM they were recorded at...

Strange that the Zeitronix logs I've seen lacked rpm reference. No matter. Edited.

[Evilevo]

Strange that the Zeitronix logs I've seen lacked rpm reference. No matter. Edited.

Whoever installed that might not have hooked up the RPM input, but I hooked it up in my car. I have a Zeitronix Template that is used to easily group them in with EcuX logs also.

[Meow]

I re-upped it at a higher resolution, so hopefully you can see it now. Also, I overlooked graphing the MAP reading. As I said, it's a full 4bar of resolution. Here's how it compares to the puny sensor in our cars from the factory:

The sensor in the car is not "puny." The lack of reading above 22.5 psi is due to the limiting factor of how the ecu stores the absolute pressure data in mBar. The sensor can read much more and output more, the ecu does not store higher than 22.5 psi digitally though... :)

[odhinnhrafn]

Unfortunately that's an issue with all of us who mod... Is it possible to change that factor?

[phila_dot]

The sensor in the car is not "puny." The lack of reading above 22.5 psi is due to the limiting factor of how the ecu stores the absolute pressure data in mBar. The sensor can read much more and output more, the ecu does not store higher than 22.5 psi digitally though... :)

Not true. The OEM sensor is 2.5 bar absolute. Also, the internal scaling in the ECU is limited to ~2.5 bar.

[phila_dot]

Unfortunately that's an issue with all of us who mod... Is it possible to change that factor?

Soon...

[Doug@FrankenTurbo]

Whoever installed that might not have hooked up the RPM input, but I hooked it up in my car. I have a Zeitronix Template that is used to easily group them in with EcuX logs also.

Got it. I was beginning to think I was going crazy. So in a respect the PPD can act as a bridge between the Zeitronix unit (linked here) and data streaming from the ECU. But I now see it's not the ONLY avenue to accomplish what I'm talking about.

Soon...

Well, not the thread for this...but I'm interested.

[jibberjive]

If this allowed user programmable display of RAM variables, I would buy it and sleep with it every night.

2nd. I'd be in heaven if I could do any of the variables of my choosing, and log all of them together with one push of a button. Anywho, looks like an awesome product, and it's good to finally see it come to fruition.

[Evilevo]

Got it. I was beginning to think I was going crazy. So in a respect the PPD can act as a bridge between the Zeitronix unit (linked here) and data streaming from the ECU. But I now see it's not the ONLY avenue to accomplish what I'm talking about.



Well, not the thread for this...but I'm interested.

Apparently the ZT-3 can not log nearly as many variables as the ZT-2 can (which I have). The ZT-3 can not log boost or RPM, while the ZT-2 can.

[Reich]

Nice Finally!!!

Suscribed. Time to change cluster display and make an other expense.

[Doug@FrankenTurbo]

Having examined the "enthusiast level" features of the PPD, I want to cover off a bit of experimentation I've been doing with the device. As I indicated, the PPD has a secondary analog input. So that leaves several options for measurement alongside the O2 readings provided by the Zeitronix ZT-3. If you look at the PPD's computer software, you'll see it is oriented to multiple input types.




OK, so we have options here. But there's the small issue of sourcing a sensor and engineering a compatible signal source. When I was able to get STE (Sean) to "turn on" this functionality in my beta software, he wasn't even sure of the best, most efficient way to do this. But I had some ideas. That's because I already had an array of sensor gauges cluttering up my car's interior that I was happy to re-task. For months prior, I've been contending with this ridiculous cluster of gauges:




Not exactly optimal. But lacking a data logger which can interface with these gadgets, that was my only option. But these simple Auber gauges could all be repurposed to provide just the analog inputs necessary for the PPD. For example...

Fuel pressure sender attached to the adjustable fpr:



and its accompanying gauge:




And here is a M.A.P. pressure sensor, sampling from the turbo outlet:



...with its corresponding gauge:




The trick here is that all of these inexpensive monitoring devices work on a simple 0-5V scale, making it easy for the PPD to translate into their respective values. And my guess is I can also twist Sean's arm to give me a prized data set: EGTs. The Auber hardware can provide the signal input. All he has to do is give me one of his magical firmware updates. For now, the PPD can already translate MAP signal data, resulting in a nice cluster display like this:




But better than the bling-ey cluster readout is the data it's possible to collect.


Comparison of pressures pre- and post-throttle body:




...or of pressures at the intake plenum alongside of those in the exhaust manifold:




...or... of pressures at the turbo outlet vs. post-intercooler vs. a whole 'nother MAP sensor (Eurodyne BoostManager; yes, that's right: three separate MAP sensors on this car )




As I said, some of this experimentation strays outside of the boundaries of interest for a typical FrankenTurbo customer. But having the capacity to monitor fuel pressure simultaneous to wideband AFR is no small safety measure. And the multiple inputs for pressure monitoring is great for sussing out trouble-spots in the charge-air system.

All in all, not to shabby a feature set for a $400 gizmo. And that's not even touching on the boost control or FATs logging it can do.

[S4M3]

I have to agree with Doug this thing is bad ass...I have one to using it for fuel and oil pressure :)

[Halfbreed]

Is this real life?

[jibberjive]

This has got me curious on how you are going about doing the different boost maps. Are you essentially putting your module in-line between the ECU and the N75, and attenuating the duty cycle signal by multiplying it by a scalar (essentially scaling the KFLDRL map)?

[jibberjive]

Is this real life?

