Revision as of 18:38, 18 October 2021

Introduction

Buoy is an all-in-one data-logging and tuning tool for the SSSMCK (SSSQUID MAF CONVERSION KIT). It is in beta stages and as such may have bugs. Please contact us with any bugs you may encounter.

This tool was developed in and for Linux first. The Windows port is in very early stages and will naturally have more bugs than the Linux flavor. There is no version for Mac OSX and we do not have any plans to ever release a version for that OS.

Expect new software to be released regularly. We have not implemented any auto-update functions yet. Please bookmark this page to get quick access to the latest software.

Download

Latest Version: 0.18.07

Windows
- 32-bit (JRE required) - Download
- 64-bit (recommended for most users! Pre-compiled JRE included) - Download
Linux
- 32-bit - Download
- 64-bit - Download
- arm32 - coming soon, please contact for early access
- arm64 - coming soon, please contact for early access

Previous versions available by request, though you should most likely be using the latest version!

Version History

Installation

This program is designed to be portable -- there is no installation necessary. Simply extract the compressed folder contents to its own directory and run "Buoy.sh" (Linux) or "Buoy.exe" (Windows).

For the 32-bit Windows version of Buoy, the necessary JRE (Java Runtime Environment) is not pre-packaged. You may need to install the JRE if you haven't already: Java JRE. The JRE is pre-packaged on the 64-bit version (what most everyone will be using). Unless you are running an older 32-bit version of Windows (like 32-bit XP), it is recommended to use the 64-bit version.

For Linux users, Java is required to run but is not prepackaged. Many flavors of Linux will come with the necessary runtime environments pre-installed, but if you're not sure you can check with your package manager.

Drivers

Most flavors of Linux will come pre-installed with the necessary drivers.

For Windows, you may need to install the standard FTDI D2XX drivers available at the following link: FTDI D2XX Download Page

Interface

Main
- Setup port, flash firmware, and view diagnostic information.
Live Dash
- View and log live airflow data.
Log Replay
- View previously recorded logs with many ways to manipulate and filter the data.

Usage

Connecting

With the top cover removed, you will need to find a 6-pin header. This is where the logging/flashing module will be plugged.

Plug in your logging/flashing module. It can only be inserted in one direction.

Connect the USB cable to your computer. If you are logging, please skip the next step.

ONLY if you are flashing the module!: it is recommended to use the USB power. You can do this by moving the "REG-USB" jumper from the "REG" side to the "USB" side as pictured below:

Once you finish flashing, please make sure to move this jumper back to the "REG" side before continuing use on your vehicle.

On the "Main" tab you will find the connection and flashing options.

First you will need to select the correct port. Click on "Select Port" and you will be presented with a list of available ports.

If you are unsure of which port the SSSMCK is connected through, you can simply disconnect the device and reconnect it to see which port is added and removed. The list automatically updates.

Once the port is selected, click "Connect". It will take 2 seconds to connect, do not repeatedly click the "Connect" button during this time period. The SSSMCK should connect and automatically start sending airflow data. If data is not graphed on the "Live Dash" page, you can try disconnecting and reconnecting.

Data-logging

Once connected the SSSMCK should automatically begin transmitting airflow data to the program. This is displayed in kilograms per hour (Kg/Hr).

On this page you can set an output file. Use the file extension ".csv" for logs (this file extension should automatically be added, but there is a bug in Windows where if your file path has one or more periods it may not be automatically added).

Once you have set the output file, you may begin logging by selecting "Start Recording". Once you are finished recording, select "Stop Recording" or simply close the program.

There are many ways to display the data, as a line (recommended and default), as dots, or as bars. The rest of the options are primarily for further diagnostics when necessary, but should not be needed or used by most users.

Log Replay

If you would like to view previously recorded logs, you can open them a number of ways. They are output as simple CSV files (Comma Separated Values). These can be read by programs such as OpenOffice/LibreOffice Calc, Microsoft Excel, or within Buoy.

To open a previously recorded log, select "Open CSV File" and browse to the folder where the log was recorded. Select and open the log to populate the graph.

