Will be interesting to see if you find better response with the X, how do you plan to measure it?.
If you have overun fuel cut enabled you could use 0% idc and 22 afr as an idea for gauging response time.
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Will be interesting to see if you find better response with the X, how do you plan to measure it?.
If you have overun fuel cut enabled you could use 0% idc and 22 afr as an idea for gauging response time.
I have decided to return the 30-4110 and get a 30-0300 x series. It doesn't make sense in the future to use 2 different widebands with different response time for o2 feedback IMO.Quote:
Originally Posted by KeithMac
Yup the stoich reference is from the internal pump current, and heater control is the absolute most important aspect of a wideband. Accuracy varies widely with temperature, which is why I chose a wideband with sensor temp display.Quote:
Originally Posted by KeithMac
There is a great explanation of the differences between the sensors here btw:
http://www.ecotrons.com/technology/b...su_42_sensors/
Sent from my iPhone 6s+ using Tapatalk
OK, so first of all the AEM x series has a MUCH bigger digital display , it is a lot better to look at while driving. In pics you don't really think it is that much bigger, but in real life it is. I think aem says 83% bigger diagonally, and I believe it.
http://www.chrisbehnken.com/Images/p...83260578824179
They are really fast. Reaction is instant. Easy to install, high quality harnesses, enough sensor wire length to reach the trunk if you felt like it. I have them installed in the stock locations, so far so good. There seems to be a lot less subjective lag to the readings. The other nice thing is these show on the display when they are still heating and has led me to realize that cranking afr's are not readable right now because I am using the cigar lighter fuse for power and that looks like it kicks out while cranking. Need switched power that still works while cranking.
After running dual widebands I am convinced they are critical to getting the best tune on an aem ems. I found the front runs about 5% leaner at idle and 2% leaner at higher rpm. Setting up individual cylinder trims of +5 at idle on cylinders 1,3,5 and 2% at redline, with horizontal interpolation between makes the car idle and cruise smoother than I can ever remember. Rock solid idle. The idle only moves around 15-20 RPM, sometimes as tight as 8 RPM.
Nice! Although bummer you end up having to use up two gauge pod spots.
Yeah, that is a shame. I have to find a place to mount my aem serial gauge.Quote:
Originally Posted by Toni
Chris, you have anything to say about the dual readout widebands?
Innovate makes one
http://www.3sx.com/store/comersus_vi...dProduct=35300
And I believe Haltec makes one as well
some data supplied by aem:Quote:
Originally Posted by futurevr4man
http://www.aemelectronics.com/files/...ison_Chart.jpg
IMO once you start getting much over 50ms, certainly once you go over 100, a wideband is useless for tuning WOT.
Note in the above test 10ms of time can be subtracted from all results, because that was the time their test solenoid took.
I don't know about the DLG-1 specifically, but would guess its about the same speed as the other latest innovate widebands. The lc-1 seems to be the last one they made with good response time.
The other thing is the display on the duage gauge is really small per side. The really big numbers on the x-series are really helpful to see while you are tuning and seeing if a pull is safe.
The final issue is the innovate do not use the calibration resistor, even on the 4.9 controllers AFAIK. They act like this is a good thing, needing to constant air calibrate, but I don't think it is. I don't mean to sound like a salesman for aem, but the x-series now has an option to air calibrate if that is your thing.
I don't want my widebands to take up two spots though... and I need two because I'm running true dual exhaust. Thus, need to find one that has a dual readout
I'll do a little digging to see if I can find anything about the DLG-1