Quote:
Originally Posted by 7eddiedoowop7
I'd like to see some logs please. Logs of the air sensor frequency Hz, A/F ratio, engine rpm simultaneously . I think, though not 100%, a good look at these under various conditions will show if the Neo is behaving as it should.
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I can do you one better... looking at the inputs to the ECU along with WBO2 and other engine output data would only be observing the Neo's functionality indirectly. To really know that it's doing its job, you need to compare its INPUT and OUTPUT airflow signals across a variety of RPM points. Then you can look at the the airflow data, compare it with the expected correction factors, and then determine if it's doing its job.
Right now, I have my AFC Neo set to (-20%) across the board for the High Throttle map, which makes looking at the data easy. The following is a graph of Output airflow as a function of Input airflow. The red line represents the *ideal* output signal and the blue "X"es on the graph represent actual data from my car. Keep in mind that the output of the OEM MAF is a very jagged and rapidly-changing signal, so one should not expect the Neo output to be EXACTLY on the red line.
The chart below shows the Neo is behaving properly. I can add to the data below by saying that I've done some experimentation with changing the correction factors at various RPM points, and I've seen corresponding changes in my AFR, as viewed from a WBO2 setup. Given that this data is taken from the exact same car that exhibited the original problem (all I did was disconnect the old Neo from its harness and plug in the new one - ECU wiring remained untouched), this is conclusive evidence (to me) that the problem is resolved. Granted, I haven't tried correction factors much lower than -23 or much higher than -16, but in those ranges, things seem to work just fine. Thus, I believe they have the algorithm correct now.
... and just for thoroughness, the second picture shows a few WOT runs with AFR, IDC, MAP, and both input/output Karman signals.