You can manipulate the data, apply filters, change how it is displayed, and more by using the "Graph Options" and "Data Manipulation" sections.

Flashing

On the "Main" page, make sure you have the proper port selected and are connected to the SSSMCK. Under "Firmware Control" click on "Select Firmware" to be presented with a file explorer. Navigate to the firmware (file extension ".mckf") you wish to flash to the device and select it.

Once you have chosen the firmware, the button underneath it will change to "Flash Firmware". Click this button to flash the firmware. A success or failure message will be displayed in the console log.

Configuration

You can configure most of the program's settings, such as the theme and interface scaling, by clicking on the settings icon in the upper-right side of the application.

Firmware

".MCKF" files contain the calibrations for the MAF and VAM selected. Since we are constantly releasing new versions, please contact us with your required MAF and VAM combination and your hardware version, we will reply with a download of the latest available software.

All units ship with the proper and latest available firmware for your selected MAF and VAM, so there is no need to flash a new unit unless you are changing vehicles/tunes/MAFs, there are fixes, or the latest software requires it.

@@ Line 1: / Line 1: @@
-'''Jetronic''' is a trade name of a  manifold injection  technology for automotive  petrol engine s, developed and marketed by  Robert Bosch GmbH  from the 1960s onwards. Bosch licensed the concept to many  automotive industry|automobile manufacturers . There are several variations of the technology offering technological development and refinement.
+=Introduction=
-== D-Jetronic (1967–1979)==
+Buoy is an all-in-one data-logging and tuning tool for the SSSMCK (SSSQUID MAF CONVERSION KIT). It is in beta stages and as such may have bugs. Please [https://sssquid.com/v3/contact contact us] with any bugs you may encounter.
-Analogue fuel injection, 'D' is from {{lang-de|"Druck"}} meaning pressure. Inlet  manifold vacuum  is measured using a pressure sensor located in, or connected to the  intake manifold , in order to calculate the duration of fuel injection pulses. Originally, this system was called Jetronic, but the name D-Jetronic was later created as a  retronym  to distinguish it from subsequent Jetronic iterations.
-D-Jetronic was essentially a further refinement of the  Bendix Electrojector|Electrojector  fuel delivery system developed by the  Bendix Corporation  in the late 1950s. Rather than choosing to eradicate the various reliability issues with the Electrojector system, Bendix instead licensed the design to Bosch. With the role of the Bendix system being largely forgotten D-Jetronic became known as the first widely successful precursor of modern electronic common rail systems; it had constant pressure fuel delivery to the injectors and pulsed injections, albeit grouped (2 groups of injectors pulsed together) rather than sequential (individual injector pulses) as on later systems.
+This tool was developed in and for Linux first. The Windows port is in very early stages and will naturally have more bugs than the Linux flavor. There is no version for Mac OSX and we do not have any plans to ever release a version for that OS.
-As in the Electrojector system, D-Jetronic used  Analogue electronics|analogue  circuitry, with no  microprocessor  nor  Logic gate|digital logic , the  Electronic control unit|ECU  used about 25  Transistor|transistors  to perform all of the processing. Two important factors that led to the ultimate failure of the Electrojector system: the use of paper-wrapped capacitors unsuited to heat-cycling and amplitude modulation (AM radio) signals to control the injectors were superseded. The still present lack of processing power and the unavailability of solid-state sensors meant that the vacuum sensor was a rather expensive precision instrument, rather like a  barometer , with brass bellows inside to measure the manifold pressure.
+Expect new software to be released regularly. We have not implemented any auto-update functions yet. Please bookmark this page to get quick access to the latest software.