1.1 gigawatts!!!

[Doug@FrankenTurbo]

Exactly. Here's a quick video of the "Flux Capacitor" before it sprawled to five different gauges. Obviously the FrankenTT is NOT a daily driver.





FYI:
Boost at turbo outlet
C˚ at turbo outlet
C˚ at intercooler inlet (directly after pre-intercooler wmi nozzle)

[Doug@FrankenTurbo]

Something I haven't yet covered with the PPD is its real-time feedback capability over the car's central display. If you scrub to 1:34 in the timeline, this video clip shows how it's done:



Also, FYI, today is the last day of the Mega BadAss Knock-down smash-em-up Sale.

[greatestever1]

how can i get this for my b5 s4,any info would be great and pricing for it.

[FlyboyS4]

I'm not clear on what all can be logged simultaneously. It looks like there's:

1) Boost/Vacuum
2) 0-5V Source
3) 0-5V Source

along with a time stamp, rpm, speed, and throttle position.

Is that correct?

[DiscoPotato]

I really like this.

[richmonds4]

how can i get this for my b5 s4,any info would be great and pricing for it.

Theres a link at the top !

[Doug@FrankenTurbo]

I'm not clear on what all can be logged simultaneously. It looks like there's:

1) Boost/Vacuum
2) 0-5V Source
3) 0-5V Source

along with a time stamp, rpm, speed, and throttle position.

Is that correct?

Yes, those are the three "outside" parameters it can read and log. In addition, it can watch any info coming into the gauge cluster, such as vehicle speed, IATs, oil temperature. Bear in mind that the unit SHOULD be able to report any kind of engine condition so long as it receives a 0-5v signal from the sensor. That leaves open the possibilities for EGTs, charge pipe temperatures and/or pressures. Over the winter I plan to test pre-compressor water-meth injection. The PPD's data capture will be invaluable for that experimentation.

[Doug@FrankenTurbo]

The FrankenTT was down for a few days getting its clutch re-worked. When it left the recovery room it was also sporting a new, tubular manifold courtesy of XS-Power. But before hitting the boost switch, I decided to reconfigure the PPD for different monitoring. The unit is capable of reporting several "parameters" via its secondary 5v input. Earlier it had been seeing turbo outlet pressure. But now I wanted to use it for fuel pressure. To do this, I simply routed the same 5v wiring to the Auber pressure transducer mounted on the fuel rail. It is a 100psi unit, so I set the STE interface to match that value. A few minutes' testing with a MityVac showed the gauge to be scaling properly.




Set up this way, I now have these three pressure data streams: boost at plenum, boost pre throttle body, fuel pressure. Here is how those three values appeared on the very first data logging run:




During the run, the car bucked a couple of times, then recovered. At the time I suspected my inline fuel pump might be on the fritz. And sure enough, the logs clearly picked up the issue: fuel pressure dropped erratically through the pull. Seeing this, I pulled up my data logs for the Eurodyne BoostManager (which controls the pump). The BoostManager logs showed that the fuel pump was not being activated. So case closed on that question. When reconfiguring the PPD for fuel pressure, I'd thought this would simply be a good "safety measure" against discreetly inadequate fuel pressure. But it immediately proved its mettle as a troubleshooting tool. I think I'll keep it set up this way for the time being.

[4ringAR]

In addition, it can watch any info coming into the gauge cluster, such as vehicle speed, IATs, oil temperature. Bear in mind that the unit SHOULD be able to report any kind of engine condition so long as it receives a 0-5v signal from the sensor. That leaves open the possibilities for EGTs, charge pipe temperatures and/or pressures. Over the winter I plan to test pre-compressor water-meth injection.

Maybe this is a better question for Don Supreme/STE directly, but I figured Id post it out in the open.

Its possible to get EGT's displayed directly from the instrument cluster connectors, which go into the STE-box, no tapping wires required? Or would you need to tap one of the stock EGT wires and then plug that into the STE-box?

[jibberjive]

Maybe this is a better question for Don Supreme/STE directly, but I figured Id post it out in the open.

Its possible to get EGT's displayed directly from the instrument cluster connectors, which go into the STE-box, no tapping wires required? Or would you need to tap one of the stock EGT wires and then plug that into the STE-box?

The stock EGT's don't register a value to the ECU under 945* C (very hot), so even if the stock EGT signal is able to show up on the gauge, it wouldn't do you any good except in extreme/emergency situations.

[4ringAR]

1700*F? Holy crap yeah the downpipes would be red hot at that temp.

I assumed the EGT sensors were actually useful across a somewhat useable range(maybe 900 to 1200*F), but at 1700*F the sensor is not useful day to day....or really ever.

[Halfbreed]

Doug, are you really pushing 32psi on that poor little TT?

[jibberjive]

1700*F? Holy crap yeah the downpipes would be red hot at that temp.

I assumed the EGT sensors were actually useful across a somewhat useable range(maybe 900 to 1200*F), but at 1700*F the sensor is not useful day to day....or really ever.

It's there as a failsafe-type of sensor. Any computer models that use "EGT's" use a calculated theoretical EGT.

[Gujuhammer]

This has got me curious on how you are going about doing the different boost maps. Are you essentially putting your module in-line between the ECU and the N75, and attenuating the duty cycle signal by multiplying it by a scalar (essentially scaling the KFLDRL map)?

I'd like to know more about this also. Can someone explain it in layman's terms please?