A turbocharged engine is a double-edged sword. More power is readily available through more boost, but so is more disaster.
So, even if you are vaguely considering turbocharging an engine, plan to at least monitor the other factors that will be affected by the additional air. Most notably, this means keeping an eye on how much fuel gets mixed into …
An "available and willing bunghole"? You guys are a riot.
That's a good article. Thank you.
SV reX said:An "available and willing bunghole"? You guys are a riot.
That's a good article. Thank you.
I would encourage people to get a data logging system, so that you are not logging with your eyes. You should be driving.
And even on a dyno, a logging system will show you precisely where the issues are instead of trying to juggle a/f, engine speed, and some load measurement.
I like for the ecu to just do all the work for me and kick into failsafe mode if AFR isn't in the appropriate window.
alfadriver said:I would encourage people to get a data logging system, so that you are not logging with your eyes. You should be driving.
And even on a dyno, a logging system will show you precisely where the issues are instead of trying to juggle a/f, engine speed, and some load measurement.
Agreed, an AFR gauge is at best a warm fuzzy, it's not really useful by itself. AFR data logged along with RPM, manifold pressure, etc is what you need for tuning.
As far as "failsafe" goes, IME widebands are considerably less reliable than things like fuel pumps and injectors. I favor tuning the car with the wideband (on the dyno) and then turning off the automatic provisions so that the computer is using the tuned, known-good fuel map. It can monitor the AFR and turn on a big red warning light if it thinks things are going askew, but it should not silently "fix" the fuel mixture.
In reply to codrus (Forum Supporter) :
It would be really nice if MS had an on board provision for a Bosch sensor. Then I would trust it more.
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