-Although conceptually similar to most later systems with individual electrically controlled injectors per cylinder, and  Pulse-width modulation|pulse-width modulated  fuel delivery, the fuel pressure was not modulated by manifold pressure, and the injectors were fired only once per 2 revolutions on the engine (with half of the injectors being fired each revolution).
+=Download=
+Latest Version: 0.18.07
+*Windows
+**32-bit (JRE required) - [https://sssquid.com/strg/sssmck/buoy/buoy-001807-win32.zip Download]
+**64-bit (recommended for most users! Pre-compiled JRE included) - [https://sssquid.com/strg/sssmck/buoy/buoy-001807-win64.zip Download]
+*Linux
+**32-bit - [https://sssquid.com/strg/sssmck/buoy/buoy-001807-lin32.tar Download]
+**64-bit - [https://sssquid.com/strg/sssmck/buoy/buoy-001807-lin64.tar Download]
+**arm32 - coming soon, please contact for early access
+**arm64 - coming soon, please contact for early access
-The system was last used (with a  Lucas Industries|Lucas  designed timing mechanism and Lucas labels super-imposed on some components) on the Jaguar V12 engine ( Jaguar XJ|XJ12  and  Jaguar XJS|XJ-S ) from 1975 until 1979.
+Previous versions available by request, though you should most likely be using the latest version!
-=={{anchor|K}}K-Jetronic (1973–1994)==
+[[SSSMCK/BUOY/Version_History|Version History]]
-Mechanical fuel injection, 'K' stands for {{lang-de|"Kontinuierlich"}}, meaning ''continuous''. Commonly called 'Continuous Injection System (CIS) in the USA. K-Jetronic is different from pulsed injection systems in that the fuel flows continuously from all injectors, while the  Fuel pump (engine)|fuel pump  pressurises the fuel up to approximately 5&nbsp; bar (unit)|bar  (73.5&nbsp; pounds per square inch|psi ). The volume of air taken in by the engine is measured to determine the amount of fuel to inject. This system has no  oxygen sensor|lambda  loop or lambda control. K-Jetronic debuted in the 1973.5  Porsche 911 T in January 1973, and was later installed into a number of  Porsche ,  Volkswagen ,  Audi ,  BMW ,  Mercedes-Benz ,  List of Rolls-Royce motor cars|Rolls-Royce ,  Bentley ,  Lotus Cars|Lotus ,  Ferrari ,  Peugeot ,  Nissan ,  Renault ,  Volvo Cars|Volvo ,  Saab Automobile|Saab ,  TVR  and  Ford  automobiles. The final car to use K-Jetronic was the 1994 Porsche 911 Turbo 3.6.
-Fuel is pumped from the tank to a large control valve called a ''fuel distributor'', which divides the single fuel supply line from the tank into smaller lines, one for each injector. The fuel distributor is mounted atop a control vane through which all intake air must pass, and the system works by varying fuel volume supplied to the injectors based on the angle of a  Mass flow sensor#Moving vane meter|moving vane  in the  air flow meter , which in turn is determined by the volume of air passing the vane, and by the control pressure. The control pressure is regulated with a mechanical device called the control pressure regulator (CPR) or the warm-up regulator (WUR). Depending on the model, the CPR may be used to compensate for altitude, full load, and/or a cold engine. The injectors are simple spring-loaded  check valve s with nozzles; once fuel system pressure becomes high enough to overcome the counterspring, the injectors begin spraying.
+==Installation==
+This program is designed to be portable -- there is no installation necessary. Simply extract the compressed folder contents to its own directory and run "Buoy.sh" (Linux) or "Buoy.exe" (Windows).
-=={{anchor|KL}}K-Jetronic (Lambda)==
+For the 32-bit Windows version of Buoy, the necessary JRE (Java Runtime Environment) is not pre-packaged. You may need to install the JRE if you haven't already: [https://docs.oracle.com/goldengate/1212/gg-winux/GDRAD/java.htm Java JRE]. The JRE is pre-packaged on the 64-bit version (what most everyone will be using). Unless you are running an older 32-bit version of Windows (like 32-bit XP), it is recommended to use the 64-bit version.
