The sensor was off almost 2 full points, reading 13.0 when it was really 11.2 so it failed, not drift. I was running it for about a year. It never passed a free air calibration while installed in...
Type: Posts; User: NJ_Phil
The sensor was off almost 2 full points, reading 13.0 when it was really 11.2 so it failed, not drift. I was running it for about a year. It never passed a free air calibration while installed in...
Hey Sevin,
It's AEM PN 30-2004. Looks like their 30-0334 gauge calls for 35-2003 but I run the 30-0333 gauge. Not sure what the differences are or which gauge you have, or if it matters
...
Problem solved. I thought the new sensor was bad and reading lean but it turns out my original sensor was bad and reading rich. Both banks are line on line now.
Bad part is I've been running AFRs...
So it turns out the leaner setting switched to the other bank after swapping the sensors so it's either the gauge or the sensor. Thinking about swapping sensor connections at the back of the gauge...
All changes over the winter were unrelated to fueling/AFR. Solid motor & trans mount, blower drive, etc... in addition to adding a second WB sensor.
No mods to individual cylinder fueling.
...
780@14psi. Boost bled off till I figure out what's going on
Swapped sensors and waiting for better weather to try it out, Plugs all burning even.
I'll run the pump on manual to rule out air.
I...
First drive of the season after a few over the winter upgrades shows passenger AFR running a full point leaner than the driver's side.
Both STFT and LTFT run the same and both WBs track evenly in CL...
Looks like a good site. Thanks
I know this question should be in the Trans tuning section but I'm only familiar with ECM tuning so figured it better to ask here. Figured there are a lot of people here that know EFI well but also...
Would be nice to add some parameters for launch control. Obviously launch RPM but also get at the wheel slip limits and a filter or two if it's not over the top complicated.
I've had good luck...
Got my dual widebands running and thanks for the support,
As for the 30-0311. Doesn't CAN support multiple masters and have collision detection built into the hardware layer?. I can first connect...
I tied my CAN+ and CAN- together on my 30-0333 and 30-0311 in the pillar pod and could never connect with the scanner or tuner. Had to put a separate power switch to keep power from the 30-0311 when...
Excellent Mike.
Thank You very much
Already have a 30-0333 and want to run dual WB but saw a few posts on EFIlive forum that mentioned the 30-0334 was needed but that might only be for EFIlive.
I can get a good deal on a 30-0333 but...
It's a late model E67 and allows 127 lbs/hr.. Nothing is scaled as far as stoich and IVT.
Agree that was a stupid thing for his tuner to say but I'm puzzled how it can run at that duty cycle.
...
So I got this guy with a built out CTSV running close to 18 psi, who asked me to look into his tune and first thing is to look is scan a few pulls and noticed his Injector duty cycle is close to...
Experimenting with different charge pipe configurations, screens, diameter, baffles, etc and trying to avoid redoing the MAF calibration everytime airflow changes across the MAF sensor.
Some charge...
Every desoot problem I've seen, including mine, has shown up 2.1 secs after entering PE. It might be something else if you're going lean at launch.
A log showing WB and EQ command would help confirm...
Thanks... For now, I just "slid" the Airmass rows up 2 places and added 2 new rows at the bottom which get me to 1.80.
Probably going to redo it as you said.
First off, I'm assuming the cylinder Airmass channel in the scan = spark airmass in the tune.
The only place I see in the tune that uses spark airmass is the spark table which I have scaled to max...
Have you tried making counter clockwise circles? :)
Another possibility is heat affecting the strength of the motor. You seem to hit the same airflows, RPMs, etc... in 2nd without REP so it's possible the higher current applied to the motor for...
My thinking is the required torque to keep the TB blade in position is minimal at WOT because the blade is perpendicular to the flow, or should be, no matter how high it that airflow is. Guess that's...
Gotta hunch that's real knock, 25* advance @ 9psi might be a bit much, even for the LSA. Not sure what fuel you're running though
I'd enter PE at a lower kPa, not 90 and run a flat PE of 1.28 across the entire RPM band or at least richen it up on the low end. You can see the KR under low rpm/high load during the burnout and...