I would go with the Innovative LC1 wideband, as it is cheap and would get the job done. I think it's around $189 on 3sxperformance web site.
The Innovative LC1, or LM1, or PLX M300 wideband controllers have or can be configured to a linear output. Linear output is important as the AFR can be calculated really easily. Stay away from the zeitronix wideband as it is non-linear.
That's freaking awesome you'd take the time to help everyone do this!
Awesome thread. I've gotta help a buddy install this in a couple months -- should be cake
__________________
'06 IS350 - Lux. Pkg | ML/NAV |
'99 VR4 - 33k miles | Sold 7/3/06
'91 VR4 -Modded | Sold 1/06
I would go with the Innovative LC1 wideband, as it is cheap and would get the job done. I think it's around $189 on 3sxperformance web site.
The Innovative LC1, or LM1, or PLX M300 wideband controllers have or can be configured to a linear output. Linear output is important as the AFR can be calculated really easily. Stay away from the zeitronix wideband as it is non-linear.
so when i hook up te LC1 wideband to the emanage, then i can see my Air/Fuel on the laptop?
again thanks a lot for all your help!!!
mahdi
__________________
NEW CAR: 2006 G35 Coupe 6MT: With some goodies and more to come
1997 Mitsubsihi 3000GT VR4 SOLD
10/22/2004 to 12/15/2005
"The Mitsubishi 3000GT VR-4 is a neck-snappin', head-turnin', pavement-grabbin', road-shreddin', turbo-spinnin', six-gear shiftin' machine with all the right moves, and all the right curves''
Today against the Ultimate installation instructions I hooked up the brown wire to the RPM signal from the ECU instead of using the crank angle sensor and changed it to rpm signal type in the vehicle parameters. What a difference, I get all clean lines in my logs now and the map trace works properly. Before the map trace would jump around and some of the logged values jumped above and below a normal line. The RPM seems correct on high end also. I was having a difficult time fine tuning the fuel cut limiter feature. This should make a big difference.
I will report back after some road testing.
__________________
60k service, K&N Intake, Dejon tolls intake pipes, custom TDO4 hybrids WRX 9 psi springs, HKS hard pipes, DSM sidemounts, all 2”, DSM bov and adaptor, HTS couplers and TB reducer, DN Y pipe, gasket matched headers, pre cat eliminators, ESP downpipe, 3” test pipe, Borla cat back. RC 550 injectors, eK2mfg Fuel Rail loop, AEM Fuel pressure regulator with Rob’s adaptor, IPO hi flow fuel kit, walbro 255LPH pump, resister bypass, M-Spec Vacuum Reduction Kit, EGR block off plates. Magnicore wires, NGK R5672A-8 @ .30 Poly mounts, Unorthodox Underdrive Crank Pulley Kit, Autometer a pillar pod, boost, egt, fuel pressure, AEM wideband, Blitz dsbc Boost Controller, E-manage Ultimate, Mirage datalogger, Pioneeer DEH-P860 MP, amp, new infinity speakers, Optima red top battery, New ECS struts, intraz springs, Adjustable Rear Control Arms, New outer tie Rod Ends, Slotted dimple rotors, 3SX Stainless-Steel Braided Brake Lines, clutch line, Speed-bleeder valves, Front Active Aero Simulator. Dunlop 17” tires, G-Tech meter. PTE 750 in the tool box. Running speed density with the Ultimate. Gutted meter or dual intake pipes going on next. Future, motor internals, clutch, lighter rotating mass, AWS delete, some weight reduction and Paint
Most pepole listen not with the intent to understand but with the intent toreply
Got out last night for a test drive using the RPM signal. It works perfect, the fuel cut feature works flawless using the ECU rpm signal instead of the crank angle sender.
Knight and day difference. The car ran great and you would not have known because these fluctuations jump above and below so fast. Trying to set the fuel cut feature at the right rpm point and give it the proper fuel disclosed the problem. I would have to send you some before and after pics of the logs for you to better understand what I explained. I will have to install a program with a screen capture feature on my laptop or install Emange software on the desktop to get you some pics. The logs showed what was happing, I thought it was a problem with the EMU logger. When I started playing with the fuel cut eliminator I found what I was seeing was actually happening. The log showed that the rpm signal jumped above and below its value and got worse in the higher rpms. The timing, HZ and IDC line followed the rpm. Now using the rpm signal from the ECU I get clean lines and no jump in values just normal sweeps for the demand. The map trace also moves normal from cell to cell dependant on load and rpm, before it would jump around. A neat software feature that helped me diagnose this problem is from the logger graph you can click on a certain point and get a red vertical line to display the logged values it also high lights the corresponding cell in the maps in red.
Yes for those that have the RPM wire hooked up from stage one LEAVE IT hooked up when wiring stage Three. The E-01 Pressure Sensor Harness that can substitute the Air/Fuel harness is still on backorder. After I fine tune the a/f ratio I will share my current map.
Ok to go mafless, how woul du wire up the baro signal and iat signal??? Oh and as for the maft pro i guess u don't need baro since the maft pro already has a resistor in it or something???
The AutoGuide.com network consists of the largest network of enthusiast-owned enthusiast-operated automotive communities.
AutoGuide.com provides the latest car reviews, auto show coverage, new car prices, and automotive news. The AutoGuide network operates more than 100 automotive forums where our users consult peers for shopping information and advice, and share opinions as a community.
Re: -= Ultimate Emanage Thread =-