-First introduced in the  Volvo 240|Volvo 265  in 1976 and later used in the  DeLorean Motor Company|DeLorean  in 1981. A variant of  Jetronic#K-Jetronic .281973.E2.80.931994.29|K-Jetronic  with  Control theory|closed-loop  Air–fuel ratio#Air.E2.80.93fuel equivalence ratio .28.CE.BB.29|lambda  control, also named Ku-Jetronic, the letter u denominating USA. The system was developed to comply with  United States|U.S.A.  Federated state|state  of  California|California's  California Air Resources Board  exhaust emission regulations, and later replaced by  Jetronic#KE-Jetronic .281985.E2.80.931993.29|KE-Jetronic .
-=={{anchor|KE}}KE-Jetronic (1985–1993)==
+For Linux users, Java is required to run but is not prepackaged. Many flavors of Linux will come with the necessary runtime environments pre-installed, but if you're not sure you can check with your package manager.
-Electronically controlled mechanical fuel injection. The  engine control unit  (ECU) may be either analog or digital, and the system may or may not have closed-loop lambda control. The system is based on the K-Jetronic mechanical system, with the addition of an electro-hydraulic actuator, essentially a fuel injector inline with the fuel return. Instead of injecting fuel into the intake, this injector allows fuel to bypass the fuel distributor, which varies the fuel pressure supplied to the mechanical injection components based on several inputs (engine speed, air pressure, coolant temperature, throttle position, lambda etc.) via the ECU. With the electronics disconnected, this system will operate as a K-Jetronic system.<ref>Robert Bosch GmbH (1985). Electronically Controlled Gasoline Fuel-Injected System with Lambda Closed-Loop Control - KE-Jetronic.</ref>
-Commonly known as 'CIS-E' in the USA. The later KE3 (CIS-E III) variant features  engine knocking|knock  sensing capabilities.
+==Drivers==
+Most flavors of Linux will come pre-installed with the necessary drivers.
-=={{anchor|L}}L-Jetronic (1974–1989)==
+For Windows, you may need to install the standard FTDI D2XX drivers available at the following link: [https://ftdichip.com/drivers/d2xx-drivers/ FTDI D2XX Download Page]
-Analog fuel injection. L-Jetronic was often called Air-Flow Controlled (AFC) injection to further separate it from the pressure-controlled D-Jetronic &mdash; with the 'L' in its name derived from {{lang-de|luft}}, meaning 'air'. In the system, air flow into the engine is measured by a moving vane (indicating engine load) known as the  volume air flow sensor  (VAF) &mdash; referred to in German documentation as the ''LuftMengenMesser'' or LMM. L-Jetronic used custom-designed  integrated circuits , resulting in a simpler and more reliable  engine control unit  (ECU) than the D-Jetronic's.<ref>Baggeroer, Artgur B. L-Jetronic fuel injection. July 1985. General OneFile. Web. 23 July 2012.</ref>
-L-Jetronic was used heavily in 1980s-era  Europe an cars,<ref>{{cite web|author=Lee Thompson, John De Armond|title=L-Jetronic|url=http://yarchive.net/car/l-jetronic.html|format=archived  usenet  message|date=22 June 1993|access-date=17 November 2009}}</ref> as well as  BMW K100|BMW K-Series  motorcycles. Licensing some of Bosch's L-Jetronic concepts and technologies,  Lucas Automotive|Lucas ,  Hitachi, Ltd.|Hitachi Automotive Products ,  DENSO|NipponDenso , and others produced similar fuel injection systems for Asian car manufacturers. L-Jetronic manufactured under license by  JECS|Japan Electronic Control Systems  was fitted to the  Kawasaki_Kz1000|1980 Kawasaki Z1000-H1 , the world's first production fuel injected motorcycle. Despite physical similarity between L-Jetronic components and those produced under license by other manufacturers, the non-Bosch systems should not be called L-Jetronic, and the parts are usually incompatible.
+=Interface=
+*Main
+**Setup port, flash firmware, and view diagnostic information.
+*Live Dash
+**View and log live airflow data.
+*Log Replay
+**View previously recorded logs with many ways to manipulate and filter the data.
-=={{anchor|LE}}LE1-Jetronic, LE2-Jetronic, LE3-Jetronic (1981–1991)==
+=Usage=
