Basic Engine Tuning
#62
You should fit an EGT probe as close to the exhuast port pre-turbo exhuast housing as poss.
I have had it pre and post on my Impreza, but just going through all the same tuning bits on the FD at the moment, so plenty of learning to be done.
Single turbo headers are a lot easier to insert the probe than the OE twin pack.
Dan
I have had it pre and post on my Impreza, but just going through all the same tuning bits on the FD at the moment, so plenty of learning to be done.
Single turbo headers are a lot easier to insert the probe than the OE twin pack.
Dan
#63
Originally Posted by turborotor' date='Oct 5 2003, 10:38 AM
Sorry guys, It is pinned. Nice thread.
Mike, how did you come up with the right fuel ratio on the diagram?
Mike, how did you come up with the right fuel ratio on the diagram?
mike
#65
Originally Posted by turborotor' date='Oct 5 2003, 04:14 PM
Oh with the stock computer right? So it sees 14.7 on light load cruising right?
C
C
they have it running at 14.7:1 because thats where the cat is most happy (i think), its bad for the cat to go leaner than 14.7:1, or have misfires. thats one of the reasons they are so rich stock is to keep the cat from running too hot. the cat is not affected by rich mixture, it catylises oxygen, the more oxygen the hotter it gets
mike
#66
how is this wide band with the lsu-4 sensor
http://www.motec.com/products/plm/plm.htm
is it any better than the previous mentioned ones?
just wondering because I read this form the merced import site
"News Flash: The LM-1 w/ the Bosch O2 Sensor won't work with turbocharged Rotary engine. You have to use the NTK O2 Sensor. That is unless you have a 1" bypass tube welded in line for the sensor."
http://www.motec.com/products/plm/plm.htm
is it any better than the previous mentioned ones?
just wondering because I read this form the merced import site
"News Flash: The LM-1 w/ the Bosch O2 Sensor won't work with turbocharged Rotary engine. You have to use the NTK O2 Sensor. That is unless you have a 1" bypass tube welded in line for the sensor."
#68
Originally Posted by turborotor' date='Oct 5 2003, 08:28 PM
But those reading are also affected by the air pump, adding more oxygen dont u think?
I guess is ok to run the car for cruising around 14.7. I ran 14.0 coming to CA, didn't sound like it was hesitating.
I guess is ok to run the car for cruising around 14.7. I ran 14.0 coming to CA, didn't sound like it was hesitating.
mike
#69
Can anyone explain about how a/f tuning and timing tuning work in conjuction with the spooling of the turbo?I was reading a/f and timing is directly related to how the turbos going to spool.I imagine this is another variabale ontop of egt temps and a/f ratios one needs to consider when tuning.
Thanks
Thanks
#70
Originally Posted by rxrotary2_7' date='Sep 28 2003, 03:35 PM
[quote name='Mazderati' date='Aug 29 2003, 04:34 PM']
Not sure if this has been clarified already or not: the higher the EGT temperatures are, the leaner the car is running.
High EGT's on a gasoline motor = too much air and not enough fuel.
Not sure if this has been clarified already or not: the higher the EGT temperatures are, the leaner the car is running.
High EGT's on a gasoline motor = too much air and not enough fuel.
i did not know how to put it to words before, but recently Matt (hitman) had a good explination of this on the haltech mailing list. it went something like this...
the same amount of fuel being combusted to make up a certain a/f ratio will have a diferent egt reading due to timing. if you have the timing advanced the heat is going to be held in the motor heating it (internals of motor) up. if timing is to far retarted, the internals will run cooler, but the heat will be seen in the exhaust (higher egt's) you need to find the happy medium for your motor.
did my explaination of HIS explination make any sence? LOL [/quote]
My original post, which was obviously edited, mentions the importance of timing.