-This is a simplified and more modern variant of  #L|L-Jetronic . The ECU was much cheaper to produce due to more modern components, and was more standardised than the L-Jetronic ECUs. As per L-Jetronic, a vane-type airflow sensor is used.<ref>{{cite web|title=LE-Jetronic|url=http://br.bosch-automotive.com/en/internet/parts/parts_and_accessories_2/motor_and_sytems/benzin/injection_system/le_jetronic_1/le_jetronic.html|website=www.bosch-automotive.com|access-date=23 September 2017}}</ref> Compared with L-Jetronic, the fuel injectors used by LE-Jetronic have a higher impedance.<ref>{{cite web|title=About Opel fuel injection systems|url=http://users.telenet.be/jov/opeltuners/aboutfi/ciccosinjection.html|website=www.users.telenet.be|access-date=23 September 2017}}</ref> Three variants of LE-Jetronic exist: LE1, the initial version. LE2 (1984–), featured cold start functionality integrated in the ECU, which does not require the cold start injector and thermo time switch used by older systems. LE3 (1989–), featuring miniaturised ECU with hybrid technology, integrated into the junction box of the mass airflow meter.
-=={{anchor|LU}}LU1-Jetronic, LU2-Jetronic (1983–1991)==
+==Connecting==
-The same as  #LE|LE1-Jetronic  and  #LE|LE2-Jetronic  respectively, but with closed-loop lambda control. Initially designed for the US market.
-=={{anchor|LH}}LH-Jetronic (1982–1998)==
+With the top cover removed, you will need to find a 6-pin header. This is where the logging/flashing module will be plugged.
-Digital fuel injection, introduced for California bound 1982  Volvo 240  models. The 'LH' stands for {{lang-de|"Luftmasse-Hitzdraht"}} - the  anemometer#Hot-wire anemometers|hotwire anemometer  technology used to determine the  mass  of air into the engine. This  mass flow sensor|air mass meter  is called HLM2 (''Hitzdrahtluftmassenmesser'' 2) by Bosch. The LH-Jetronic was mostly used by  Scandinavia n car manufacturers, and by sports and luxury cars produced in small quantities, such as  Porsche 928 . The most common variants are LH&nbsp;2.2, which uses an  Intel  8049 ( Intel MCS-48|MCS-48 ) microcontroller, and usually a 4&nbsp; kilobyte|kB  programme memory, and LH&nbsp;2.4, which uses a  Siemens AG|Siemens  80535 microcontroller (a variant of Intel's 8051/ Intel MCS-51|MCS-51  architecture) and 32&nbsp;kB programme memory based on the 27C256 chip. LH-Jetronic&nbsp;2.4 has adaptive lambda control, and support for a variety of advanced features; including fuel enrichment based on  exhaust gas  temperature (ex.  Volvo Redblock Engine|Volvo B204GT/B204FT engines ). Some later (post-1995) versions contain hardware support for first generation diagnostics according to  list of ISO standards#ISO 1000–ISO 9999|ISO 9141  (a.k.a.  on-board diagnostics#OBD-II|OBD-II ) and immobiliser functions. {{citation needed|reason=Volvo 940 from 1995 and on was given as an example of this, but model year -95 has the older diagnosis box in the engine compartment, and while 1996–1998 do have an OBD-II style connector, they still use the older interface, not OBD-II.|date=May 2012}}
-=={{anchor|Mono}}Mono-Jetronic (1988–1995)==
+[[File:Loggingmoduleport.jpg|center|thumbnail]]
-Digital fuel injection. This system features one centrally positioned fuel injection nozzle. In the US, this kind of  fuel injection#Throttle body injection|single-point  injection was marketed as 'throttle body injection' (TBI, by GM), or 'central fuel injection' (CFI, by Ford).
-Mono-Jetronic is different from all other known single-point systems, in that it only relies on a throttle position sensor for judging the engine load. There are no sensors for air flow, or intake manifold vacuum. Mono-Jetronic always had adaptive closed-loop lambda control, and due to the simple engine load sensing, it is heavily dependent on the lambda sensor for correct functioning.
+Plug in your logging/flashing module. It can only be inserted in one direction.
-The ECU uses an  Intel MCS-51|Intel 8051  microcontroller , usually with 16&nbsp;kiB of program memory and without advanced  on-board diagnostics  (OBD-II became a requirement in model-year 1996.)
+[[File:Loggingmoduleconnected.jpg|center|thumbnail]]
-==See also==
+Connect the USB cable to your computer. If you are logging, please skip the next step.
-* Motronic
-==References==
+ONLY if you are flashing the module!: it is recommended to use the USB power. You can do this by moving the "REG-USB" jumper from the "REG" side to the "USB" side as pictured below:
-{{reflist}}
-==External links==
+[[File:Usbpowerselected.jpg|center|thumbnail]]
-*[https://web.archive.org/web/20100809110201/http://members.rennlist.com/pbanders/djetfund.htm History of the D-Jetronic System]
-*[https://archive.is/20130415063334/http://www.k-jet.org/ Volvo enthusiasts. The site mostly focuses on 240-series cars with the Bosch K-Jet fuel injection systems]
+Once you finish flashing, please make sure to move this jumper back to the "REG" side before continuing use on your vehicle.
-<!-- *[http://autorepair.about.com/od/enginefuelfuelinjectio/ Fuel Injection Theory] collection of dead links-->
+On the "Main" tab you will find the connection and flashing options.
+[[File:Buoy001804_main.png|center|thumbnail|600px]]
+First you will need to select the correct port. Click on "Select Port" and you will be presented with a list of available ports.
+If you are unsure of which port the SSSMCK is connected through, you can simply disconnect the device and reconnect it to see which port is added and removed. The list automatically updates.
+[[File:Buoy001804_portselected.png|center|thumbnail|600px]]
+Once the port is selected, click "Connect". It will take 2 seconds to connect, do not repeatedly click the "Connect" button during this time period. The SSSMCK should connect and automatically start sending airflow data. If data is not graphed on the "Live Dash" page, you can try disconnecting and reconnecting.
+==Data-logging==
+Once connected the SSSMCK should automatically begin transmitting airflow data to the program. This is displayed in kilograms per hour (Kg/Hr).
+[[File:BUOY001804_LIVEGRAPH.png|thumbnail|center|600px]]
+On this page you can set an output file. Use the file extension ".csv" for logs (this file extension should automatically be added, but there is a bug in Windows where if your file path has one or more periods it may not be automatically added).
+Once you have set the output file, you may begin logging by selecting "Start Recording". Once you are finished recording, select "Stop Recording" or simply close the program.
+There are many ways to display the data, as a line (recommended and default), as dots, or as bars. The rest of the options are primarily for further diagnostics when necessary, but should not be needed or used by most users.
+===Log Replay===
+If you would like to view previously recorded logs, you can open them a number of ways. They are output as simple CSV files (Comma Separated Values). These can be read by programs such as OpenOffice/LibreOffice Calc, Microsoft Excel, or within Buoy.
+To open a previously recorded log, select "Open CSV File" and browse to the folder where the log was recorded. Select and open the log to populate the graph.
+[[File:BUOY001804_LOGREPLAY.png|thumbnail|center|600px]]
+You can manipulate the data, apply filters, change how it is displayed, and more by using the "Graph Options" and "Data Manipulation" sections.
+==Flashing==
+On the "Main" page, make sure you have the proper port selected and are connected to the SSSMCK. Under "Firmware Control" click on "Select Firmware" to be presented with a file explorer. Navigate to the firmware (file extension ".mckf") you wish to flash to the device and select it.
+[[File:R001804_flashing.png|center|thumbnail|600px]]
+Once you have chosen the firmware, the button underneath it will change to "Flash Firmware". Click this button to flash the firmware. A success or failure message will be displayed in the console log.
+==Configuration==
+You can configure most of the program's settings, such as the theme and interface scaling, by clicking on the settings icon in the upper-right side of the application.
+=Firmware=
+".MCKF" files contain the calibrations for the MAF and VAM selected. Since we are constantly releasing new versions, please [https://sssquid.com/v3/contact contact us] with your required MAF and VAM combination and your hardware version, we will reply with a download of the latest available software.
+All units ship with the proper and latest available firmware for your selected MAF and VAM, so there is no need to flash a new unit unless you are changing vehicles/tunes/MAFs, there are fixes, or the latest software requires it.